

News
SpaceX nears big US govt. missions as ULA handwaves about risks of competition
Speaking at the 2018 Von Braun Symposium in Huntsville, Alabama, ULA COO John Elbon expressed worries that the US National Security Space (NSS) apparatus could be put at significant risk if it comes to rely too heavily on the commercial launch industry to assure access to space.
Given that the US military’s launch capabilities rest solely on SpaceX and ULA and will remain that way for at least three more years, Elbon’s comment was effectively an odd barb tossed in the direction of SpaceX and – to a lesser extent – Blue Origin, two disruptive and commercially-oriented launch providers.
- The history of ULA and its Delta IV rocket is far wilder than most would expect. (Tom Cross)
- The first stage of Parker Solar Probe’s Delta IV Heavy rocket prepares to be lifted vertical. (ULA)
Reading between the lines
For the most part, Elbon’s brief presentation centered around a reasonable discussion of ULA’s track record and future vehicle development, emphasizing the respectable reliability of its current Atlas V and Delta IV rockets and the ‘heritage’ they share with ULA’s next-generation Vulcan vehicle. However, the COO twice brought up an intriguing concern that the US military launch apparatus could suffer if it ends up relying too heavily on ‘commercially-sustained’ launch vehicles like Falcon 9/Heavy or New Glenn.
To provide historical context and evidence favorable to his position, Elbon brought up a now-obscure event in the history of the launch industry, where – 20 years ago – companies Lockheed Martin and Boeing reportedly “set out to develop … Atlas V and Delta IV” primarily to support the launch of several large satellite constellations. The reality and causes of the US launch industry’s instability in the late ’90s and early ’00s is almost indistinguishable from this narrative, however.
Despite the many veils of aerospace and military secrecy surrounding the events that occurred afterward, the facts show that – in 1999 – Boeing (per acquisition of McDonnell Douglas) and Lockheed Martin (LM) both received awards of $500M to develop the Delta IV and Atlas V rockets, and the military further committed to buying a full 28 launches for $2B between 2002 and 2006. Combined, the US military effectively placed $3B ($4.5B in 2018 dollars) on the table for its Evolved Expendable Launch Vehicle (EELV) program with the goal of ensuring uninterrupted access to space for national security purposes.
- Crew Dragon arrives at ISS. (SpaceX)
- Boeing’s Starliner spacecraft. (Boeing)
- A mockup of Boeing’s Starliner capsule is explored by one of NASA’s Commercial Crew astronauts, clad in a Boeing spacesuit. (Boeing)
- SpaceX’s Commercial Crew pressure suit seen on NASA astronauts during testing. (SpaceX)
Rocketing into corporate espionage
“The robust commercial market forecast led the Air Force to reconsider its acquisition strategy. The EELV acquisition strategy changed from a planned down-select to a single contractor and a standard Air Force development program [where the USAF funds vehicle development in its entirety] to a dual commercialized approach that leveraged commercial market share and contractor investment.” – USAF EELV Fact Sheet, March 2017
The above quote demonstrates that there is at least an inkling of truth in Elbon’s spin. However, perhaps the single biggest reason that the EELV program and its two awardees stumbled was gross, inexcusable conduct on the part of Boeing. In essence, the company’s space executives conspired to use corporate espionage to gain an upper-hand over Lockheed Martin, knowledge which ultimately allowed Boeing to severely low-ball the prices of its Delta IV rocket, securing 19 of 28 available USAF launch contracts.
Ultimately, Lockheed Martin caught wind of Boeing’s suspect behavior and filed a lawsuit that began several years of USAF investigations and highly unpleasant revelations, while Boeing also had at least 10 future launch contracts withdrawn to the tune of ~$1B (1999). USAF investigations discovered that Boeing had lied extensively to the Air Force for more than four years – the actual volume of information stolen would balloon wildly from Boeing’s initial reports of “seven pages of harmless data” to 10+ boxes containing more than 42,000 pages of extremely detailed technical and proprietary information about Lockheed Martin’s Atlas V rocket proposal.
