Tesla battery partner Panasonic sees higher Gigafactory output, cites Model S/X demand increase


Panasonic President Kazuhiro Tsuga recently discussed some details about the Japanese corporation’s existing operations with American electric car maker Tesla. According to the executive, Panasonic expects to see higher yields from Gigafactory 1 as operations get optimized, and there could be a potential upside in Model S and X demand as Tesla takes actions to make its flagship vehicles more attractive to consumers.

Tsuga’s comments about Tesla were a response to an inquiry during a Q&A session following Panasonic’s release of its fiscal 2019 financial results. Tsuga pretty much confirmed what Elon Musk mentioned on Twitter last month, stating that Gigafactory 1 is currently operating at about 24 GWh despite the facility having a theoretical capacity of 35 GWh. “For Tesla, 35 GWh initial investment has been completed already, and utilization as per Elon is maybe 24 GWh currently. This year, we want to increase this (utilization) rather significantly,” he said.

Explaining further, Tsuga noted that efficiencies in Gigafactory 1 should improve in the near future, particularly as its higher-speed production lines get optimized further. “Including the lines that have yet to start, we have three fast, higher speed lines, and when they become operational, we will see improved efficiency. And when we shifted tools, we were not really able to do sufficient verification of the facilities. We saw disruptions, and we now know the reasons. And so in June, we will start replacing the jigs, and therefore, the number of cells and the yield will improve quite a bit,” Tsuga said.

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Among the improvements mentioned by the Panasonic President involved tapping into the local workforce for the Nevada Gigafactory. This, according to the executive, will ultimately lower fixed costs. Tsuga also noted that he expects the demand from Tesla to be good enough for the full capacity of its production lines on the site.

“Through the localization of the workforce, we will have fewer Japanese expats (on Gigafactory 1), and that is progressing. And we are seeing an increase in the number of lines that can be operated only by the local personnel, and that can reduce fixed costs as well. So overall, we can expect improvement. Of course, the demand from Tesla is going to be good enough for the full capacity (of our equipment), that is the assumption. Should that assumption hold, the Tesla battery business can break even this year (for Panasonic),” he added.

Particularly compelling were Tsuga’s comments about the demand for batteries used in Tesla’s flagship vehicles, the Model S and Model X, both of which utilize 18650 cells. While sales of the flagship sedan and SUV have seen a drop in recent months, the Panasonic President stated that demand for the Model S and X could increase once more, especially as Tesla takes the initiative to push the vehicle to customers. “As for Model X (and S), last quarter, we saw a decline, but Tesla is already making efforts and taking actions to revamp that demand. We’re talking with Tesla on this, and so there is upside potential there,” Tsuga said.

The comments from the Panasonic President about the Japanese corporation’s partnership with Tesla all but suggests that the two companies remain closely working with each other to improve the output of Gigafactory 1. Speculations about Panasonic moving away from its partnership with Tesla made the rounds in the media last month, fueled by a report from the Nikkei Asian Review which stated that the Japanese company is freezing its investments in the Nevada-based facility.  Tesla responded to the Nikkei report when it was released, explaining that there is far more output to be gained by improving the facility’s existing lines than previously estimated. These comments seem to be in step with the Panasonic President’s recent statements.

Panasonic President Kazuhiro Tsuga’s discussion on Tesla could be accessed here (kindly skip to 33:28 in the video).

Tesla battery partner Panasonic sees higher Gigafactory output, cites Model S/X demand increase


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SpaceX stacks orbital Starship sections as Elon Musk teases June 20th event


SpaceX CEO Elon Musk says he will provide a public update on the development status of Starship and Super Heavy in an official presentation later this summer, possibly as soon as June 20th.

Meanwhile, SpaceX’s South Texas team have been busy at work on both Starhopper and a newer Starship, said by Musk to be the first orbit-capable prototype. In the last week, technicians have begun stacking several sections of the vehicle’s stainless steel hull, all fabricated and welded together side-by-side. On Thursday, May 9th, this progressed to the installation of the Starship’s first gently tapered nose section atop its cylindrical tank section. Likely the second- or third-to-last major stack before its aeroshell is assembled into one piece, the orbital prototype is starting to truly resemble a real Starship.

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They grow up so fast…

CEO Elon Musk revealed SpaceX’s Mars colonization architecture back in September 2016 and has since provided design and development updates every 6-12 months. Between then now, Starship/Super Heavy (formerly BFR, fore-formerly ITS) has radically changed. Originally baselined with a diameter of 12 m (40 ft), an almost entirely carbon composite design, and a spaceship with bulky tripod fins/wings, SpaceX helped design, build, and test a full-scale liquid oxygen tank.

Six months after the tank was destroyed (likely intentionally) during testing, Musk announced in Sept. 2017 that ITS was now called BFR and would feature a leaner 9m (30 ft) diameter. He also revealed tentative plans to enlist BFR in a point-to-point Earth transportation scheme offering travelers access to almost anywhere on Earth in ~30 minutes. In September 2018, the design changed once more, gaining ~10m of height and three mobile tripod fins/wings/legs. Finally, just a few months after the 2018 update, Musk revealed that SpaceX was moving almost entirely away from carbon composites and would instead use stainless steel throughout BFR’s structure. BFR was also renamed to Starship/Super Heavy.

