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SpaceX loses record-breaking rocket booster after sixth successful Starlink launch
SpaceX has suffered its second rocket landing failure of 2020 despite the fact that both lost Falcon 9 boosters successfully launched 60 Starlink satellites, an anomaly that CEO Elon Musk says will need a “thorough investigation”.
After a rare last-second launch abort on March 15th and a three-day range-related delay, Falcon 9 booster B1048 lifted off with 60 upgraded Starlink v1.0 satellites on its fifth orbital-class mission. At least for the first two and half minutes, the booster performed precisely as intended, carrying a fueled upper stage and its ~16 metric ton (36,000 lb) payload to an altitude of 55 km (34 mi) and a velocity of 1.8 km/s (1.1 mi/s). However, about 10 seconds before the booster reached main engine cut-off (MECO) and stage separation, something went wrong.
While there is some ambiguity in his response, according to Musk, at least one of Falcon 9 B1048’s nine Merlin 1D engines performed an early shutdown before MECO. The rocket’s computer immediately accounted for the anomaly, extending the remaining eight-engine booster burn 5-7 seconds beyond the nominal timeline to ensure mission success. While the booster’s loss is still disappointing and the premature engine shutdown more than a little concerning, it’s critical to remember that mission success was ensured. Just 15 minutes after liftoff, the rocket’s upper stage successfully spun up and deployed another 60 Starlink satellites, bringing SpaceX’s operational constellation to an incredible ~350 satellites.
Based on live views available from SpaceX’s launch webcast, it appears that Falcon 9’s “early engine shutdown” is more of a euphemism for a fairly violent engine failure that triggered an instantaneous cutoff, preventing damage elsewhere. While SpaceX would certainly rather avoid in-flight engine failures, Falcon 9’s nine Merlin 1D booster engines are installed inside an aluminum ‘octaweb’ structure that transmits their thrust to the rest of the rocket but also effectively quarantines each engine in a blast-proof bunker.
Nevertheless, the rocket’s highly-attuned software and affected octaweb engine bunker did their jobs, instantly shutting the failing engine down while also preventing the explosion and resulting shrapnel from damaging the rest of the rocket. More likely than not, B1048’s autonomous decision to always put mission success before booster recovery lead the booster to expend a majority of the propellant needed for its landing attempt to make up for the 10 or so seconds operating at only ~89% thrust.
As a result, B1048 may have simultaneous subjected itself to a much more extreme atmospheric reentry and run out of propellant before it could complete (or maybe even start) its drone ship landing burn. There’s also a chance that the engine that failed was one of the three engines required for reentry and landing burns, an asymmetry that would be impossible to overcome on the fly. Ultimately, the booster likely impacted the ocean at a near-supersonic velocity, smashing it into aluminum confetti. Thankfully, the late B1048 had a record-breakingly productive career as an orbital-class booster, placing dozens of tons of payload into orbit over five successful launches. Its loss is regrettable but the booster has more than earned its keep.
Aside from two twice-flown Falcon Heavy Block 5 side boosters of unknown status and 2-3 new boosters assigned to critical NASA and US Air Force missions, SpaceX’s fleet is now down to just three flightworthy Falcon 9 boosters. This could dramatically limit its options for near-term commercial flights, as none of those rockets – even assuming flawless launch and landing debuts – will likely be ready for their first reuses until May or June. Meanwhile, B1051 and B1049 have three and four missions under their respective belt and both completed their last launches just 50-70 days ago, while B1059 flew for the second time just two weeks ago. Despite the fact that it successfully completed its fifth mission, B1048’s in-flight engine failure will almost certainly delay upcoming launches, although the degree of those delays is up for debate.
Up next for SpaceX is SAOCOM 1B, an Argentinian radar satellite set to become the first payload launched into a polar orbit from the US East Coast in half a century. Before B1048’s anomaly, the mission was scheduled to launch no earlier than March 30th and could use any of unassigned boosters described above
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Tesla launched the slightly larger Model Y L in China last year, and it became a hit in no time. The longer wheelbase, larger interior, and slightly more forgiving legroom area in the Model Y L became a sought-after possibility for U.S. buyers, who have been begging the company for a larger SUV.