“If you rewind the clock 20 years, there were folks on a panel like this having dialogue about commercial launch, and there were envisioned several constellations that were going to require significant commercial launch. Lockheed Martin and Boeing set out to develop launch vehicles that were focused on that very robust commercial market – in the case of McDonald Douglas at the time, which later became Boeing, the factory in Decatur was…sized to crank out 40 [rocket boosters] a year, a couple of ships were bought to transport those…significant infrastructure put in place to address that envisioned launch market.” – John Elbon, COO, United Launch Alliance (ULA)
- ULA’s Decatur, Alabama factory now produces both Delta IV and Atlas 5. (ULA)
- ULA’s Atlas 5 launched AEHF-4 for the USAF earlier this month. (ULA)
In reality, Boeing was so desperate to secure USAF launches – despite the fact that it knew full well that Delta IV was too expensive to be sustainably competitive – that dozens of employees were eventually roped into a systematic, years-long, highly-illegal program of corporate espionage specifically designed to beat out government launch competitor Lockheed Martin. Humorously, Delta IV was not even Boeing’s design – rather, Boeing acquired designer McDonnell Douglas in late 1996, five days before the USAF announced the decision to reject Boeing and another company’s EELV proposals, narrowing down to two finalists (McDonnell Douglas and Lockheed Martin).
Seven years after the original lawsuit snowballed, Boeing settled with Lockheed Martin for a payment of more than $600M in 2006, accepting responsibility for its employees’ actions but admitting no corporate wrongdoing. Five years after that settlement, John Elbon became Vice President of Boeing’s Space Exploration division. This is by no means to suggest that Elbon is in any way complicit, having spent much of his 30+ years at Boeing managing the company’s involvement in the International Space Station, but more serves as an example of how recent these events are and why their consequences almost certainly continue to reverberate loudly within the US space industry.
SpaceX forces change
Worsened significantly by the consequences of Boeing’s lies about the actual operational costs of its Delta IV rocket (it had planned to secretly write off a loss on each rocket in order to steal USAF market share from LockMart), the commercial market for the extremely expensive rocket was and still is functionally nonexistent. 35 out of the family’s 36 launches have been contracted by the US military (30), NOAA (3), or NASA (2); the rocket’s first launch, likely sold at a major discount to Eutelsat, remains its one and only commercial mission.
Atlas V, typically priced around 30% less than comparable Delta IV variants, has had a far more productive career, albeit with very few commercial launches since the Dec. 2006 formation of the United Launch Alliance. Since 2007, just 5 of Atlas V’s 70 launches have been for commercial customers. Frankly, although Atlas V was appreciably more affordable than Delta IV, neither rocket was ever able to sustainably compete with Europe’s Ariane 5 workhorse – Ariane 5 cost more per launch, but superior payload performance often let Arianespace manifest two large satellites on a single launch, approximately halving the cost for each customer. Russia’s affordable (but only moderately reliable) Proton rockets also played an important role in the commercial launch industry prior to SpaceX’s arrival.
After fighting tooth and nail for years to break ULA’s US governmental launch monopoly, SpaceX’s first dedicated National Security Space launch finally occurred less than a year and a half ago, in May 2017. SpaceX has since placed a USAF spaceplane and a classified NSS-related satellite into orbit and been awarded launch contracts for critical USAF payloads, most notably winning five of five competed GPS III satellite launches, to begin as early as mid-December. Falcon 9 will cost the USAF roughly 30% less than a comparable Atlas 5 contract, $97M to ULA’s ~$135M.
- The aft connection mechanisms on Falcon Heavy Flight 1 and Flight 2 appear to be quite similar. It’s possible that SpaceX has chosen to reuse aspects of the hardware recovered on Flight 1’s two side boosters. (SpaceX)
- Falcon 9 Block 5 booster B1046 seen during both of its post-launch landings. (SpaceX/SpaceX)
A bit more than two decades after Boeing bought McDonnell Douglas and began a calculated effort to steal trade secrets from Lockheed Martin, Elbon – now COO of the Boeing/Lockheed Martin-cooperative ULA – seems to fervently believe that the most critical mistake made in the late 1990s and early 2000s was the USAF’s decision to partially support the development of two separate rockets. Elbon concluded his remarks on the topic with one impressively unambiguous summary of ULA’s position:
“We have to make sure that we don’t get too much supply and not enough demand so that the [launch] providers can’t survive in a robust business environment, and then we lose the capability as a country to do the launches we need to do … [That’s] the perspective we have at ULA and it’s based on the experience that we’ve been through in the past.”
