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Elon Musk’s SpaceX AMA: Living on Mars, Spaceship Info, Timeline
SpaceX CEO Elon Musk hosted a Reddit AMA (Ask Me Anything) earlier this afternoon and spent several hours drinking whiskey, trolling the audience, answering some great questions, and generally having a blast. He revealed a vast array of fascinating new details about SpaceX’s giant new rocket (BFR), its upper stage spaceship (BFS), and much more.
All of Musk’s answers from the AMA have been collated and organized by category below. You’ll want to shy away from the AMA page itself, currently clocking in at more 10,000 comments.
When useful, particularly dense and technical responses have been summarized in italics for a broader audience.
Living on Mars
Q: Obviously there will be an extreme amount of care put into what is sent on the first missions, and the obvious answer of “Solar Panels” and “Fuel Production Equipment” is included, but what else?
A (Elon): Our goal is get you there and ensure the basic infrastructure for propellant production and survival is in place. A rough analogy is that we are trying to build the equivalent of the transcontinental railway. A vast amount of industry will need to be built on Mars by many other companies and millions of people.
Q: Does your Mars city feature permanently anchored BFS spaceships?
A (Elon): Wouldn’t read too much into that illustration
The aforementioned Martian city. Spaceships can be seen near the center. (SpaceX)
Q: Have any candidate landing sites for the Mars base been identified?
A (Elon): Landing site needs to be low altitude to maximize aero braking, be close to ice for propellant production and not have giant boulders. Closer to the equator is better too for solar power production and not freezing your ass off.
Q: Who will design and build the ISRU system for the propellant depot, and how far along is it?
A (Elon): SpaceX. Design is pretty far along. It’s a key part of the whole system.
Without ISRU (In-Situ Resource Utilization), BFS is unlikely to ever be able to take humans to Mars affordably enough to enable large colonies. This news is thus of huge importance, and suggests that SpaceX will be able to focus on developing BFR and BFS near-term.
Another hypothetical SpaceX city on Mars. Bases will need to be located near water resources. (SpaceX)
SpaceX Big F** Spaceship (BFS)
Q: Will the BFS landing propellants have to be actively cooled on the long trip to Mars?
A (Elon): The main tanks will be vented to vacuum, the outside of the ship is well insulated (primarily for reentry heating) and the nose of the ship will be pointed mostly towards the sun, so very little heat is expected to reach the header tanks. That said, the propellant can be cooled either with a small amount of evaporation. Down the road, we might add a cryocooler.
A (Elon): exactly (while methane could be kept in its liquid form solely through high pressure storage, the pressures required are immense and would require tanks that would be far too heavy for a rocket’s second stage.
Cold liquid oxygen and methane will unavoidably warm up over time, eventually returning to their gaseous forms if allowed. SpaceX’s solution for BFS, which will spend several months between Earth and Mars, is to rely on the Ship’s already great insulation, as well as minimal evaporative cooling (similar to how swamp coolers work).
Q: Will the BFS heat shield be mounted on the skin, or embedded?
A (Elon): The heat shield plates will be mounted directly to the primary tank wall. That’s the most mass efficient way to go. Don’t want to build a box in box.
Dragon 2’s PICA-X heat shield can be seen on the right. BFS’s heat shield will be made of the same material, albeit on a much larger scale. (SpaceX)
Q: Can the BFS delta wings and heat shield be removed for deep space missions?
A (Elon): Wouldn’t call what BFS has a delta wing. It is quite small (and light) relative to the rest of the vehicle and is never actually used to generate lift in the way that an aircraft wing is used.
Its true purpose is to “balance out” the ship, ensuring that it doesn’t enter engines first from orbit (that would be really bad), and provide pitch and yaw control during reentry.
Q: Why is the 2017 BFS spaceship largely cylindrical?
A (Elon): Best mass ratio is achieved by not building a box in a box. The propellant tanks need to be cylindrical to be remotely mass efficient and they have to carry ascent load, so lowest mass solution is just to mount the heat shield plates directly to the tank wall.
For a rocket, mass ratio refers to its weight with a full load of propellant divided by its weight while completely empty. The lighter a rocket’s structure, the more mass it can lift into a given orbit.
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- SpaceX’s conceptual Interplanetary Transport System from 2016 was considerably larger and more structurally complex than 2017’s BFR. (SpaceX)
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- The relatively cylindrical BFS reduces complexity and lowers weight. (SpaceX)
Q: How does the BFS achieve vertical stabilization, without a tail?
