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SpaceX CEO Elon Musk teases nine-engine Starship, Raptor upgrades
In his latest round of SpaceX-related tweets, CEO Elon Musk says that the company has plans to boost Raptor’s performance by at least 15% and the number of those engines installed on Starship by 50%.
Those updated goals came hand in hand with significant changes to the design and operation of both Starship and its Super Heavy booster, which at one point was expected to utilize a “Boost” variant of Raptor that would trade thrust vector control (TVC; i.e. gimballing) and a wide throttle range for far greater thrust. At least according to Musk’s latest account, that substantially different “Raptor Boost” variant is now no more.
On July 3rd, NASASpaceflight forum member and photographer BocaChicaGal captured photos of SpaceX delivering three new Raptor engines to its Boca Chica Starship factory. Two of those engines (RB3 and RB4) featured Raptor Boost labels and were likely the first engines of their kind to complete qualification testing in McGregor, Texas. As of their arrival in South Texas, it was assumed that Raptor Boost still represented a variant of the engine with almost 50% more thrust at the cost of gimbal and throttle authority.
However, Musk himself replied to some of the resulting tweets later that evening, revealing that Super Heavy’s outer ring of up to 20 “Raptor Boost” engines would indeed have no ability to gimbal but would still be able to throttle.
Later the same day, the SpaceX CEO clarified further, stating that the company now plans to upgrade Raptor’s existing design to boost engine thrust to ~230 tons (~510,000 lbf) while still maintaining a wide throttle range and optional thrust vector control. With such an engine, “all Raptors on [a Super Heavy] booster, whether fixed or gimbaling, would be the same.” The only unique aspect of “Raptor Boost,” then, would be their installation around the inner ‘ring’ of Super Heavy’s skirt and their resulting lack of gimbal authority.
It’s somewhat unclear, then, why two of the engines SpaceX delivered on July 3rd were labeled “RB#” and one explicitly outfitted with a name tag reading “Hello, my name is Boost.” Notably, a quick side-by-side comparison enabled by those photos strongly implies that Raptor Booster engine 3 (RB3) and Raptor 79 (R79) are virtually identical aside from RB3’s rerouted plumbing and unique mounting hardpoints. In other words, barring surprises, the “boost” nomenclature appears to be more vestigial than anything.
Ultimately, as Musk notes, if SpaceX manages to boost “Raptor 2” to 230 tons of thrust, a Super Heavy booster with 33 mostly identical engines would have a peak liftoff thrust around 7600 tons (~16.8 million lbf), translating to a thrust to weight ratio of more than 1.5. For a large rocket with liquid propulsion only, a TWR greater than 1.5 is very respectable and improves acceleration off the launch pad, reduces gravity losses in the first few minutes of ascent, and thus boosts overall efficiency.
Already, Musk’s implication that 33 engines could ultimately be installed on Super Heavy is a departure from comments the CEO made barely a month ago when he revealed a base increase from 28 to 29 engines with the possibility of expanding to 32 down the road. Also new is the implication that SpaceX is considering adding three more vacuum-optimized engines to Starship’s six planned Raptors, leaving ships with six Raptor Vacuum (RVac) engines and three sea level-optimized engines (the same variant on Super Heavy).
Musk says that SpaceX has yet to decide if Raptor Vacuum will be commonized with Raptor 2, boosting its thrust, or if greater efficiency will be pursued instead. Regardless, even with six 200-ton-thrust RVacs and three Raptor 2s, Starship would produce upwards of 2000 tons of thrust in vacuum, creating an upper stage with almost as much thrust as Falcon Heavy and a fully-fueled thrust to weight ratio of ~1.7 – even better than Super Heavy.
In a bold declaration on X, xAI CEO Elon Musk announced that its model will be capable of creating full movies by the end of the year. Quoting an xAI post showcasing a stunning AI-generated trailer for Homer’s The Odyssey, Musk simply stated: “Full movies by the end of the year.”