Now, Tesla needs it more than ever, especially considering the Model X was discontinued alongside its Model S sibling earlier this year. It looks to be more likely than ever, and based on recent reports, it will fall in line with CEO Elon Musk’s prediction that it would arrive in the United States in late 2026.
Recent reports from Forbes and Not a Tesla App both have indicated Tesla plans to bring the Model Y L to the U.S. this year. The reports cite “credible sources,” and an analyst from AutoForecast Solutions named Sam Fiorani stated that the car would enter production later this year.
Fiorani said:
“China, Australia, and India are supplied by the factory in China, which will not supply vehicles to the U.S. Production of the Model Y L is expected to begin in the U.S. in September, which will lead to sales beginning before the end of 2026.”
Production would take place at Gigafactory Texas.
Additionally, a few Model Y L units have been spotted under wraps in the United States, giving more indication that Tesla plans to bring the vehicle to the U.S. When Tesla is close to launching a vehicle in the U.S., it is not uncommon to see these models with the exact car covers that you see below:
Looks like another Tesla Model Y L was spotted in the U.S.! pic.twitter.com/jhsdkcN5Go
— TESLARATI (@Teslarati) June 26, 2026
It makes sense, especially considering Musk hinted the Model Y L would make it to the U.S. in late 2026, but it was up in the air. The CEO said the advent of self-driving might not warrant a larger SUV coming to the U.S. market specifically.
The problem is, consumers do not want to hear that. They love Tesla’s tech, FSD, and other features, but they need more space for growing families. The Model X is gone, and the most anyone can fit in a Tesla right now is seven people in the seven-seat Model Y. That back row is truly only large enough to fit small children comfortably.
Tesla fans have requested a full-size SUV, and the company has made some hints that it could be in the plans.
The Model Y and Model Y L differ noticeably in size, with the Model Y L being a stretched, six-seat variant designed for great interior room. The Standard Model Y measures approximately 4,790mm in length, 1,982 mm in width with the mirrors folded, 1,624mm in height, and 2,890mm in wheel base.
In contrast, the Model Y L extends to be about 4,969–4,976mm long (roughly 179mm or 7 inches longer), stands 1,668mm tall (+44mm), and features a significantly longer 3,040 mm wheelbase (+150mm), while maintaining the same width.
This elongation primarily benefits rear passenger space and enables a 2+2+2 seating layout with captain’s chairs, though it slightly reduces maximum cargo capacity behind the rearmost seats and adds a bit of overall mass and turning radius. The result is a more spacious family hauler that still shares the core footprint and agile character of the original Model Y.
In a major development that will inevitably strengthen Tesla’s dominant position in the American EV market, Polestar has been effectively banned from selling new vehicles in the United States, starting with the 2027 model year.
The U.S. Department of Commerce denied Polestar authorization under the Connected Vehicle Rule, which prohibits vehicles containing certain connected technologies (Cellular, Wi-Fi, Bluetooth, etc.) linked to China or Russia due to national security risks, including potential data collection on American drivers.
🚨 A Tesla competitor goes down
Polestar will no longer sell new vehicles in the United States starting with the 2027 model year.
The U.S. Department of Commerce denied the brand authorization under the Connected Vehicle Rule, which restricts the sale of cars with software and… pic.twitter.com/TrwnQeoiES
— TESLARATI (@Teslarati) June 25, 2026
Polestar, which is majority-owned by China’s Geely Holding, could not obtain the required exemption despite producing some models domestically.
Polestar confirmed it will sell off any remaining inventory of the Polestar 3 and Polestar 4 models, while continuing service and warranty support for existing customers. No new models or major refreshes will reach U.S. buyers, and the company is pivoting its growth strategy to Europe, where it already generates the vast majority of its sales.
The outcome removes a direct premium EV competitor that had positioned itself as a stylish, performance-oriented alternative to Tesla’s lineup. The Polestar 2 challenged the Model 3, while the Polestar 3 and 4 targeted segments overlapping with the Model Y and upcoming Tesla offerings. Polestar’s U.S. sales had already been sluggish amid intense competition and slower demand, representing just 6 percent of its global volume in the first quarter of 2026.