A (Elon): Tails are lame
A (Elon): +1 (The space shuttle’s vertical stabilizer was completely useless for most of the reentry profile, as it was in complete aerodynamic shadow. I think it’s clear a craft doesn’t need one for reentry, only for subsonic gliding, which BFS doesn’t really do.)
BFS doesn’t need a tail because tails add weight, are of little use during orbital reentry, and BFS is not intended to glide.
Q: Why was the number of BFS landing legs increased from 3 to 4?
A (Elon): Because 4
A (Elon): Improves stability in rough terrain
Q: How is the radiation shielding in the ITS?
A (Elon): Ambient radiation damage is not significant for our transit times. Just need a solar storm shelter, which is a small part of the ship. Buzz Aldrin is 87.
While radiation fearmongers may balk at this statement, it is to some extent true. The risks from radiation (PDF) for a six month journey in deep space are approximately similar to several dozen CT scans, while two years spent on the surface of Mars with little to no shielding would result in about the same amount of exposure. Underground habitats could alleviate a considerable amount of the risk from living on Mars’ surface.
The issues and dangers posed by radiation ought not be trivialized but they can be dealt with, particularly if BFR can deliver massive payloads to the planet.
Q: Why was the location and shape of the BFS header/landing tanks changed?
A (Elon): The aspiration by the change was to avoid/minimize plumbing hell, but we don’t super love the current header tank/plumbing design. Further refinement is likely.
Header tanks refer to smaller tanks contained within the main propellant tanks that are used to ignite engines in microgravity. It’s easier to pressurize or simply fill the smaller tanks than it is to do so with the massive main tanks.
BFS’ header tanks circled in red. (SpaceX)
BFS Tanker
Q: Will the BFS tanker’s payload section be empty, or include extra propellant tanks?
A (Elon): At first, the tanker will just be a ship with no payload. Down the road, we will build a dedicated tanker that will have an extremely high full to empty mass ratio (warning: it will look kinda weird).
Using one version of the BFS as both a tanker and ship will streamline the initial development process for the rocket.
Two Spaceships docked for refuelling. (SpaceX)
Q: Will the BFS tanker ships (have to) do a hoverslam landing?
A (Elon): Landing will not be a hoverslam, depending on what you mean by the “slam” part. Thrust to weight of 1.3 will feel quite gentle. The tanker will only feel the 0.3 part, as gravity cancels out the 1. Launch is also around 1.3 T/W, so it will look pretty much like a launch in reverse….
BFS will land relatively gently, and BFR’s liftoff will also be gentle.
Development schedule
Q: With the first two cargo missions scheduled to land on Mars in 2022, what kind of development progress can we expect to see from SpaceX in the next 5 or so years leading up to the maiden flight?
Will we see BFS hops or smaller test vehicles similar to Grasshopper/F9R-Dev? Facilities being built? Propellant plant testing? etc. etc.
A (Elon): A lot. Yes, yes, and yes.
A (Elon): Will be starting with a full-scale Ship doing short hops of a few hundred kilometers altitude and lateral distance. Those are fairly easy on the vehicle, as no heat shield is needed, we can have a large amount of reserve propellant and don’t need the high area ratio, deep space Raptor engines.
Next step will be doing orbital velocity Ship flights, which will need all of the above. Worth noting that BFS is capable of reaching orbit by itself with low payload, but having the BF Booster increases payload by more than an order of magnitude. Earth is the wrong planet for single stage to orbit. No problemo on Mars.
The first real tests of the BFR will be done by hopping a full-scale BFS “several hundred kilometers”. BFS is capable of launching itself and a tiny payload into orbit, but the utility is limited on Earth. On Mars, BFS will be far more capable as a single stage to orbit (SSTO) launch vehicle.
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- F9R-dev, used to test vertical take off and landing for Falcon 9. BFR will go through a similar program with its spaceship upper stage prior to orbital missions. (Steve Jurvetson)
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- F9R sadly suffered a software bug and self-destructed in 2014, but SpaceX had already learned most of what it needed to begin Falcon 9 recoveries. (Steve Jurvetson)
Raptor and rocket propulsion
Q: Why was Raptor thrust reduced from ~300 tons-force to ~170 tons-force?