In his sole Delta IV vs. Atlas V case-study, what ULA now seems to think might have been “too much supply” under the USAF’s EELV program appears to literally be the fundamental minimum conditions needed for competition to exist at all – two companies offering two competing products. Short of directly stating as much, it’s difficult to imagine a more concise method of revealing the apparent belief that competition – at all – is intrinsically undesirable or risky.
News
Tesla takes huge step with Cybercab in new spotting

Tesla has taken a huge step forward with its Cybercab project, as the vehicle has been spotted on the Fremont Test Track for the first time.
Typically, when cars are spotted on the Fremont Test Track, it means Tesla has begun advancing the development of that specific project. With Cybercab production slated for 2026, it seems Tesla is ready to get things moving.
The Cybercab was unveiled one year ago tomorrow, at the “We, Robot” event in Los Angeles.
Tesla Robotaxi Cybercab: Seats, price, special features, release date, and more
Tesla has been hoping to get Cybercab production started in early 2026. With a few months until then, the program has taken some leaps, including the recent start of crash testing of the vehicle at the Fremont Factory in Northern California.
Some of these units have made their way to Gigafactory Texas at Tesla’s crash testing facility:
The 1st @Tesla Cybercab at the Giga Texas crash testing facility. Hard to say for sure, but this may indicate the vehicle has completed most of the final engineering & production tests out at Fremont and what remains is now at Giga Texas.
If this follows how the @Cybertruck… pic.twitter.com/RHB2IjkL1L
— Joe Tegtmeyer 🚀 🤠🛸😎 (@JoeTegtmeyer) October 9, 2025
Now, it has taken another step as Tesla has officially started testing the vehicle at the Fremont Test Track:
Tesla spotted for the first time testing the Cybercab at their Fremont factory in California.
Full video: https://t.co/mXGIJXYCqY pic.twitter.com/oveOsXqiyg
— Sawyer Merritt (@SawyerMerritt) October 9, 2025
Here’s when vehicles in Tesla’s lineup were first spotted on the Fremont Test Track and then launched:
Vehicle
|
First Spotted on Fremont Test Track
|
Launch Date (Production Start/First Deliveries)
|
---|---|---|
Model Y
|
December 12, 2019
|
January 2020
|
Tesla Semi
|
March 8, 2021
|
December 1, 2022 (Limited to pilot program participants)
|
Cybertruck
|
December 10, 2021
|
November 2023
|
Cybercab
|
October 9, 2025
|
Early 2026
|
Timeframes for when Tesla vehicles hit the Fremont Test Track and when their production and deliveries begin certainly vary.
However, the Cybercab being spotted marks a significant step forward for Tesla, as it indicates the company is nearing a major milestone in production, whether for deliveries or on-road testing.
It does seem as if Tesla could employ the Cybercab for its Robotaxi program in Austin, Texas, and Northern California.
With more markets expected to launch Robotaxi rides soon, it could be a formidable challenge for the new vehicle, especially if Tesla can initiate rides without a Safety Monitor.
News
Chevy answers Tesla’s new ‘Standard’ offerings with an actually affordable EV

Chevy answered Tesla’s new Standard Model 3 and Model Y offerings with its second-generation Bolt EV, a car that actually appeals to those who were looking for affordability.
Earlier this week, Tesla unveiled the Model 3 and Model Y Standard, two stripped-down versions of the cars of the same name it already offers. The Long Range versions are now labeled as “Premium,” while the Performance configurations stand alone.
Tesla launches two new affordable models with ‘Standard’ Model 3, Y offerings
However, many people were sort of upset with what Tesla came to market with. For well over a year, it has been transparent that it was planning to develop affordable models, and this year, it was forced to take action to counter the loss of the $7,500 EV tax credit.
The Model 3 Standard starts at $36,990, while the Model Y Standard comes in at $39,990. While these are cheaper than the company’s Premium offerings, many fans said that Tesla missed the mark with the pricing, as these numbers are not necessarily “affordable.”