An overview of a range of proposed medium launch vehicles, including ABL Space's RS-1, Firefly's Beta, and Relativity's Terran. (Teslarati)
The change in scale and design between ITS, BFR, and BFR 2018 is significant. (Teslarati)
SpaceX’s latest stainless steel Starship is pictured here on the Moon and Mars. (SpaceX)

Episode 4: Revenge of the Steel

Given SpaceX’s breakneck pace of Starhopper and Starship development, it’s possible that Musk’s “probably June 20th” event is meant to correlate with a yet-unknown Starship or Starhopper milestone. Back in early January, Musk suggested that the first orbital Starship prototype could be “complete” as early as June. However, a few weeks later, Starhopper suffered a setback when its facade/nosecone toppled over and was irreparably destroyed.

Several months distant, it’s hard to actually say if that hardware loss has impacted SpaceX’s schedule much at all. Sans nose section, SpaceX instead conducted a number of wet dress rehearsals and successfully ignited Raptor and jumped the tethered Starhopper a few feet in early April, more or less right on schedule per a December 2018 Musk tweet.

At this point in time, it’s highly unlikely that the orbital Starship prototype will be truly complete just a month or two from now. Most notably, “completion” would require seven flight-ready Raptor engines, of which SpaceX is known to have only completed 3-4 in the last four months. Despite an apparent lack of Raptors for a June completion of the orbital prototype, it may actually be possible for SpaceX to complete (in a very rough sense) the main structure of the Starship.

Major progress has been made in the last few weeks and the orbital prototype is starting to look more and more like an actual Starship. Aside from finishing the vehicle’s propellant and header tanks and engine section/thrust structure, SpaceX still needs to install avionics, wiring, plumbing, cold-gas maneuvering thrusters, COPVs, access and umbilical ports and panels, an entire heat shield, its tripod wings/fins/legs, and more. At the same time, it’s unclear if SpaceX will attempt to send Starship to orbit on its own before the first Super Heavy booster prototype is complete, an even more massive undertaking ahead of the company.

On April 27th, SpaceX technicians stacked two subsections of Starship hull. (NASASpaceflight – bocachicagal)
Three sections of orbital Starship become two. (NASASpaceflight – bocachicagal, May 6th)
On May 9th, technicians joined the above two sections into one monolithic piece of Starship. (NASASpaceflight – bocachicagal)
SPACESHIP!1!! (NASASpaceflight – bocachicagal)

For now, all we can do is wait and watch SpaceX’s gloriously bizarre steel Starship prototype continue to grow, while Starhoppper prepares for untethered hops a few thousand feet to the east. Things could be worse!

Check out Teslarati’s newsletters for prompt updates, on-the-ground perspectives, and unique glimpses of SpaceX’s rocket launch and recovery processes

SpaceX stacks orbital Starship sections as Elon Musk teases June 20th event


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Tesla is charming Chinese customers with the Model 3’s excellent efficiency


Tesla Model 3 owners in China are taking to local social media platforms to express their appreciation of their electric cars. While China is already saturated with electric vehicles from local manufacturers, customers are noticing that Teslas are a cut above the average EV not only in design and performance, but in metrics such as battery consumption as well.

Tesla owner-enthusiast and Model S/X owner @ray4tesla recently shared some of these posts from Chinese social media. One Tesla owner remarked that his Model 3, which is a Long Range RWD variant, has been showing an average consumption of 14 kwh/100 km (225.31 Wh/mi). These figures were far superior to the usual consumption of competitors, which average 20 kwh/100 km (321.87 Wh/mi) or more.

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It could be said that battery efficiency is one of the concepts that Tesla has mastered over the years. Faced with more electric vehicles from competitors today, the superiority of Teslas in battery consumption is difficult to argue. During a highway test between the Tesla Model X and the Jaguar I-PACE last year, for example, reviewers from nextmove in Germany were quite astonished to see a large gap in efficiency between the two SUVs. The company found that the I-PACE’s consumption averaged 22.5 kWh/100 km (362 Wh/mi) at speeds between 93 km/h (58 mph) and 110 km/h (68 mph), far higher than the larger and heavier Tesla Model X’s 17.5 kWh/100 km (282 Wh/mi).

Tesla also showcased its pedigree in efficiency in its recent refresh of the Model S and Model X. Both vehicles’ Long Range versions retained their 100 kWh battery pack after the update, but the cars showed a ~10% improvement in range. A test of the refreshed Model S by MotorTrend hinted that the electric sedan might be capable of achieving 400 miles of range per charge. That’s comparable to the range of Rivian’s top-tier R1S and R1T, and those trucks are equipped with a 180 kWh pack.

China’s fondness for the Tesla Model 3 appears to be increasing by the month. Since deliveries of the vehicle started in the first quarter, Chinese customers have given the Model 3 a warm welcome. The reception is not surprising, considering that the electric sedan is pretty much the best bang-for-your-buck Tesla in the country today. The Model 3 Performance is particularly compelling for buyers as well, thanks to its competitive price against rivals like the BMW M3.