A (Elon): We chickened out. The engine thrust dropped roughly in proportion to the vehicle mass reduction from the first IAC talk. In order to be able to land the BF Ship with an engine failure at the worst possible moment, you have to have multiple engines. The difficulty of deep throttling an engine increases in a non-linear way, so 2:1 is fairly easy, but a deep 5:1 is very hard. Granularity is also a big factor. If you just have two engines that do everything, the engine complexity is much higher and, if one fails, you’ve lost half your power. Btw, we modified the BFS design since IAC to add a third medium area ratio Raptor engine partly for that reason (lose only 1/3 thrust in engine out) and allow landings with higher payload mass for the Earth to Earth transport function.
The Raptor engine’s maximum thrust has been decreased mainly because the size of the rocket decreased, from 12m to 9m in diameter. For redundancy’s sake, SpaceX has added a third central engine to the spaceship, versus the two engines mentioned at the 2017 IAC.
BFS’ delta “wings” from the rear of the ship. Also shown are the Raptors, with the two in the center now reportedly expanded to three engines. (SpaceX)
Q: Will the BFR autogenous pressurization system be heat exchanger based?
A (Elon): We plan to use the Incendio spell from Harry Potter
A (Elon): But, yes and probably
Autogenous pressurization refers to the method of propellant tank pressurization used. In microgravity conditions, tanks must be pressurized to keep fuel flowing to the engines and to improve the density of the fuel. While Falcon 9 currently uses high-pressure helium, ITS and now BFR have been designed to use the actual propellant in their tanks (methane and oxygen) for pressurization. This reduces the number of failure modes on BFR and improves the spaceship’s payload capabilities.
Q: Will the BFS methalox control thrusters be derived from Raptor or from SuperDraco engines?
A (Elon): The control thrusters will be closer in design to the Raptor main chamber than SuperDraco and will be pressure-fed to enable lowest possible impulse bit (no turbopump spin delay).
Like Falcon 9, BFR will need gas thrusters (RCS, reaction control system) to control its orientation (and refuel) while in microgravity conditions. While Falcon uses cold nitrogen gas thrusters, BFR will utilize the propellant it is already carrying for Raptor, methane and oxygen. Again, the goal of this is to reduce complexity.
Q: Could you update us on the status of scaling up the Raptor prototype to the final size?
A (Elon): Thrust scaling is the easy part. Very simple to scale the dev Raptor to 170 tons.
The flight engine design is much lighter and tighter, and is extremely focused on reliability. The objective is to meet or exceed passenger airline levels of safety. If our engine is even close to a jet engine in reliability, has a flak shield to protect against a rapid unscheduled disassembly and we have more engines than the typical two of most airliners, then exceeding airline safety should be possible.
That will be especially important for point to point journeys on Earth. The advantage of getting somewhere in 30 mins by rocket instead of 15 hours by plane will be negatively affected if “but also, you might die” is on the ticket.
SpaceX’s subscale Raptor, the one seen in videos and photos of it firing, is understood to be a bit more than half the size of the operational engine described at IAC 2017. Increasing the scale of the engine is not the difficult aspect of development. Rather, optimization, weight reduction, and extreme reusability are the main sources of difficulty needed before Raptor is flight-ready. This reusability is central to the goal of reliable and rapid reuse of orbital-class rockets.
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- SpaceX revealed this stunning photo of Raptor’s first (partial) hot-fire test the night before Musk’s talk at Guadalajara. (SpaceX)
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- SpaceX’s subscale Raptor engine has completed more than 1200 seconds of testing in less than two years. (SpaceX)
Q: Can BFS vacuum-Raptors be fired at sea level pressure?
A: The “vacuum” or high area ratio Raptors can operate at full thrust at sea level. Not recommended.
Put simply, vacuum nozzles do not like to operate in an atmosphere.
Mars communications
Q: Does SpaceX have any interest in putting more satellites in orbit around Mars (or even rockets) for internet/communications before we get feet on the ground? Or are the current 5-6 active ones we have there sufficient?
A (Elon): Yes
Q: Also will there be some form of an internet or communications link with Earth? Is SpaceX going to be in charge of putting this in or are you contracting some other companies?
A (Elon): If anyone wants to build a high bandwidth comm link to Mars, please do.
Taken side by side, this likely indicates that SpaceX will develop a high-bandwidth Mars-Earth communications link if nobody else does, but that they would logical prefer that someone else builds that infrastructure beforehand.