While Polestar was not on Tesla’s level in the U.S., it still places a dent in the evergrowing field of Tesla competitors in the country, where it has long dominated EV sales.
Tesla faces none of these hurdles. As a U.S.-founded and U.S.-headquartered company with major manufacturing in Fremont, Austin, and Nevada, Tesla’s vehicles are built with compliant domestic and allied supply chains. Its Full Self-Driving technology, over-the-air software updates, and vertically integrated ecosystem were developed entirely in-house without foreign ownership entanglements that trigger national security reviews, at least in the U.S.
Of course, it did face a similar threat in China a few years back:
Elon Musk responds to reports of Tesla ban among China’s military over security concerns
The Connected Vehicle Rule, first advanced under the prior administration and upheld under the current one, is part of a broader U.S. effort to protect the domestic auto industry and critical technology from Chinese influence. High tariffs on Chinese-made EVs and related restrictions have already reshaped the market. Tesla benefits directly: it avoids these barriers while continuing to lead in U.S. EV sales volume, Supercharger network expansion, and energy storage integration.
By clearing Polestar from the new-vehicle playing field, the policy reduces competitive pressure in the premium and performance EV segments where Tesla has invested billions. American consumers seeking cutting-edge electric vehicles now have one fewer option tied to foreign adversaries — and one clearer path to the market leader that has driven the EV transition from the start.
For Tesla, this is more than regulatory relief. It is a strategic tailwind that reinforces its position as America’s premier EV innovator at a time when domestic manufacturing and technological independence matter most.
Tesla Cybercab stands to gain from new rules that the Trump Administration is aiming to enforce on autonomous vehicles. On Thursday, NHTSA, under the Trump Administration’s U.S. Department of Transportation, commenced rulemaking on the Federal Motor Vehicle Safety Standards (FMVSS).
This effort aims to eliminate the mandate for manual brake pedals in vehicles that are designed to be driven exclusively by automated driving systems. This would impact the Tesla Cybercab, which the company has stated would operate without a steering wheel or pedals.
Tesla Cybercab launch is imminent after latest sighting at Giga Texas
The Trump Administration is looking to revise FMVSS No. 135, which requires standard braking systems on light-duty vehicles.
Currently, the regulation requires light-duty cars to use traditional manual braking systems that allow operators to slow the vehicle. With the advent of self-driving in the U.S., these regulations need updating, and these are the changes that could come to FMVSS No. 135:
- Removes requirements for hand- or foot-operated brake controls for vehicles designed never to be operated by a human. Existing rules still apply to AVs that retain manual controls.
- All subject vehicles must still meet the same stopping distance performance criteria via alternative testing procedures.
- While this update ensures AVs can physically stop when commanded, NHTSA is separately developing safety performance requirements for AVs in real-world driving scenarios.
- NHTSA will continue to use its broad defect enforcement authority to investigate unsafe ADS behavior and oversee recalls.
As autonomy becomes a greater part of passenger travel, these types of rule adjustments will be more than reasonable. It will give manufacturers the ability to self-certify their vehicles and avoid any red tape that could ultimately delay the deployment of these vehicles.
Administrators are also incredibly excited about the opportunity to play a role in the advancement of self-driving vehicles.
“We are at the cusp of the greatest technological revolution in vehicle technology since the innovation of the Model T,” NHTSA Administrator Jonathan Morrison said. “If we want America to lead the way, we have to reimagine our regulatory framework. That’s why under Secretary Sean Duffy’s AV Framework, NHTSA is tearing down pointless barriers to innovative designs while strengthening the fundamental safety requirements that matter and holding AV developers accountable for safe performance.”
The Cybercab entered mass production at Gigafactory Texas in April. Tesla ultimately plans to push the vehicle into its Robotaxi fleet, potentially when frameworks like these are established.
Tesla looks keen to bring larger Model Y L to the U.S.
One of Tesla’s biggest threats just got banned in the U.S.