The quoted video, created entirely with the newly released Grok Imagine Video 1.5, demonstrates the rapid strides in AI video generation. Crafted by creator David Thompson, the 2-minute-plus trailer reimagines the ancient epic in the style of a 1970s classical Hollywood blockbuster. It features 36 meticulously consistent shots that form a cohesive narrative world.
Full movies by the end of this year https://t.co/kkBrngWA0X
— Elon Musk (@elonmusk) June 17, 2026
Its realistic nature is truly mind-blowing, and it’s pretty amazing to think that it cool to think it could create an entire movie soon.
The trailer reimagines The Odyssey as a whole, and opens with a concept board outlining the vision: a retelling of the story using 35mm film aesthetics, classical framing, and other elements.
There are a handful of things that truly outline Grok’s capabilities:
- Scale and Physics: A bloodied Spartan helmet rests on a sandy battlefield amid smoke, marching armies, and flocks of birds. Horses gallop, chariots charge, and warriors clash with believable weight and motion.
- Emotional Depth and Dialogue: Close-ups capture intense expressions, as characters deliver lines like a warrior’s grief-stricken speech on a rocking ship.
- Cinematic Workflow: It’s hard to believe AI created this trailer, as editing and suspense are clearly detailed in this trailer
Now, why is this a big deal? AI has been a real threat to the way movies have been made over the past several decades. It’s no secret that the various AI platforms out there are becoming more capable, but Musk has said that he believes things would be “watchable” by the end of this year, and by the end of 2027, Grok would be able to create “really good” movies.
There are several issues that remain, most notably the ability to remain cohesive throughout the length of a film, energy requirements, copyright questions for training data, and artistic intent. Hollywood has created some of the greatest cinematic masterpieces over the past 100 years, but 2026 could be the year AI not only assists but also independently authors cinema.
Tesla is continuing to push the boundaries of vehicle dynamics, as its latest published patent, US12654505B2, or “Suspension Actuator System for a Vehicle,’ which has finally been pushed through.
The design, which is credited to inventors Brian Lee Doorlag, Avraham Kagan, and Justin Sill, introduces a sophisticated hybrid suspension design that blends active motor-driven control with strategic passive elements to deliver superior ride quality, energy efficiency, and resilience against road imperfections, especially potholes.
Suspension Actuator System for a Vehicle@Tesla‘s US20240383297A1 patent introduces an innovative suspension actuator system that transforms vehicle suspension control through an intelligent combination of active and passive control elements.
By implementing both series and… https://t.co/vRvlOu3Dql pic.twitter.com/2WriXgpOvr
— SETI Park (@seti_park) November 27, 2024
At the heart of the system is an active control element powered by an electric motor. This motor drives a belt connected to a ball nut assembly and threaded screw, which adjusts the effective length of the suspension strut in real time.
By extending or retracting, the actuator can lift or lower the wheel more accurately, which can end up countering road disturbances. Sensors, including accelerometers and wheel position monitors, feed data to a suspension control system that processes inputs and commands the motor instantly.
This active component doesn’t work alone. A low-rate air spring mounts in parallel with the actuator. Its primary role is to offset much of the vehicle’s static weight, dramatically reducing the power demand on the motor.
Without this, the active system would constantly fight gravity, draining energy and generating heat. The air spring handles steady-state loads efficiently, allowing the motor to focus on dynamic adjustments.
Complementing this is a series of passive control elements—a spring and an adaptive damper—placed between the actuator and the wheel. This setup filters high-frequency vibrations before they reach the active motor, preventing it from overworking on minor inputs. The adaptive damper, potentially magnetorheological or valve-controlled, further tunes damping electronically for optimal comfort and stability.
How It Differs from Traditional Suspensions
Traditional passive suspensions compromise between comfort and handling, while pure active systems can be power-hungry and complex. Tesla’s hybrid approach resolves this by delegating tasks: the parallel air spring manages weight and low-frequency body motions, the series elements absorb rapid vibrations, and the active actuator tackles larger, lower-frequency events.