Q: The concept of an internet connection on Mars is kinda awesome. You could theoretically make an internet protocol that would mirror a subset of the internet near Mars. A user would need to queue up the parts of the internet they wanted available and the servers would sync the relevant data.
A (Elon): Nerd
A (Elon): But, yes, it would make sense to strip the headers out and do a UDP-style feed with extreme compression and a CRC check to confirm the packet is good, then do a batch resend of the CRC-failed packets. Something like that. Earth to Mars is over 22 light-minutes at max distance.
A (Elon): 3 light-minutes at closest distance. So you could Snapchat, I suppose. If that’s a thing in the future.
The communication delay between Earth and Mars (at least several minutes one-way) will prevent any Martian habitats from simply integrating with Earth’s Internet. The delay will require some sort of mediation. As an example, a user on Mars could select the websites they want to browse or videos they want to watch beforehand, and they would be available between several minutes and an hour later.
SpaceX’s Starlink satellite constellation efforts could provide the company with valuable experience that can be applied around Mars. (unofficial logo by Eric Ralph)
Boring!
Q: Boring question about Mars:
A (Elon): More boring!
Miscellaneous silliness
Q: This is one bizarre AMA so far…
A (Elon): Just wait…
Q: i feel like thats a threat. “just wait. it will get way more bizarre than that. let me finish my whiskey”
A (Elon): How did you know? I am actually drinking whiskey right now. Really.
…No comment…
All things considered, this was a wildly successful AMA. Elon clearly had a whole lot of fun, the audience got lightheartedly trolled, and SpaceX fans will undoubtedly be chewing over the technical details he elucidated for weeks to come. Special thanks are owed to the subreddit /r/SpaceX and user /u/_Rocket_, who together managed to flood the AMA with an array of intelligent, pointed, and reasonable questions, at least ten of which were answered by Musk.
Tesla will resolve its massive recall of nearly three million vehicles in China with stickers and a software update.
On Friday, Chinese regulators filed recall plans against Tesla, Xiaomi, Leapmotor, Xpeng, Chery, Geely, Dongfeng, Arcfox, and FAW to resolve what is essentially a carbon-copy issue throughout each of the companies’ vehicle models: emergency door release latches are simply not visible enough.
Tesla door handle saga gets its latest chapter and a big change is coming
The companies will be required to add things that will make these latches, which will open the door in the event of an emergency, more visible. Of the 7 million vehicles impacted, Tesla accounts for 2,975,910 units. More than 1.9 million of those are Model Y vehicles, with the rest, just over 970,000, being Model 3s.
To resolve the issue, Tesla is going to add warning labels to the emergency latches free of charge, and then utilize an Over-the-Air update to add a post-crash window-lowering strategy, according to CNEVpost.
This massive effort to fix the all-electric Model Y and Model 3’s emergency latch system comes just months after several probes across various markets identified the trouble some had identifying this latch. Those who had gotten involved in car accidents that stripped the vehicle of its power were not aware that every Tesla has emergency door latches.
China’s State Administration for Market Regulation (SAMR) said that severe crashes that disable a vehicle’s low-voltage system could not only hinder occupants from getting out, but also make it more difficult for emergency response workers to gain entry.
SAMR is starting to tighten the regulations it has on door handles on vehicles. A new mandatory national standard will take effect for all models starting January 1, 2027, and will require all doors to be equipped with mechanical release mechanisms. This will effectively end purely electronic door handles. Models already on sale with type approval have been granted a two-year transition period, which will enable things to change until January 2029.
Tesla has officially confirmed plans to bring its all-electric Semi truck to Europe, with full specifications and market-launch details set for unveiling at the IAA Transportation trade fair in Hannover, Germany.
The event runs September 15–20, with a possible press preview on September 14. The announcement, shared via Tesla’s Semi account, marks a significant expansion beyond North America nearly nine years after the truck’s original 2017 reveal.
🚨 Tesla Semi is coming to Europe!
Sustainable logistics is a huge market internationally, and now Tesla is involved in it outside of the U.S. market! https://t.co/q3hjX6ybMv pic.twitter.com/mxTaVY3UsE
— TESLARATI (@Teslarati) August 20, 2026
In the United States, the Semi’s path has been gradual. Limited pilot production and customer deliveries began in late 2022, primarily to fleets such as PepsiCo. After years of refinement, high-volume manufacturing started on April 29, 2026, at a dedicated facility adjacent to Gigafactory Nevada.