At the very least, they will likely miss the mark in helping Tesla regain annual growth rates for its deliveries. Tesla will likely rely on its “unboxed process,” which will be used to manufacture the Cybercab and potentially other affordable models in the future. These will be priced at below $30,000.
Other carmakers are making their moves and were able to undercut Tesla’s new Standard offerings, Chevrolet being one of them.
This week, the company launched its second-gen Bolt EV, which starts at just $28,995.
Here are the full specs:
- 65 kWh LFP battery
- 255 miles of range (EPA estimated)
- Native NACS port for Tesla Supercharger accessibility without an adapter
- Up to 150 kW charging speed
- Bidirectional power of 9.6 kW
- Front-Wheel-Drive
- 10-80% charging in just 26 minutes
- No Apple CarPlay or Android Auto
- SuperCruise capable
- 11.3″ touchscreen, 11″ digital gauge cluster
- 16 cubic feet of cargo capacity
- Other Trims
- RS – $32,000
- Base LT – $28,995
- Deliveries begin in early 2026
Let’s be frank: Tesla fans are unlikely to bat an eye at other OEM offerings. However, first-time EV buyers might be looking for something more price accessible, so vehicles under $30,000 are where they will look first, at least for most people.
If money isn’t an option, people will consider spending a minimum of $37,000 on a new vehicle, especially an EV, as a first-time owner.
The Bolt EV could be something that does well, especially considering its one of only a handful of EVs that are priced at around $30,000 brand new in the U.S.
The others are:
- Nissan Leaf S ($28,140)
- Mini Cooper SE ($30,900)
- Fiat 500e ($32,500)
While these cars are priced at around $30,000 and are affordable, they each offer minimal range ratings. The Nissan Leaf S and Fiat 500e have just 149 miles, while the Mini Cooper SE has 114 miles.
News
Tesla Model S makes TIME’s list of Best Inventions

Tesla’s flagship sedan, the Model S, has officially been named one of TIME Magazine’s Best Inventions of the 2000s. It joins its sibling, the Model 3, which made the list in 2017.
The Model S is among the most crucial developments in the automotive industry in the last century.
Just as the Ford Model T made its mark on passenger transportation, becoming the first combustion engine vehicle to be successfully developed and marketed at a time when horse and buggy were the preferred mode of transportation, the Model S revolutionized things a step further.
Although it was not the first EV to be developed, the Tesla Model S was the EV that put EVs on the map. In 2012, TIME recognized the Model S as a piece of technology that could truly transform the car industry.
The publication wrote:
“This electric four-door sedan has the lines of a Jaguar, the ability to zip for 265 miles (426 km) on one charge—that’s the equivalent of 89 m.p.g. (2.6 L/100 km)—and touchscreen controls for everything from GPS navigation to adjusting the suspension.”
Looking back, TIME was right on. The Tesla Model S was truly a marvel for its time, and it, along with the OG 2008 Roadster, can be seen as the first two EVs to push electrification to the mainstream.
As TIME described this year, the Model S “proved to be a game-changing experience for electric vehicles,” and it ended up truly catalyzing things for not only the industry, but Tesla as well.
The Model S acted as a fundraiser of sorts for future vehicles, just as the Model X did. They paved the way for the Model 3 and Model Y to be developed and offered by Tesla at a price point that was more acceptable and accessible to the masses.
The Current State of the Tesla Model S
The Model S contributes to a very small percentage of Tesla sales. The company groups the Model S with the Model X and Cybertruck in its quarterly releases.
Last year, that grouping sold 85,133 total units, a small percentage of the 1.789 million cars it delivered to customers in 2024.
Things looked to be changing for the Model S and the Model X this year, as Tesla teased some improvements to the two cars with a refresh. However, it was very underwhelming and only included very minor changes.
Lucid CEO shades Tesla Model S: “Nothing has changed in 12 years now”
It appeared as if Tesla was planning to sunset the two cars, and while it has not taken that stance yet, it seems more likely that the company will begin taking any potential options to heart.
CEO Elon Musk said a few years ago that the two cars were only produced due to “sentimental reasons.”
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