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SpaceX rolls Super Heavy booster to orbital launch mount
For the third time in four months, SpaceX has rolled the first potentially flightworthy Super Heavy booster towards Starbase’s orbital launch mount.
Combined with a large crane – fitted with a jig solely used to lift boosters – moving to a spot just beside the booster, it’s clear that SpaceX is preparing to reinstall Super Heavy Booster 4 (B4) on the orbital launch mount. In the context of its unusual history, though, what happens next to the first more or less finished prototype of the largest rocket booster ever built is less clear.
After a shockingly quick assembly over the course of six summer weeks, Super Heavy Booster 4 rolled out of Starbase’s ‘high bay’ facility and headed to the nearby orbital launch complex, where it was installed on a custom ‘mount’ designed to support booster testing and orbital launches. It’s now clear that during that early August photo opportunity and fit test, Booster 4 was nowhere close to finished. Nor, apparently, was it anywhere close to complete one month later when it returned to the orbital pad for the second time after another few weeks of work back at the high bay.
Three months (almost 14 weeks or 100 days) after the Super Heavy prototype’s second trip to the pad, SpaceX has yet to attempt to put the booster through a single proof test. There also appears to be a significant amount of work left to finish installing external ‘aerocovers’ and a heat shield meant to enclose all 29 of its Raptor engines. In the three-year history of Starbase, there isn’t a single prototype of the roughly two-dozen SpaceX has built, tested, and even flown that’s spent even half as long as Super Heavy B4 between apparent structural completion and its first test. Perhaps the fact that Booster 4 is a first-of-its-kind pathfinder explains SpaceX’s uncharacteristic sluggishness or reluctance to actually test the rocket.
In every other instance, SpaceX’s approach to Starship development has been to move incredibly quickly, build a large number of prototypes, and rapidly test those prototypes – often resulting in catastrophic failures. Data is gathered from those failures (SN1, SN3, SN4, SN8, SN9, SN10, SN11, and half a dozen smaller test tanks serve as examples), changes are made, and then the new and improved prototypes that follow repeat the process until SpaceX arrives at a successful design.
Super Heavy B4’s circuitous path has been almost nothing like those of its predecessors. That could also be partly explained by the unavailability of a stand or facilities capable of truly proof testing a Super Heavy, which necessitates a supply of around 3200 tons (7M lb) of liquid nitrogen (LN2; for a cryogenic proof test with full tanks), another 3200 tons of a combination of liquid methane (LCH4) and oxygen (LOx), and the ability to ignite – and survive – as many as 29 to 33 Raptor engines. The suborbital stands SpaceX has used to proof Starships and even Super Heavy Booster 3 don’t even have half the storage capacity required to fully test a booster and the mounts and their surroundings would likely be catastrophically damaged or destroyed by the thrust and blast created by dozens of Raptors.
Still, SpaceX could have theoretically put Booster 4 through a partial cryoproof and maybe fired up as many as nine Raptors at once – not a replacement for full proof testing but still plenty to ensure Super Heavy’s structural integrity and gather invaluable data on clustered Raptor performance. Instead, of course, Super Heavy B4 has sat at Starbase’s former landing zone for more than three months while teams removed engines, reinstalled engines, half-installed a full Raptor heat shield; and installed two of six or seven ‘aerocovers’ needed to protect heat exchangers, racks of pressure vessels, and hydraulic systems installed on the booster’s aft.
This is all to say that from the outside looking in, Booster 4’s path towards testing and flight has been almost entirely different from that of any other Starship prototype. While still quick in comparison with other launch vehicle development programs, relative to other Starship and Super Heavy prototypes, the rate of B4 progress has been far slower – strongly implying that something is seriously wrong with the booster, that SpaceX no longer feels that partial testing is worth the effort, that finishing Booster 4 just hasn’t been a priority for several months, or some combination of the above.
What that ultimately means is that it’s almost impossible to predict what Super Heavy B4’s future holds beyond the clear evidence that SpaceX will soon reinstall to reinstall it on an orbital launch mount that’s much closer to completion than it was the last time B4 was installed. At this point, it’s just as likely that the booster’s third launch mount installation will just be another mechanical fit test, though the hope is that it will kick off full-scale pneumatic and cryogenic proof testing. It could even culminate in the static fire of some or all of its 29 Raptor engines, which have been installed for several months.
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.
