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SpaceX’s next Starhopper flight needs more analysis for FAA go-ahead, says Elon Musk
According to SpaceX CEO Elon Musk, the company’s next major Starhopper flight test is still awaiting FAA approval due to a need for more hazard analysis, presumably required because Starhopper will be traveling much higher than before.
On August 9th, SpaceX completed a routine wet dress rehearsal (WDR) with Starhopper, loading the vehicle with propellant and fluids and replicating a launch countdown up to the point of Raptor ignition. Starhopper remains untethered in a sign that SpaceX doesn’t have plans for a static fire test before the low-fidelity rocket prototype’s next flight milestone. Originally scheduled for August 12th, that milestone – a 200m (650 ft) hop test – has been indefinitely delayed as SpaceX awaits an updated permit from the Federal Aviation Administration (FAA).
The oddity of the apparent difficulty SpaceX is having with the FAA’s experimental permit process is deepened by the fact that Starhopper is already permitted by the FAA and demonstrated its first successful flight just a few weeks ago, on July 25th. On top of the fact that the local Boca Chica and Brownsville, Texas airspace tends to be extremely quiet, it’s unclear what exactly is holding up SpaceX, the FAA, or both in what should otherwise be a relatively streamlined process.
A few weeks ago, after one false start on July 24th, Starhopper performed its first untethered flight ever on July 25th, successfully demonstrating its integrated steel propellant tanks, avionics, software, and Raptor propulsion over the course of 20 or so seconds of flight. Starhopper’s inaugural flight was delayed at least several weeks by a major bug with SpaceX’s next-gen Raptor engine, described by Elon Musk as a problem with a certain frequency of vibration (i.e. mechanical resonance).
According to Musk, said resonance failure mode was effectively solved with unspecified modifications made to the sixth Raptor engine produce (Raptor SN06). That engine became the first to successfully pass SpaceX’s regime of pre-hop static fires in McGregor, Texas around July 10th and was shipped south to Boca Chica and installed on Starhopper scarcely 24 hours later.
Assuming those vibration issues have been completely quashed, Musk has also stated that SpaceX is aiming to produce as many as two Raptor engines per day by the end of 2019. It’s believed that all engines preceding SN06 (SN01-05) were either damaged or destroyed during testing, be that a result of intentional testing-to-destruction or anomalous behavior during certain test regimes. It should be noted that full-scale Raptor is still undoubtedly in development and hardware failure during developmental testing is more predictable and valuable than it might seem. As long as the program can handle it, ‘hardware-rich’ development (i.e. moving fast and breaking things) can be equally – if not more – valuable than an extremely cautious get-it-right-the-first-time approach.
Regardless, once SpaceX’s propulsion engineering team is confident that the more major bugs that plagued early Raptor engines have been alleviated, they will likely give the go-ahead for the engine manufacturing team to begin ramping production rates. Musk believes that SpaceX could be ready for the first test flights of either or both of the company’s orbital Mk1 and Mk1 Starship prototypes as early as mid-September, milestones that will eventually require three sea-level Raptor engines and up to three vacuum Raptor engines per rocket.
Meanwhile, although SpaceX has yet to begin assembling the first Super Heavy booster(s), said boosters will require dozens of Raptor engines each for their first flights. Musk says that SpaceX will start out with something like 20 Raptor engines per booster to minimize losses and disruption in the event of a catastrophic failure, eventually expanding to as many as 35 engines per booster as confidence grows.
For now, Starhopper’s next flight test was scheduled from August 16th through the 18th but has since been tentatively rescheduled to Aug. 19-21. Starhopper will remain grounded until the FAA is satisfied with SpaceX’s updated hazard analyses for the rocket’s 200m flight test.
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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.