What is rather interesting is that Tesla’s Model 3 push into China is only in its initial stages. Gigafactory 3, which is under construction in Shanghai, is designed to produce affordable versions of the Model 3 sedan and the Model Y SUV once it is operational. The facility’s buildout has been incredibly quick, with the factory shell of the project’s Phase 1 area now coming into form. Barring any unexpected delays, estimates point to Model 3 production trial runs to begin as early as September.

Tesla is charming Chinese customers with the Model 3’s excellent efficiency


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SpaceX’s Starhopper gains thruster pods as hop test preparations ramp up


Amid a flurry of new construction at SpaceX’s Boca Chica facilities, technicians have begun to install thruster pods on Starhopper in anticipation of the prototype’s first untethered flights.

According to CEO Elon Musk, Starhopper’s “untethered hover tests” will begin with just one Raptor engine installed, potentially allowing hops to restart within the next few weeks. SpaceX is currently testing Raptor SN03 (and possibly SN02) a few hundred miles north in McGregor, Texas, just a few hours’ drive south once the engine is deemed flight-ready. Meanwhile, Starhopper itself needs a considerable amount of new hardware before it can begin Raptor-powered flight testing.

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A Falcon Raptor-powered Starship

Purely from a visible perspective, the most important component Starhopper is missing is a way to control its attitude and remain stable while under Raptor power, particularly critical for hovering. Enter the aptly-named attitude control system (ACS), essentially a pod of omnidirectional thrusters. SpaceX already happens to have its own extremely mature ACS proven over nearly two dozen successful Falcon 9 and Heavy booster landings, as well as every Falcon upper stage that has ever flown. SpaceX’s ACS is based on powerful nitrogen gas thrusters, known for their white puffs during Falcon 9 booster recovery and landing operations.

On May 6th and 7th, SpaceX began to install what looked like Falcon ACS pods on Starhopper. Curiously, of the two pairs of thrusters now installed, half appear to be taken directly off of older mothballed Falcon 9 boosters, while the other two seem to have been acquired from a Falcon 9 Block 5 rocket. The latter pods may very well have come from Falcon 9 B1050, the booster that unintentionally landed in the Atlantic Ocean last December.

Based on the asymmetric location of the first two pod groups, Starhopper’s ACS will probably use a tripod layout. Additionally, the reason for the thruster pairs – versus Falcon 9’s single pods – is likely simple: Starhopper is far heavier than a Falcon booster. To get the same level of control authority, SpaceX is thus pairing pods together to double the functional strength of Starhopper’s ACS.

This leads smoothly to the installation of two (likely soon to be three) new composite-overwrapped pressure vessels (COPVs). Starhopper already has two COPVs installed on the outside of its upper tank dome, now effectively confirmed to be helium containers needed to pressurize the vehicle’s methane and oxygen tanks. Based on the fact that Starhopper’s new ACS pods appear to have come straight from Falcon boosters, it’s safe to say that the 2 (or 3) new COPVs will supply the hopper’s thrusters with gaseous nitrogen.

Local resident and NASASpaceflight forum user bocachicagal caught SpaceX technicians installing both new visible COPVs on May 8th. Note also the second pair of ACS pods. (NASASpaceflight – bocachicagal)

The Ugly Starshipling

In general, this is just the latest chapter in the book of the oddity that is Starhopper. With helium tank pressurization and nitrogen ACS thrusters taken straight from Falcon 9, a major facet of SpaceX’s Mars architecture is entirely missing from the prototype. Known as autogenous pressurization, BFR was meant to use gasified versions of its onboard liquid oxygen and methane to pressurize its propellant tanks. In a similar vein, BFR was expected to integrated the same propellant into its ACS. Simply put, helium is simply out of the question if SpaceX wants to realize its reusable Mars transport architecture. Mars does have a minute quantity of nitrogen available in its already very thin atmosphere, but extracting hundreds or thousands of kilograms is impractical in the near-term, particularly if the first Starship have to carry all of their extraction equipment from Earth.

In January, Musk noted that methane/oxygen RCS thrusters were no longer baselined on Starship/Super Heavy. It’s unclear if the “cold gas” referred to will be nitrogen on the final design.

Although Musk has seemingly confirmed that Starship and Super Heavy will use ACS thrusters more akin to the Falcon family’s cold nitrogen gas pods, he did also confirm that autogenous pressurization would be a part of even the earliest iterations of the rocket. The move from carbon fiber to steel tanks likely made a major difference, as carbon composites have extremely limited heat resistance.

Without autogenous pressurization and propellant tanks closer to the thickness of orbit-capable Starships, Starhopper is really more of a mobile test stand for Raptor than anything else. The ungainly vehicle also offers SpaceX engineers an opportunity to test Starship/Super Heavy avionics in flight conditions, particularly with respect to controlling a real Raptor engine on the fly.

Pending the arrival and installation of its lone Raptor engine, Starhopper will likely be ready to return to hop testing before the end of May. (NASASpaceflight – bocachicagal)

Check out Teslarati’s newsletters for prompt updates, on-the-ground perspectives, and unique glimpses of SpaceX’s rocket launch and recovery processes

SpaceX’s Starhopper gains thruster pods as hop test preparations ramp up


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Audi e-tron customers face more delivery delays, fines for canceled orders: report


As Audi starts delivering the e-tron all-electric SUV to customers, some reservation holders in Norway are complaining over extra delays in vehicle deliveries. One e-tron reservation holder even reported to Norwegian media that he was faced with a fine when he attempted to cancel his order for the vehicle.

