News
SpaceX fires up first upgraded Starship engine
CEO Elon Musk has implicitly revealed that SpaceX recently conducted the first test of Starship’s new Raptor 2 engine.
Aside from kicking off integrated static fire testing of a refined, operationalized version of Raptor, the first prototype may have briefly become the most powerful engine of its kind ever tested before destroying itself. While not quite as successful as the first static fire campaign of a full-scale Raptor 1 engine, which survived several tests, the first Raptor 2 prototype’s early demise is still a routine part of engine development and is the start of a process that should ultimately produce a Super Heavy booster with 50% more thrust than the next most powerful rocket ever flown.
Prior to last weekend, it’s likely that competitor Blue Origin’s BE-4 – still in development and hoped to one day power ULA’s Vulcan and the company’s own reusable New Glenn – was the most powerful methane/oxygen rocket engine ever tested. BE-4 is designed to produce up to 244 tons (~539,000 lbf) of thrust. On its very first static fire, it appears that SpaceX’s first finished Raptor 2 prototype has narrowly stolen BE-4’s crown, briefly generating main combustion chamber pressures of 321 bar (~4650 psi) and as much as 245 tons (~540,000 lbf) of thrust.
To BE-4’s credit, the engine (at least as far as Blue Origin’s sparse public communications go) didn’t destroy itself after its first full-thrust static fire. Raptor 2 wasn’t so lucky and apparently exploded before completing its first test. There’s also some ambiguity as Blue Origin’s own website pegs BE-4 thrust at “2400 kN (550,000 lbf)” when 2400 kilonewtons is actually equivalent to 539,000 lbf. Regardless, designed to produce up to 230 tons (~510,000 lbf) of thrust in flight, Musk has said that Raptor 2 or V2.0 “is a major improvement in simplification” over Raptor 1, which nominally produces up to 185 tons (~410,000 lbf) of thrust at chamber pressures closer to 270 bar (~3900 psi).
It’s not all that surprising, then, that the first Raptor 2 prototype ever completed exploded when SpaceX pushed it to almost 107% of its maximum rated thrust and main chamber pressure during its first test.
Though impressive, SpaceX has technically pushed Raptor 1 prototypes further – and without failure. Musk later indicated that there was some damage present but a fairly young Raptor 1 engine still made it all the way up to 330 bar (~4800 psi) and spent about 10 seconds at chamber pressures above 320 bar without failure during an August 2020 stress test. Still, had the Raptor 2 prototype also made it to 330 bar, it would have produced around 252 tons (555,000 lbf) of thrust – 12% more than its Raptor 1 predecessor.
According to Musk, the main differences between Raptor 1 and Raptor 2 are “much cleaner” plumbing and wire harnesses and a wider combustion chamber throat, which allows the engine to produce more thrust in roughly the same package at the cost of a slight efficiency loss. Over the last two years, the CEO has mentioned the possibility of a power-optimized Raptor variant with up to 300 tons of thrust but in recent months, Musk says SpaceX has decided to keep the Raptor family as streamlined as possible and opted for just two variants – one with a sea-level nozzle (Raptor Center and Boost) and one with a larger vacuum-optimized nozzle (RVac).
NASA has filed a procurement notice announcing its intent to add six post-certification missions to SpaceX’s existing Commercial Crew Transportation Capability contract. The agency said it would order up to three of those missions immediately upon adding them to the contract, with the remaining three available as needed through the end of the International Space Station’s planned operations in 2030.
The reason for the expansion is straightforward. NASA cited recently shortened ISS mission durations, technical issues and schedule delays encountered by Boeing, the allocation of missions between Boeing and SpaceX, and the ongoing technical challenges of maintaining a reliable crew transportation capability as the driving factors behind the decision. Boeing’s CST-100 Starliner has still not been certified for crewed flights, and a cargo-only Starliner mission was not included on NASA’s most recent mission manifest. With Boeing effectively sidelined for the foreseeable future, SpaceX is the only American company capable of rotating crews to the station.
The history behind this contract tells the fuller story of how SpaceX got here. NASA originally awarded SpaceX its Commercial Crew contract in 2014 for $2.6 billion. In 2022 NASA modified the contract to add five missions covering Crew-10 through Crew-14, worth $1.436 billion, bringing the total contract value at that point to $4.9 billion. The recent May 18 filing by NASA extends that runway further, with Crew-12 currently docked at the station and Crew-13 assigned and targeting a mid-September 2026 launch.
According to a report by SpaceNews, NASA stated in its filing: “It is necessary to award additional PCMs to SpaceX given the recently shortened ISS mission durations, technical issues and schedule delays encountered by Boeing, the allocation of missions between Boeing and SpaceX, NASA’s projections for when an alternative crew transportation system may become available, and the ongoing technical challenges of maintaining a reliable capability for crewed flights to ISS.”
No dollar value for the new six missions has been publicly confirmed yet, but based on the 2022 precedent of roughly $287 million per mission, the new block could represent close to $1.7 billion in additional contract value. With SpaceX simultaneously preparing Starship as NASA’s Artemis lunar lander, filing its S-1 for a June IPO, and now absorbing more ISS crew rotation work, the company’s role as the primary contractor for American human spaceflight is no longer a matter of circumstance. It is NASA policy.
