Elon Musk revealed Why SpaceX Raptor 3 is Worse than Expected! New SpaceX Solution...

The Raptor 3 has arrived. Carrying with it high expectations. But is it perfect yet? Recently, problems seem to have emerged, especially after confirmation from Musk. But the crazy goals remain. So what is happening with the Raptor 3? What crazy things is SpaceX aiming for with this engine version? The main focus, of course, is the engines. This is the first time we've seen a complete lineup of Raptor 3 engines assembled like this. It's truly a sight to behold. Looking less like a traditional rocket engine, and more like something pulled out of a futuristic laboratory, where the scientists have a healthy obsession with shiny integrated components. But is it truly perfect? Or has it met SpaceX's expectations? Let's find out, on today's episode of Great SpaceX. Elon Musk proudly praised the appearance of the Raptor 3 engines on the B19. Then, an X account lauded the thrust that the Raptor 3 engines could generate. But surprisingly, Musk made a rather modest revelation. Specifically, he said, less thrust than that today. This means that the B19 test attempt, although it may look very powerful, the 33 engines did not reach the maximum power of over 9,200 tons of thrust as many expected. Why is that? In reality, even during testing or operation, the engine probably won't be pushed to its maximum power. The reported thrust usually comes from the results of individual engine tests. When combined, trying to push everything to the limit can overload the engine. Remember, during operation, the engine not only supports takeoff, but will also be switched on and off many times afterward. It's like taking 33 highly caffeinated thoroughbred horses and trying to get them to pull a carriage in a perfectly synchronized line at a full gallop at their very first day together. Something is bound to get a little messy. But what makes us suspicious is Musk's seemingly pessimistic response. If less thrust is an obvious problem, why would he mention it here? So, this might be hinting at something else. A major question lies in the Raptor 3's turbopump. With a full flow-staged combustion cycle, both methane and liquid oxygen are passed through separate turbopumps at extremely high pressure before entering the combustion chamber. When thrust is increased, the rotational speed and mechanical load of the turbopump increase exponentially, leading to the risk of cavitation in a cryogenic environment. Cavitation is a nasty little phenomenon where bubbles form in the liquid because of the speed and when they collapse. They can send shockwaves that eat through metal like it's made of wet sugar. Even the formation of tiny air bubbles in the liquid oxygen stream can cause vibrations, reduce flow, and destabilize the entire system. It's like trying to drink a thick milkshake through a very thin straw as fast as you possibly can. Eventually, the physics just gives up and you get brain freeze. But, in a rocket engine, that brain freeze results in an explosion, so one could say you'll get your mind blown. Furthermore, increasing output pressure requires impellers and bearings capable of withstanding extremely high temperatures, centrifugal forces, and friction. In fact, the RS-25 engine has had to operate below its design power in many missions due to turbopump limitations. Demonstrating this is a very difficult bottleneck to overcome. In the combustion chamber, high pressure increases efficiency and thrust, but also pushes the system to the limits of the material. The Raptor is renowned for having some of the highest combustion chamber pressures ever built, and the Raptor 3 is likely to push this even further. This increases the risk of combustion instability. Micropressure fluctuations during combustion can resonate and turn into destructive vibrations. It's like a singer hitting a note so high and so perfect that every window in the neighborhood shatters at the same exact time. Methane regenerative cooling must also function perfectly to avoid hotspots that could crack or burn through the chamber walls. The history of the F-1 shows that NASA had to test hundreds of injector configurations to eliminate oscillations before achieving stability, and even then, the operating amplitude had to be very tightly controlled. I once tried to explain this to my neighbor while he was struggling to light his charcoal grill, and he just looked at me like I was speaking Martian. For SpaceX though, this is the difference between a trip to the moon and a very expensive hole in the ground at Starbase. Another bottleneck may lie in the fuel delivery system, from the fuel tank to the engine. To achieve high thrust for each engine, methane and oxygen flow rates need to be significantly increased, leading to higher demands on tank pressure, pipeline strength, and throttle valve responsiveness. Any pressure drop in the feedline or oscillation in the pressurization system can cause the mixture ratio to deviate from optimal, reducing combustion efficiency. Additionally, when multiple engines operate simultaneously on a large booster, coupling between fuel lines can occur, creating pressure oscillations that propagate throughout the system. This is a problem that has appeared in many large rocket designs, forcing engineers to sacrifice some maximum power to ensure long-term stability. It's the plumbing equivalent of a feedback loop at a rock concert. If you don't manage the signal, the whole thing turns into a screeching mess that ruins the show for everyone. Besides Musk's recent revelations, let's not forget the recent engine issue, specifically the unusually large explosion at the McGregor Engine Test Facility. Most predictions so far to SpaceX intentionally doing this to test the engine's limits. However, there's still a possibility the incident stemmed from a problem with a part of the engine, evidenced by the larger-than-usual explosion. SpaceX hasn't provided an update yet, but it clearly raises concerns about the engine, especially after Musk's further confirmation of thrust. I remember one time I