Around 7,000 Norwegians placed reservations for the Audi e-tron since it was unveiled last year, but the deliveries of the all-electric SUV have been slower than expected. Amidst large orders for the vehicle and limited supplies of components such as batteries, Audi has faced challenges in the SUV’s rollout. Roar Lauvstad, a reservation holder for the e-tron, noted in a statement to news publication Tek.no that he had been informed of a possible six-month extra wait time for his order, despite deliveries of the SUV already beginning in the country.

Audi has rolled out a “Fast Track” system for Norway, which allows immediate delivery of the e-tron provided that reservation holders order a specific variant of the SUV. The starting price of the e-tron in the country is listed at around NOK 650,000 (around $74,000), but the “Fast Track” variant, the Audi e-tron 55 Advanced Plus, costs around NOK 840,000 (around $95,000). This, according to Lauvstad, forces reservation holders like himself to either select a more expensive version or wait several more months for the actual variant he selected.

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Unfortunately, Lauvstad met an unexpected roadblock when he attempted to cancel his e-tron order. According to the reservation holder, he was informed that be would be facing a fine amounting to 8% of his order’s purchase price. “I could break the contract (or) buy a Fast Track car, but I couldn’t just break the contract. They would then have 8% (around $6,800) of the purchase price of around NOK 750,000 (around $85,000) for breach of contract. So now I’m still waiting,” he said (translated using Google Translate).

Audi’s delays with the rollout of the e-tron come amidst reports that the German automaker is running into issues with the supply of the SUV’s batteries, which are sourced from LG Chem, the same company that provides cells for other EVs like the Porsche Taycan and the Jaguar I-PACE. Citing unnamed sources, The Brussels Times reported last month stated that Audi is only operating the e-tron’s production facilities 6 hours a day. Audi’s plant in Györ, Hungary, which produces the e-tron’s electric motors, are reportedly seeing delays as well, partly due to the effects of a workers’ strike earlier this year.

Audi’s growing pains with the ramp of the e-tron echo some of the struggles that Tesla faced when it was starting the production of its vehicles. The Tesla Model X was noteworthy for being delayed due to its design and over-the-top tech, and the Model 3 ramp was aptly described by Elon Musk as production hell. Based on what Audi is experiencing with the e-tron, it appears that even experienced automakers are bound to go through some pains as they learn how to build competitive electric cars.

One thing that appears to be different between Tesla and Audi is how the companies manage requests for cancelation among reservation holders. While Audi seems to have included a penalty in the fine print of its e-tron reservations, Tesla has allowed order cancellations that are practically worry-free. As noted by Elon Musk, orders for Tesla’s electric cars are still fully refundable even after seven days or 1,000 miles.

Audi e-tron customers face more delivery delays, fines for canceled orders: report


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Tesla’s Model 3 electric motor is a clever mystery box, says auto experts


Sandy Munro, a teardown specialist and auto industry veteran, is releasing the results of a study he conducted with battery expert Mark Ellis comparing the motors inside four electric vehicles, one of which was a Tesla Model 3. Despite analyzing the vehicle for a long time, the auto expert states that there are still mysteries that he is yet to uncover on the electric sedan.

“The Tesla has a lot of stuff hidden. The Tesla is a big mystery. It’s not obvious sometimes what clever things they’ve done, ” he commented about the California-based car maker’s motor in a recent interview summarized by Industry Week. “There’s mysteries every day. We thought we were clever, but we’re not that clever.”

One of the clever features Munro and Ellis discovered in their Model 3 teardown was the disconnect device for the high voltage. “It’s not really a fuse…It’s like a little explosion. If the car rolls over, they have a little disconnect that blows up, [cutting] all the power to everything and that way you don’t have an electric nightmare,” he revealed. Also, the inner magnets of the Model 3 motor were found to be under a lot of stress, which is not something other manufacturers have learned to do in high volume production. “We’ve talked to lots of magnet manufacturers, but this might be another one of these made-in-Tesla kind of deals. They make a lot of stuff in-house,” Munro guessed.

Sandy Munro holds up the Automatic Drive Module of the Tesla Model 3. [Credit: Autoline Network/YouTube]
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Another innovation that impressed the teardown team was how advanced the inverter/convertor device was that provides power to the motor, particularly in the use of silicon carbide on the devices’ integrated circuits. “It creates a lot less heat and is a lot faster than the Chevy and BMW,” Ellis added to the discussion. “Silicon carbide is the latest and greatest and Tesla so far is the only vehicle out there with it.” Munro and Ellis further noted the high level of tech Tesla’s motor contained, all while being considerably smaller than the competition.

The study will be released in a few weeks and also includes detailed information about the motors inside the Chevy Bolt, BMW i3, and Jaguar I-Pace. Munro had very positive things to say about Tesla’s technology, but the electric vehicles produced by industry giants did not receive quite the same accolades. “It looks like the other guys just went around and glued together whatever they could find off the shelf,” Munro jabbed at Tesla’s competition.

