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SpaceX Super Heavy tank prototype survives crush testing
A tank prototype similar to SpaceX’s next-generation Super Heavy rocket booster has survived a series of tests that repeatedly attempted to destroy it.
Known as Booster 7.1 or B7.1, the tank is the latest in a long line of ‘test tanks’ designed to verify the performance of Starship and Super Heavy and qualify new designs and manufacturing techniques without risking an entire upper stage or booster. In general, that means that test tanks are as minimal as possible and much shorter than either Starship stage, but they’re also assembled out of nine-meter-wide (30 ft) steel barrels and domes almost identical to the sections that make up Starship and Super Heavy.
For most of the duration of SpaceX’s steel Starship program, ‘test tank’ work has followed a fairly consistent and linear development path, where tanks were used to verify design changes before those changes were implemented on more expensive prototypes. B7.1 firmly ignored that norm.
While it’s not an exact match, the tank – built out of two stacked rings and dome sections and measuring about 11 meters (~36 ft) tall – has a Super Heavy thrust structure (where Raptor engines would attach) and external stiffeners known as stringers that are (mostly) exclusive to Starship boosters.
As its name suggests, B7.1 shares many of the significant design changes that SpaceX had already implemented on Super Heavy Booster 7 (B7). The company began testing B7 months before B7.1, subjecting the full-size booster to multiple cryogenic proof tests and Raptor thrust simulation testing to qualify its new thrust ‘puck’ and several other structural changes. SpaceX began testing B7.1 in late June, shortly before Super Heavy Booster 7 was damaged by an unplanned explosion that halted its first Raptor engine test campaign. B7.1 testing then restarted in mid-July and was completed by the end of the month.
For unknown reasons, SpaceX’s decision to build and test Booster 7 before B7.1 meant that any significant issues discovered during subsequent B7.1 testing could disqualify the booster for flight testing, potentially wasting the months of work and tens of millions of dollars already invested in the prototype. Ultimately, though, B7.1 appeared to sail through multiple cryogenic proofs and crush tests without any catastrophic issues. Only on the last crush test did any part of the test tank finally give way, and the resulting damage was minor.
B7.1’s testing made use of a relatively new two-piece stand. The tank was first installed on a sturdy base using clamps similar to those on the Starbase orbital launch site’s (OLS) launch mount. Then, a hat-like structure was placed on top of the tank, resting on the surface that a Starship upper stage would sit on during launch. Massive ropes were finally dropped down to attach to hydraulic cylinders on the base. Once B7.1 was loaded with benign cryogenic liquid nitrogen (LN2), replicating most of the thermal and mechanical stresses of real oxygen/methane propellant, the hydraulic cylinders retracted, pulling the cap down to evenly exert massive crushing forces down the vertical axis of the test tank. Simultaneously, additional rams installed underneath B7.1 may have simulated the thrust of 13 central Raptor engines.
It’s unclear what exactly SpaceX was testing. The goal of the test could have been as simple as verifying that Super Heavy Booster 7 can withstand the weight of a fully-fueled Starship (~1350 tons / ~3M lb) sitting on top of it. It could have also been used to simulate an entire orbital launch from Super Heavy’s perspective, replicating many of the forces Starship boosters will experience between liftoff and landing. Given that Booster 7’s upgraded thrust puck had already made it through stress testing, B7.1 didn’t have much to add there, but it may have been useful for estimating the compressive strength of the current Super Heavy booster design.
Regardless of what B7.1 did or didn’t prove, it did so with very little drama. After four long days of testing, at least two of which involved attempting to crush the tank, the only truly noteworthy visual event was evidence of a slight buckle near the top of the tank during its last crush test. A few days later, with the test stand ‘cap’ removed, B7.1 survived one final test in which SpaceX likely attempted to pressurize the tank until it burst. Instead, the tank didn’t so much as develop a leak, reiterating – contrary to their occasional tin-can-like appearances – just how sturdy Starship and Super Heavy really are.
With nothing more to give, SpaceX will likely scrap B7.1. Meanwhile, Super Heavy Booster 7 remains stuck inside one of SpaceX’s Starbase assembly bays after being forced back to the factory by unintentionally explosive testing. The fate of that booster is unclear but SpaceX has removed all or most of its 33 Raptor engines over the last few weeks while simultaneously expediting work on Booster 8, which may ultimately take B7’s place.
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 plans to boost production at its Gigafactory Berlin plant in Germany following a sharp rebound in sales and demand in Europe after a softer 2025.
The plans put Tesla in a better position to compete with strengthening companies in Europe and potentially other markets; demand indicators show Tesla is much better off than in 2025.
Last year was a tough year for Tesla in terms of overall demand in Europe. The company produced over 200,000 vehicles at the German plant last year, a soft figure compared to the 375,000 vehicles Tesla lists as its current capacity at the factory.
🚨 Tesla said this morning it will ramp up production at Gigafactory Berlin to a volume of 7,500 vehicles per week.
This is a 20 percent boost in production. Tesla will hire 1,000 new employees to help with the increase.$TSLA pic.twitter.com/kravKfRO5n
— TESLARATI (@Teslarati) June 25, 2026
Tesla’s overall European sales dropped significantly last year due to a variety of factors. However, sales are rebounding, and demand is strong once again, and only getting stronger. Tesla is now planning to bump production of Model Y vehicles at Giga Berlin upward by about 20 percent. It will also bring 1,000 new jobs to the plant.
Tesla confirmed the details of its planned production expansion in Germany this morning. It is a strategy to keep up with strengthening demand.
In Q1, Tesla saw a record 61,000 vehicles produced at Giga Berlin. European registrations rebounded sharply, with Model Y seeing 117 percent increases in March 2026 compared to last year. Germany alone saw stark increases, with a quadrupling in registrations to 9,252 units.
This trend continued in other key European markets, including France, Denmark and Sweden. Tesla registrations were up over 46 percent in some of these markets, and Model Y continued its trend as a top BEV in the market.
Demand has been recovering strongly in 2026, giving Tesla a reason to expand production efforts at the factory. These increases signal management’s confidence in sustained or growing European pull for Berlin-built vehicles.
One of Tesla’s biggest threats just got banned in the U.S.
Tesla Cybercab stands to gain from new Trump autonomy rules