The result is a smoother, more isolated cabin experience. High-frequency road noise and harshness diminish, while the vehicle maintains precise control during cornering or acceleration. Energy efficiency improves, too—lower motor loads mean reduced battery drain, potentially extending range in electric vehicles.
How It Mitigates Potholes Specifically
Potholes are a major challenge because they provide a sudden drop to the wheel plunge, jarring the body of the vehicle, risking damage. The patent explicitly addresses this. Upon detecting a pothole (via sensors or predictive mapping), the control system activates
the motor to retract the strut, effectively pulling the wheel upward to minimize downward excursion. The series spring/damper cushions the impact, while the parallel air spring maintains overall support.
This proactive “wheel retraction” prevents sharp jolts, preserving passenger comfort and protecting components. Integrated with Tesla’s road roughness mapping patents, the system could anticipate potholes from fleet data, enabling preemptive adjustments for even smoother navigation.
Future Implications for Tesla Vehicles
This technology builds on Tesla’s existing adaptive dampers and air suspension that is seen in Cybertruck, but advances toward fully active control. It could roll out to future models, including refreshed Cybertrucks or next-gen vehicles, enhancing both daily drivability and off-road capability. By minimizing power use and complexity, it aligns with Tesla’s goals of efficiency and scalability.
In summary, US12654505B2 exemplifies Tesla’s engineering philosophy: intelligent integration over brute force. This hybrid suspension promises quieter, more comfortable rides and robust pothole defense, potentially setting a new standard for automotive comfort. As Tesla iterates, drivers can look forward to roads feeling far less rough.
The Tesla Cybercab got a huge nod of support from a Texas Department of Transportation official, who said the all-electric ride-hailing vehicle is “a tangible example of how quickly our transportation system is evolving.”
The Cybercab was present at the Texas Department of Transportation’s Texas Innovation Invitational, an event held each year that allows innovative companies to showcase advancements in transportation.
Tesla Cybercab specs revealed: range, curb weight, range ratings, and more
Marc Williams, the Texas Department of Transportation’s Executive Director, sat in a Cybercab and shared his thoughts in an extensive post on LinkedIn.
Williams’s comments show how Tesla, with its Cybercab, is leading the charge of passenger travel and how it’s changing so rapidly. He notes the absence of traditional driving controls as a telltale sign that the Cybercab is a catalyst for major automotive change, taking controls from drivers and turning them into full-time passengers.
“Observing this vehicle firsthand–from its design and butterfly doors to the cargo trunk configuration–provides a tangible example of how quickly our transportation system is evolving. Sitting inside the cabin, the complete absence of traditional driver controls underscores a significant shift in mobility and vehicle design. No steering wheel, no accelerator, no brake. Only a single touchscreen monitor.”
Tesla has had a great relationship with the State of Texas, especially with its Robotaxi ambitions. Currently, Texas has Tesla Robotaxi operating in multiple cities: Dallas, Austin, San Antonio, and Houston. The company’s main manufacturing plant is also located just outside Austin, and Tesla moved its headquarters to the state several years ago.
Texas DOT Executive Director Marc Williams experienced the production version of @Tesla CyberCab firsthand earlier today at the 2026 Texas Innovation Invitational #CyberCab #FSD @SawyerMerritt @TeslaNewswire pic.twitter.com/izoGOWaGz6
— Ash_Alpha (@durai_ashwin08) June 17, 2026
The Cybercab is a purpose-built, fully autonomous, two-passenger Robotaxi vehicle designed specifically for ride-hailing services. Tesla has said for years it would be built without a steering wheel or pedals present, although there is still quite a bit of debate among the community regarding that potential.
Earlier this week, we received official word that the EPA had provided the Cybercab with a Certificate of Conformity, giving Tesla permission to enter the vehicle into the chain of public commerce. It is officially ready for roads.
The big question for Tesla remains: Can it solve self-driving before the steering-wheel-less Cybercab officially enters production?
Elon Musk predicts Grok will start to challenge Hollywood by the end of 2026
Tesla patent aims to improve common on-road complaint