The BMW i3 was hit particularly hard and cited as the heaviest, most expensive, and very inefficient overall. “It’s not designed for… I don’t know what it’s designed for, really,” Munro swiped in the interview. “While everything on Tesla is…very, very efficient engineering.” Munro still isn’t sold on the Model 3 body, though, and takes issue with the complexity of the process it takes to manufacture it thanks to the number of parts, materials, and fastenings involved.

Munro has a history of strong opinions on Tesla’s car intended for the mass market. After completing an initial teardown of a 2017 version of the vehicle, he infamously commented that the car’s panel gaps could be seen “from Mars” among other very critical remarks about the way the car was manufactured. Tesla eventually issued a statement in response to the criticisms, indicating that significant improvements had been made to its Model 3 manufacturing process which would render moot many of the issues identified.

Once the Model 3 teardown was complete, Munro later admitted to eating “a lot of crow” in response to the technology installed and implemented throughout the car. He praised the Model 3 battery pack and the way it handles on the road, in particular, and also estimated Tesla was turning a 30% profit on the vehicle. Munro ultimately concluded that everything from the car’s suspension and down was perfect, but everything about its bodywork was questionable.

While the study Sandy Munro and Mark Ellis have conducted has not yet been released, from the sounds of it, crow seems to have still been on the menu for Tesla’s inner workings while old criticisms still stand about its outer packaging.

Tesla’s Model 3 electric motor is a clever mystery box, says auto experts


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Elon Musk’s Tesla insurance plans could ultimately prove Warren Buffett wrong


During Tesla’s first-quarter earnings call, Elon Musk mentioned that the electric car maker is coming up with an insurance service for its vehicles. Musk noted that Tesla’s insurance plan would be unique in a way that it will leverage customer data collected from its fleet of vehicles. This will, according to the CEO, create a program that is “much more compelling than anything else” in the market.

Such statements sound very optimistic, and in true Elon Musk fashion, the CEO raised the bar for the upcoming service higher, adding that Tesla’s insurance program could see a launch as early as next month. These targets were unsurprisingly met with much skepticism. Tesla’s avid critics dismissed the plan and Musk’s comments as another “funding secured” moment, and even experienced investors expressed their doubts about the program’s potential success.

Doubts from the Oracle

Arguably the most notable critic of Tesla’s insurance plan is financial titan Warren Buffett, CEO of Berkshire Hathaway. Speaking at the Berkshire Hathaway annual meeting on Saturday, Buffett noted that Elon Musk’s insurance aspirations would likely fail. “It’s not an easy business. The success of the auto companies getting into the insurance business is probably as likely as the success of the insurance companies getting into the auto business,” he said.

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The financial titan explained further, stating that veteran automaker General Motors had unsuccessfully attempted a similar program in the past under its Motors Insurance Company. Though Buffett, fondly known in the investment world as the “Oracle from Omaha,” admitted that the trove of data that Tesla gathers from its fleet, he argued that the electric car maker would likely not make money in its insurance endeavors.

“And I would bet against any company in the auto business (getting into insurance) being any kind of an unusual success. The idea of using telematics in terms of studying people — it is important to have data on how people drive, how hard they brake, how much they swerve, all kinds of things. So I don’t doubt the value of the data. But I don’t think the auto companies will have any advantage to that. I don’t think they’ll make money in the insurance business,” Buffett explained.

A case for Tesla’s insurance plans

Buffett holds a lot of authority in the insurance industry, with Berkshire having Geico and General Reinsurance among its numerous subsidiaries. Yet, despite these concerns, Elon Musk’s plan for Tesla’s own insurance program could actually work. Contrary to speculations from the company’s critics suggesting that Musk is merely shooting from the hip, Tesla is actually working with experienced insurance firms to develop its own program. Among these is Markel Corporation (ironically dubbed at times as a “mini-Berkshire” stock). During the firm’s quarterly conference call last week, co-CEO Richard Whitt stated that one of Markel’s subsidiaries, State National, will provide the fronting for Tesla’s insurance.

“Often the people that have these innovative ideas have a hard time navigating the regulatory environment and being able to execute quite honestly on their innovative ideas. That’s where State National can come to the table and help them. In the case of the partnership with Tesla, State National is providing just that. They’re supporting innovative solutions that Tesla has [created] with risk-taking partners. And I don’t want to say any more than that, because obviously Tesla and the risk-taking partner have many things they probably want to say about the arrangement,” Whitt said.

Another advantage that Tesla might have with its upcoming program is that Elon Musk’s primary goal is likely not to “make money in the insurance business” in the near-term. Instead of chasing profits immediately after its rollout, Tesla’s insurance could simply be rolled out as a means to streamline the ownership experience of the company’s electric cars further. Together with several inherent advantages of the company’s vehicles, such as the absence of fuel purchases, affordable Supercharging rates, and unique driving dynamics offered by their all-electric powertrain, having a customized, worry-free insurance service could be yet another factor that can make Teslas attractive to car buyers.

A lot of the details surrounding Tesla’s insurance plans are yet to be announced, and it remains to be seen if the company could ultimately pull off an endeavor that could prove the world’s third-richest person wrong. Ultimately, just as it was far too early to discount SpaceX after the initial failures of the Falcon 1 rocket, it might simply be far too early to dismiss Elon Musk’s plans for Tesla’s own insurance program.