The plant targets an annual capacity of 50,000 units, though the ramp is expected to be gradual, with “many thousands” of trucks projected by the end of 2026.
Demand is building, with recent orders including 500 units for Einride (deliveries starting September 2026, serving Amazon and others) and hundreds more from operators such as WattEV. Pricing stands at approximately $260,000 for the Standard Range and $290,000 for the Long Range before incentives.
Tesla Semi pricing revealed after company uncovers trim levels
Earlier in 2026, Tesla finalized production specifications that incorporated substantial updates. In February, the company detailed two variants designed for a full 82,000-pound gross combination weight.
The Standard Range offers about 325 miles of range with a 548 kWh battery and curb weight under 20,000 pounds. The Long Range delivers roughly 500 miles with an 822 kWh pack and a 23,000-pound curb weight. Both use three independent rear-axle motors producing up to 800 kW (about 1,073 horsepower), achieve energy consumption of around 1.7 kWh per mile, and support megawatt-class charging at up to 1.2 MW—recovering about 60 percent of range in 30 minutes through the MCS standard.
Additional refinements include a roughly 1,000-pound weight reduction versus earlier prototypes, improved aerodynamics, a 48-volt electrical architecture, electric power take-off up to 25 kW for refrigerated trailers, and fleet management software with over-the-air updates.
These advances position the Semi as a competitive option against diesel trucks on operating costs and performance. For Europe, adaptations such as lighting, cab configurations (including potential sleeper options), and regulatory compliance are anticipated.
With series production underway in Nevada and major fleet commitments secured, the upcoming IAA reveal will clarify timelines, European-specific specs, and pricing, potentially accelerating electrification of heavy-duty freight on both continents.
Investor's Corner
Tesla Robotaxi gets a massive upgrade in Nevada
Nevada regulators just approved a massive expansion of Tesla’s robotaxi fleet across the entire county.
Tesla’s robotaxi footprint in Nevada just grew by roughly 500 times in a single regulatory vote.
The Nevada Transportation Authority approved Tesla’s full Autonomous Vehicle Network Company permit on Thursday, clearing the way for the company to deploy up to 5,000 driverless vehicles across Clark County over the next 12 months. The decision came during a four hour general session meeting that Tesla investor Sawyer Merritt watched live and reported on X, noting the vote replaces the interim order that had limited Tesla to just 10 robotaxis on a narrow stretch of the Las Vegas Strip.
EXCLUSIVE: Tesla has just officially received approval for its full Autonomous Vehicle Network Company permit in Nevada, clearing the way for Tesla to launch a paid public Robotaxi service in Las Vegas.
This officially allows @Tesla to deploy up to 5,000 robotaxis over the next… pic.twitter.com/DPs5UtUlrE
— Sawyer Merritt (@SawyerMerritt) August 20, 2026
That earlier cap, covered here after it surfaced on August 13, came with restrictions that looked stricter than what Tesla runs in Austin: a 45 mph speed ceiling, no airport pickups, and a geofence confined to the Strip corridor. The new approval extends Tesla’s operating authority to all of Clark County, with room to request an even wider geofence across the state.
Tesla representatives at the meeting said they have no intention of putting 5,000 cars on the road right away. Commercial rides are expected to start within 30 days, pending vehicle inspections, insurance filings, and fare approval, the standard steps every robotaxi operator in Nevada has had to clear.
Tesla’s own Robotaxi account replied to the news with a short line, The golden future is upon us.
The timing lines up with Tesla’s broader robotaxi push this month. The company is preparing to open Cybercab rides to the public in Austin as soon as this month, and it opened a sweepstakes for riders to win a seat at the launch event. Tesla filed its original application for a 5,000 vehicle Nevada fleet back in June, a request regulators trimmed to 10 vehicles when they issued the interim order in July. Thursday’s vote effectively grants the number Tesla asked for from the start.
Zoox, the Amazon owned robotaxi operator, has run in Nevada since 2025 and was capped at 100 vehicles before Thursday’s decision. Tesla’s new ceiling puts it well ahead of that comparison on paper, though the company has said its actual fleet size will depend on how quickly FSD v15 rolls out, the software update executives have called the gateway to scaling unsupervised robotaxi operations nationwide.
Tesla will resolve massive China recall with stickers and a software update
Tesla Semi is officially headed to Europe