In a notable intersection of Big Tech powerhouses, Meta, led by Mark Zuckerberg, has partnered with Canadian energy infrastructure giant Enbridge on a significant renewable energy initiative that will rely on battery technology from Elon Musk’s Tesla.
The project, which was announced this week, marks another step in Meta’s aggressive push to power its expanding data center operations with clean energy, dispelling many of the complaints people have about them.
This new development is located near Cheyenne, Wyoming, and will feature a 365-megawatt (MW) solar farm paired with a 200 MW/1,600 megawatt-hour (MWh) battery energy storage system, also known as BESS. Tesla is providing the batteries for the project, valued at roughly $200 million.
The story was originally reported by Utility Dive.
This Wyoming project represents the first phase of Enbridge and Meta’s joint “Cowboy Project.” Once operational, it will deliver power to Meta’s regional data centers through Cheyenne Light, Fuel, and Power under Wyoming’s Large Power Contract Service tariff.
This tariff, originally developed in collaboration with Microsoft and Black Hills Energy, is designed specifically for large loads like data centers. It ensures that the renewable supply serves hyperscale customers without impacting retail electricity rates for other users.
The battery system will operate under a long-term tolling agreement, providing dispatchable capacity that enhances grid reliability. During periods of high demand, the utility can access the backup generation, addressing one of the key challenges of integrating large-scale renewables with the explosive growth of data center electricity demand driven by artificial intelligence.
This latest collaboration builds on prior joint efforts between Enbridge and Meta in Texas, including the 600 MW Clear Fork Solar, 152 MW Easter Wind, and 300 MW Cone Wind projects. Together with the Wyoming initiative, the companies have now partnered on roughly 1.6 gigawatts (GW) of combined solar, wind, and storage capacity.
The deal highlights the intensifying demand for reliable, low-carbon power from technology giants. Meta has committed to supporting its data center growth with renewable energy, joining peers like Microsoft and Google in seeking large-scale solutions. Enbridge’s Allen Capps described the project as “one of the larger utility-scale battery installations supporting U.S. data center operations and growth.”
The involvement of Tesla’s battery technology adds an intriguing layer, linking two of the world’s most prominent tech leaders—Zuckerberg and Musk—in the clean energy transition.
As data centers continue to drive unprecedented electricity load growth across the United States, projects like this one illustrate how hyperscalers are turning to strategic partnerships with traditional energy players and innovative storage solutions to meet both sustainability goals and reliability needs.
SpaceX has decided to stand down from what was supposed to be the first test launch of Starship’s v3 rocket tonight after a minor issue with a hydraulic pin delayed the flight once more.
The company scrubbed its first test flight of the upgraded Starship v3 on May 21 in the final minutes of the countdown. SpaceX CEO Elon Musk quickly took to social media platform X, explaining that a hydraulic pin on the launch tower’s “chopsticks” arm failed to retract properly.
Musk added that the company would fix the issue this evening. SpaceX will attempt another launch tomorrow night at 5:30 p.m. CT, 6:30 p.m. ET, and 3:30 p.m. PT.
The hydraulic pin holding the tower arm in place did not retract.
If that can be fixed tonight, there will be another launch attempt tomorrow at 5:30 CT. https://t.co/DJAdvDYQpH
— Elon Musk (@elonmusk) May 21, 2026
The countdown for Starship Flight 12 — featuring the taller and more capable V3 stack with Booster 19 and Ship 39 — had been progressing smoothly until the late-stage issue surfaced. The Mechazilla tower arm, designed to secure the vehicle on the pad and eventually catch returning boosters, could not complete its retraction sequence.
SpaceX teams immediately began troubleshooting the hydraulic system for an overnight repair.
Starship V3 introduces several significant upgrades over earlier versions. These include greater propellant capacity, more powerful Raptor 3 engines, larger grid fins, enhanced heat shielding, and an improved fuel transfer system.
We covered the changes that were announced just days ago by SpaceX:
SpaceX unveils sweeping Starship V3 upgrades ahead of May 19 launch
The changes are intended to increase payload performance, support higher flight rates, and advance the vehicle toward operational missions, including Starlink deployments, NASA Artemis lunar landings, and future crewed Mars flights. The debut flight from Starbase’s new Launch Pad 2 marked an important milestone in scaling up the fully reusable Starship system.
This stand-down highlights the intricate challenges of preparing the world’s most powerful rocket for flight. Despite extensive pre-launch checks, a single component in the ground support equipment can force a scrub.
The incident aligns with Starship’s proven iterative development approach. Previous test flights have encountered both successes and setbacks, each providing critical data that refines hardware and procedures. Some outlets may call some of these flights “failures,” when in reality, they are all opportunities for SpaceX to learn for the next attempt.
With V3, SpaceX aims to reduce ground-system dependencies and increase launch cadence to meet ambitious long-term goals.
NASA just gave SpaceX more crew missions because Boeing can’t certify
Elon Musk called it Epic: The full story of SpaceX’s Starship Flight 12