Elon Musk’s Tesla insurance plans could ultimately prove Warren Buffett wrong


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In the last six or so months, a range of small Chinese rocket startups have begun to make serious progress in the nascent commercial industry, including several inaugural orbital launch attempts, extensive propulsion testing, and more. Rising above the fray are a handful of uniquely notable companies: Landspace, Linkspace, OneSpace, and iSpace (creative, I know).

While the names leave something lacking, several companies have truly impressive ambitions and can already point to major tech development programs as evidence for their follow-through. Linkspace is arguably the most interesting company with respect to what they are doing today, while Landspace has the ambition and expertise to build and launch some truly capable rockets in the near-term.

OneSpace & iSpace

  • OneSpace recently made its first attempt at orbital launch after completing an OS-M1 rocket, nominally capable of placing 200 kg (450 lb) in a 300 km (190 mi) low Earth orbit (LEO). The March 2019 attempt failed 45 seconds into launch, likely caused by an improperly-installed gyroscope that guided the rocket in the wrong direction.
    • This failure is by no means a bad thing. Reaching orbit on one’s first try is extraordinarily rare, particularly for private companies with no prior experience developing launch vehicles. SpaceX’s first three Falcon 1 launches failed before success was found on Flight 4. Rocket Lab’s Electron launch debut was forced to abort before reaching orbit due to faulty third-party communications equipment.
    • OneSpace has several additional suborbital OS-X launches and may be able to attempt one additional OS-M1 orbital launch before the end of 2019.
    • Down the road, the company wants to enhance its payload capabilities by adding additional solid rocket strap-on boosters to OS-M1 (designated M2 and M4). OS-M4 would be able to launch as much as 750 kg (1650 lb) into LEO.
  • iSpace is in a similar boat. Its Hyperbola-1 rocket relies on three solid stages and a liquid fourth stage and is designed to place 300 kg (660 lb) into LEO. iSpace has plans to attempt the company’s first orbital launch as early as June 2019.
    • Having already raised more than $100M in investment, iSpace also has strong backing for the development of its next-gen Hyperbola-2 rocket. The methalox-based vehicle will have a reusable booster capable of vertical landings and should be able to launch almost 2 tons to LEO. The rocket’s first launch is expected to occur no earlier than late 2020.

Linkspace

  • In April 2019, Linkspace began flight-testing a sort of miniature version of SpaceX’s Falcon 9 Grasshopper testbed. Known as NewLine Baby, the small suborbital prototype is designed to improve the company’s technical familiarity with vertically landing orbital-class rocket boosters after missions. Thus far, hop testing has been a great success.
    • Baby weighs 1.5 t (1100 lb), is 8.1m (27 ft) tall, and is powered by five liquid methane and oxygen (methalox) rocket engines.
  • The company hopes to transfer the knowledge gained into NewLine-1, a partially reusable orbital-class rocket designed to place 200 kg in LEO. Linkspace could attempt their first orbital launch as early as 2021.
    • The two-stage rocket’s booster would separate a few minutes into launch and attempt a vertical landing on a pad or boat, the same approach SpaceX has used with unprecedented success.
    • The similarities with SpaceX’s Falcon 9 are honestly not the worst thing. SpaceX has no patent on vertically landing rockets and has never attempted to corner the industry. Copying a successful new paradigm is certainly better than doing nothing.
      • (For the record, Blue Origin did the exact opposite and attempted to patent vertically landing rockets at sea in 2014, before the company had conducted a single serious launch and at the same time as SpaceX was already planning barge recoveries of Falcon 9 boosters.)
    • One could even say that Linkspace and several other Chinese companies are actually doing better than industry heavyweights like ULA and Arianespace by simply embracing the new paradigm, as opposed to denial, pearl-clutching, and half-measure responses.

Landspace

  • Finally, there is Landspace. Perhaps the most exciting company of the bunch, Landspace is developing a fairly large methalox launch vehicle named ZhuQue-2 (ZQ-2). Powered by several fairly large TQ-12 liquid rocket engines, ZQ-2 is designed to launch up to 4t (8800 lb) to an orbit of 200 km (120 mi) and would produce up to 2650 kN (600,000 lbf) of thrust at liftoff, about a third of SpaceX’s Falcon 9.
    • The two-stage ZQ-2 is not currently being designed for reusability, but an upgraded three-stage variant (ZQ-2A) would feature a much larger payload fairing and improve payload performance to 200 km by 50%, from 4t to 6t.
  • Landspace will attempt ZQ-2’s inaugural launch as early as 2020. Critically, the company is just completed the first full-scale prototype of the TQ-12 engine meant to power the rocket and could begin static fire tests just a month or two from now.
    • Tianque-12 (TQ-12) is a fairly unique engine. Powered by liquid methane and oxygen (methalox), TQ-12 uses a gas-generator propulsion cycle and is designed to produce up to 80t (175,000 lbf) of thrust. In a sense, TQ-12 is basically a slightly less powerful methalox variant of SpaceX’s Merlin 1D engine.
    • The fact that Landspace is already in a position to begin static fire tests of the engine powering its next-gen rocket bodes very well for the company’s future plans. At a minimum, it likely means that Landspace is much closer to offering multi-ton commercial launch services compared to its competitors.
  • Aside from its next-gen ambitions, Landspace has also developed a much smaller three-stage rocket known as ZQ-1. Capable of launching up to 300 kg into LEO, ZQ-1 nearly reached orbit on its October 2018 launch debut, failing midway through its third-stage burn.
  • For now, the Chinese launch startup scene is downright frenetic. The title of “first private Chinese company to reach orbit” has yet to be awarded, and more than half a dozen groups are practically racing to secure it.