tried to modify my espresso machine to get more pressure, thinking I was a kitchen-bound rockin' scientist. I ended up painting my ceiling with espresso grounds and scaring my cat so badly she didn't come out from under the sofa for two days. SpaceX is doing that, but with millions of dollars and enough liquid oxygen to freeze a lake. So, do you think the Raptor 3 is having problems? Let me know with a yes or a no, and share your thoughts in the comments down below. Then don't forget to like the video and subscribe to our channel to continue following SpaceX's development journey. Clearly, the challenge is immense, but this is the SpaceX team. They remain incredibly confident in pursuing further milestones. You all know that the Raptor 3 currently achieves 280 tons of thrust at sea level. Combining those three smaller units, Starship has the world's strongest takeoff thrust, exceeding 9,200 tons. But that won't be the limit. Many revelations from Musk have mentioned Raptor 3X or Raptor 4, which will have even greater thrust. Raptor 4 will likely appear later, but signs of Raptor 3 are likely already there. In the same update mentioned above, Musk mentioned the long-term target reaching 300 tons. With this thrust, it seems it'll be a 3X version based on improvements to the current Raptor 3. As a result, by combining the 33 engines, SpaceX will approach a launch thrust of 10,000 tons, or 10 kilotons as Musk calls it. For Starship, reaching 10,000 tons of launch thrust will set a new standard for power in the space rocket industry. To achieve this, upgrades will need to be meticulously carried out on each engine, then applied synchronously. Imagine a choir of 33 giant fire-breathing metal monsters all hitting a high sea at exactly the same microsecond. It's terrifying and beautiful at the same time. SpaceX is pushing Raptor through an evolution that seems to defy physics. But increasing combustion chamber pressure from 250 bar in Raptor 1 up to 350 bar in Raptor 3, they are generating greater thrust without increasing engine size. It's like taking a bodybuilder and shrinking them down to the size of a gymnast, all while keeping every single ounce of their strength. Widening the injector throat further boosts thrust by allowing greater fuel flow. It's the engineering equivalent of opening up the faucet all the way. You might waste a little more water, but you get a lot more pressure to wash the mud off your tires. Additionally, improving the injector and combustion process ensures stable, complete burns. It's like the difference between a car engine that is sputtering and knocking, and one that is purring like a kitten. A very large, very angry, space-faring kitten. By optimizing turbo machinery and regenerative cooling, SpaceX is maximizing energy conversion while preventing the hardware from melting under the strain. Despite current operational hurdles, we are witnessing a masterclass in iterative design. We will never know what the ultimate limits are for Starship and the Raptor engine. Reliability also needs to be enhanced as Raptor 3 will face many challenges ahead. Following Flight 12, Flight 13 is now planned to get the Starship into orbit. Reaching orbit will be a much more challenging level than current near-orbit flights, because after reaching orbit, it'll have to return and re-entry will be a major challenge. Not to mention that once in orbit, Starship will travel further with the goal of bringing the Starship back to Starbase or pushing it further towards targets like the Moon and Mars. The challenge for Raptor 3 will be much greater. The tasks for the Raptor 3 will also be more numerous. It'll have to support the navigation of the vehicle in orbit for tasks such as deploying payloads or navigating for refueling. In addition, the Starship V3 will land more frequently and continuously. These are new tasks that Raptor 3 will have to perform compared to its predecessor. Of course, the Raptor 3 will still perform the basic tasks of launching, separating, and pushing the vehicle. Especially during landing, the Raptor 3 will play a central role in assisting with deceleration and vehicle navigation. Both of these methods require incredibly precise operation down to the second and millimeter. Otherwise, disaster will occur. If the engine fires half a second too late, the landing becomes a very high-speed geological survey of the launch pad. But mastering this will give Starship an unprecedented level in the industry, called Complete Reusability, which will propel Starship to a new level in the industry. The benefits of this capability include cost optimization, allowing for lower launch costs, an advantage in attracting customers, while launching more frequently and continuously for greater flexibility. And unlike previous versions, the Raptor 3 must be able to perform these tasks repeatedly. In other words, it must ensure the best possible condition after each mission to achieve the same level of complete and rapid reusability as the vehicle. The first stage of the Starship V3 launch was truly something special. Super Heavy B-19 practically turned the entire mission into a suspense thriller from beginning to end. Every phase felt tense, every engine burn looked dramatic, and by the time the booster exploded, half the audience was either cheering or clutching their heads like they'd just watched a penalty shootout. So what exactly happened? Well, the problems started surprisingly early. Shortly after liftoff, one engine failed completely. Not throttled down, not briefly interrupted, completely dead. And unfortunately, that failure may have created additional issues for nearby engines as the flight continued. Then came the boostback burn. And honestly, this part looked chaotic. The engine relights appeared inconsistent, the ignition sequence looked strange, and the number of active engines seemed to shift unpredictably throughout the maneuver. At first, some viewers assumed SpaceX was testing a new flight profile, because with Starships, sometimes it's genuinely difficult to tell the difference between planned experiment and