Mission Updates:

  • SpaceX’s CRS-17 Cargo Dragon spacecraft successfully rendezvoused and berthed with the ISS on May 6th.
  • Potentially less than two weeks after the Falcon 9’s May 4th CRS-17 launch, SpaceX’s first dedicated Starlink mission is scheduled to occur as early as May 13th, although delays of a few days are likely.
  • SpaceX’s second West Coast launch of 2019 – carrying Canada’s Radarsat Constellation – finally has an official launch date – June 11th. The mission will reuse Falcon 9 B1051.
  • Falcon Heavy’s third launch remains tentatively scheduled no earlier than June 22nd.

Photo of the Week

Falcon 9 B1056 returned to dry ground less than 24 hours after launching CRS-17 and landing aboard drone ship Of Course I Still Love You (OCISLY). (Tom Cross)

 


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Tesla (TSLA) completes $2.7B funding round as BMW pledges more EV competition


Tesla (NASDAQ:TSLA) announced on Wednesday that it had closed its $2.7 billion offering of stock and convertible notes. The electric car maker also noted that it had oversubscribed its funding round, giving the company ample cash as it ramps up Model 3 production and prepares for other high-profile projects like the rollout of the Model Y and the Tesla Semi.

Overall, Tesla sold about $860 million in TSLA stock and $1.84 billion in debt, after the underwriters exercised their option of buying 15% in each offering. Tesla’s filings indicate that its recently-completed funding round was underwritten by Goldman Sachs, Bank of America, Societe Generale, Citigroup, Deutsche Bank, Morgan Stanley, Credit Suisse, and Wells Fargo.

The completion of Tesla’s latest funding round came just a day after Elon Musk confirmed that he purchased a total of $25 million worth of TSLA stock for $243.00 per share. Musk’s purchase involved 102,880 shares, bringing his total of Tesla stock to 33,927,560 shares, or around 19.5% of the company.

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As Tesla prepares to ramp its activities with its new funding, veteran automaker BMW has expressed its intention to put pressure on the electric vehicle market. BMW had a tough first quarter, reporting earnings of $667 million, or down 75% year over year. Despite this, BMW’s management reiterated the company’s commitment to electrification.

BMW noted that the company currently holds 11% of the US luxury market, which is double Tesla’s share, thanks to its lineup of internal combustion-vehicles like the BMW 5-Series (which competes with the Model S), the X5 (which is in the same segment as the Model X), the 3-Series (which competes with the Model 3), and a variety of other models. Tesla only offers three vehicles that compete on the US luxury market, though the electric car maker has noted that the Model S outsells its equivalent BMW competitor by 2-3 times.

While BMW commands a larger portion of the US luxury market than Tesla, the German automaker lags behind the Silicon Valley company in terms of EV sales. BMW delivered more than 27,000 electric cars so far in 2019, while Tesla delivered more than 63,000 in the first quarter alone. Nevertheless, BMW notes that its electric vehicle figures will increase as it initiates its “25 by 25” program, which is aimed at rolling out 25 electric and electrified vehicles by 2025.

As the electric vehicle market enters another stage with a freshly-funded Tesla, BMW Chairman Harald Kruger expressed his confidence that the German automaker will remain competitive. “In Europe, our percentage of electrified vehicles delivered is three times the industry average. In 2018, we were the market leader for electrification in both Europe and Germany—not just in the premium segment, but in the market as a whole. We plan to maintain a leading position going forward—both in Europe and worldwide,” he said.

As of writing, Tesla stock is trading +0.93% at $249.37 per share.

Disclosure: I have no ownership in shares of TSLA and have no plans to initiate any positions within 72 hours.

Tesla (TSLA) completes $2.7B funding round as BMW pledges more EV competition


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SpaceX’s Starlink launch debut to orbit dozens of satellites later this month


SpaceX President and COO Gwynne Shotwell has revealed that the company’s first dedicated Starlink launch is scheduled for May 15th and will involve “dozens” of satellites.

Corroborated by several sources, the actual number of Starlink satellites that will be aboard Falcon 9 is hard to believe given that it is a satellite constellation’s first quasi-operational launch. Suffice it to say, if all spacecraft reach orbit in good health, SpaceX will easily become the operator and owner of one of the top five largest commercial satellite constellations in the world with a single launch. Such an unprecedentedly ambitious first step suggests that the perceived practicality of SpaceX’s Starlink ambitions may need to be entirely reframed going forward.

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From 0 to 100

In short, it’s hard to exaggerate just how much of a surprise it is to hear that SpaceX’s very first Starlink launch – aside from two prototypes launched in Feb. 2018 – will attempt to place “dozens” of satellites in orbit. Competitor OneWeb, for example, conducted its first launch in February 2019, placing just five satellites in orbit relative to planned future launches with 20-30. To go from 2(ish) to “dozens” in a single step will break all sorts of industry standards/traditions.

Despite the ~15 months that have passed since that first launch, SpaceX’s Starlink team has really only spent the last 6-9 months in a phase of serious mass-production buildup. As of now, the company has no dedicated satellite factory – space in Hawthorne, CA is far too constrained. Instead, the design, production, and assembly of Starlink satellites is being done in 3-4 separate buildings located throughout the Seattle/Redmond area.

One of SpaceX’s Seattle properties.

SpaceX’s Starlink team has managed to transition almost silently from research and development to serious mass-production (i.e. dozens of satellites) in the space of about half a year. The dozens of spacecraft scheduled to launch on SpaceX’s first dedicated mission – likely weighing 200-300 kg (440-660 lb) each – have also managed to travel from Seattle to Cape Canaveral in the last few months and may now be just a few days away from fairing encapsulation.

To some extent, the first flight-ready batch of “dozens” of satellites are still partial prototypes, likely equivalent to the second round of flight testing mentioned by CEO Elon Musk last year. This group of spacecraft will have no inter-satellite laser (optical) links, a feature that would transform an orbiting Starlink constellation into a vast mesh network. According to FCC filings, the first 75 satellites will be of the partial-prototype variety, followed soon after by the first spacecraft with a more or less finalized design and a full complement of hardware.

If this is just step one…

Meanwhile, Shotwell – speaking at the Satellite 2019 conference – suggested that SpaceX could launch anywhere from two to six dedicated Starlink missions this year, depending on the performance of the first batch. Put a slightly different way, take the “dozens” of satellites she hinted at, multiply that number by 6, and you’ve arrived at the number of spacecraft she believes SpaceX is theoretically capable of producing and delivering in the next 7.5 months.

“Dozens” implies no less than two dozen or a bare minimum of 144 satellites potentially built and launched before the year is out. However, combined with a target orbit of 450 km (280 mi) and a planned drone ship booster recovery more than 620 km (385 mi) downrange, 36, 48, or 60 satellites seem far more likely. Tintin A/B – extremely rough, testbed-like prototypes – were about 400 kg (~900 lb) each.

As an example, SpaceX’s eight Iridium NEXT satellite launches had payloads of more than 10,000 kg (22,000 lb), were launched to an orbit around 630 km (390 mi), and required a upper stage coast and second burn on-orbit. Further, Iridium missions didn’t get the efficiency benefit that Starlink will by launching east along the Earth’s rotational axis. Despite all that, Falcon 9 Block 5 boosters were still able to land less than 250 km (155 mi) downrange after Iridium launches. Crew Dragon’s recent launch debut saw Falcon 9 place the >13,000 kg (28,700 lb) payload into a 200 km (125 mi) orbit with a drone ship landing less than 500 km (310 mi) downrange, much of which was margin to satisfy safety requirements.

Starlink-1’s target orbit is thus a third lower than Iridium NEXT, while its drone ship will be stationed more than 2.5 times further downrange. Combined, SpaceX’s first Starlink payload will likely weigh significantly more than ~13,000 kg and may end up being the heaviest payload the company has yet to launch.

An Arianespace render of a OneWeb launch offers the best unofficial look yet at what SpaceX’s first Starlink launch might look like. (Ariane)

Assuming a payload mass of ~14,000 kg (~31,000 lb) at launch, a worst-case scenario with ~400 kg spacecraft and a 2000 kg dispenser would translate to 30 Starlink satellites. Cut their mass to 300 kg and the dispenser to 1000 kg and that rises to ~45 satellites. Drop even further to 200 kg apiece and a single recoverable Falcon 9 launch could place >60 satellites in orbit.

Of course, this entirely ignores the elephant in the room: the usable volume of SpaceX’s standard Falcon payload fairing. It’s unclear how SpaceX would fit 24 – let alone 60 – high-performance satellites into said fairing without severely constraining their design and capabilities. SpaceX’s solution to this problem will effectively remain unanswered until launch, assuming the company is willing to provide some sort of press release and/or offer a live view of spacecraft deployment on their webcast. Given the cutthroat nature of competition with the likes of OneWeb, Telesat, LeoSat, and others, this is not guaranteed.

Pictured here after its second launch in January 2019, Falcon 9 B1049.3 is the likeliest candidate for Starlink-1. (Pauline Acalin)

At the end of the day, such a major leap into action bodes extremely well for SpaceX’s ability to realize its ambitious Starlink constellation, and do so fast. For those on Earth without reliable internet access or any access at all, the faster Starlink – and competing constellations, for that matter – can be realized, the sooner all of humanity can enjoy the many benefits connectivity can bring. For those that sit under the thumb of monopolistic conglomerates like Comcast and Time Warner Cable, relief will be no less welcome.

Stay tuned as we get closer to Starlink-1’s May 15th launch date. Up next is a static fire of the mission’s Falcon 9 rocket, perhaps just two or three days from now.

Check out Teslarati’s newsletters for prompt updates, on-the-ground perspectives, and unique glimpses of SpaceX’s rocket launch and recovery processes

SpaceX’s Starlink launch debut to orbit dozens of satellites later this month


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