uh-oh. But as the sequence continued, it became increasingly clear something was wrong. Then came the landing attempt, or more specifically, the very aggressive interaction between B-19 and gravity. The landing burn ignited late, very late. Telemetry indicated the booster was traveling over 1,400 kilometers per hour during the final 100 meters of descent. Now obviously, exploding prototypes are nothing new for SpaceX. At this point, Starship development has included enough fireballs to qualify as its own summer action franchise. But this particular failure matters for a very important reason. Because one day, these boosters are supposed to land back at Starbase, not in the Gulf, not in the ocean, directly beside the launch tower, caught by the giant Mechazilla arms. And if Flight 12 had attempted that, honestly, it could have been disastrous. Think about the situation. You've got a metal vehicle over 70 meters tall, packed with fuel, traveling at over 1,400 kilometers per hour, descending toward a launch tower just over 100 meters tall. The result likely would have been catastrophic. The arms could have broken, the launch tower could have been heavily damaged, the booster itself may have exploded on impact, potentially damaging the surrounding launch infrastructure. And considering Pad 2 is currently Starbase's only active orbital launch pad, that kind of accident could have delayed SpaceX launches for months, or possibly longer. Thankfully, the booster went down over the Gulf instead, but the incident still serves as a serious warning. Because future Starship goals are becoming far more demanding. Orbital flights, full reuse, pad landings, rapid turnaround, all of that requires significantly higher super heavy reliability. Especially because the ship's success depends entirely on the booster performing correctly. If the first stage struggles, everything above it suffers too. So naturally, engines remain the top priority. And clearly, current Raptor 3 upgrades still are not enough to fully handle real flight conditions. Because with all that considered, it's impressive the system works as well as it already does. But SpaceX now needs another level of reliability. That likely means far more aggressive engine inspections and validation before flight. Any questionable hardware will probably be replaced or upgraded, and SpaceX may even begin selecting only the highest performing Raptors for critical missions. Externally, additional heat-resistant coatings may become increasingly important, especially around the upper engine sections where critical systems are concentrated. Thermal paint and insulation layers could help reduce heat damage during ascent and landing burns. Internally, cooling systems also need improvement. Raptor engines must survive higher temperatures and pressures while maintaining stable performance during more demanding flight profiles. Fire detection and suppression systems are another major focus. SpaceX likely needs faster anomaly detection capable of identifying overheating or leaks before visible fires appear. Because once flames are visible on a rocket engine, the situation is usually already going very badly. Another challenge is system integration. Raptor 3 uses fewer parts, simplified plumbing, and a more compact architecture, improving efficiency and reducing mass. But tighter integration also makes failures more capable of cascading between systems. SpaceX now needs a balance between integration and isolation, especially during complex multi-engine relight sequences where even tiny timing issues can become catastrophic. The vehicle structure itself also needs refinement. Future boosters will face higher speeds and greater aerodynamic stress during return operations, meaning stronger reinforcement and improved welding consistency will remain critical. Because at Starship's scale, even small imperfections can eventually become cracks, leaks, or major failures. Fuel systems require particular attention as well. Cryogenic propellants create brutal thermal conditions, and fuel sloshing during aggressive maneuvers can destabilize the vehicle and affect engine performance, which means future upgrades will likely focus not just on making Starship stronger, but make it more stable under extreme conditions. To reduce risk, SpaceX may introduce additional internal baffles designed to control propellant movement inside the tanks. Which sounds straightforward until you remember they're stabilizing thousands of super cold liquid inside a flying skyscraper. Another major focus remains the COPV system. Composite overwrapped pressure vessels are highly pressure sensitive and have remained under close scrutiny since late last year. Even with V3 upgrades, SpaceX continues monitoring COPV performance carefully during testing. And honestly, rocket engineers hear pressure anomaly the same way normal people hear check engine light. Immediate anxiety. Meanwhile, systems already performing well still require refinement. Hot staging continues to operate effectively while the Griffins performed well during flight guidance and control. Now all of these upgrades need extensive testing. Cryogenic tests. Static fires. Structural validation. Engine performance checks. Everything matters. And with B-20 likely entering testing soon, the next few weeks could define the timeline for flight 13, currently expected around late June or early July. At the same time, SpaceX also has to avoid over-testing. Because even though more tests improve confidence, they also consume time and vehicle lifespan. Eventually, efficiency matters as much as caution. So now, all eyes turn toward B-20. And whether SpaceX can turn the hard lessons of flight 12 into meaningful improvements before the next launch. Because despite the explosion, the overall path forward still looks remarkably strong. And honestly, if there's one thing SpaceX has mastered, it's failing spectacularly while still making progress. That brings us to the end of today's episode. Thank you so much for tuning in. As always, this has been Kevin from GreatSpaceX. Until next time, keep looking up!