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SpaceX and NASA accidentally set the stage for a new race to the Moon
Almost entirely driven by chance, SpaceX and NASA may soon find themselves in an unintentional race to return humans to the Moon for the first time in half a century.
Both entities – SpaceX with its next-generation BFR and NASA with its Shuttle-derived SLS – are tentatively targeting 2023 for their similar circumlunar voyages, in which NASA astronauts and private individuals could theoretically travel around the Moon within just months of each other, showcasing two utterly dissimilar approaches to space exploration.
Over the course of no fewer than seven years of development, NASA’s SLS rocket and Orion spacecraft have run into an unrelenting barrage of issues, effectively delaying the system’s launch debut at a rate equivalent to or even faster than the passage of time itself. In other words, every month recently spent working on the vehicle seems to have reliably corresponded with at least an additional month of delays for the launch system.
Why these incessant delays continue to occur is an entire story in itself and demands the acknowledgment of some uncomfortable and inconvenient realities about the state of NASA’s human spaceflight program in the 21st century, but that is a story is for another time.
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- SLS. (NASA)
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- NASA’s Orion spacecraft, European Service Module, and ICPS upper stage. (NASA)
A different kind of paper rocket
Returning to SLS, a brief overview is in order to properly contextualize what exactly the rocket and spacecraft are and what exactly their development has cost up to now. SLS is comprised of four major hardware segments.
- The Core Stage: A massive liquid hydrogen/liquid oxygen rocket booster, this section is essentially a lengthened version of the retired Space Shuttle’s familiar orange propellant tank, while the stage’s four engines are quite literally taken from stores of mothballed Space Shuttle hardware and will be ingloriously expended after each launch (SLS is 100% expendable).
- Solid Rocket Boosters (SRBs): Minimally modified copies of the SRBs used during the Space Shuttle program, SLS’ SRBs have slightly more solid propellant and have had all hints of reusability removed, whereas Space Shuttle boosters deployed parachutes and were reused after landing in the Atlantic Ocean.
- The Upper Stage (Interim Cryogenic Propulsion System, ICPS): ICPS is a slightly modified version of ULA’s off-the-shelf Delta IV upper stage.
- The Orion spacecraft and European Service Module: Borrowing heavily from the Apollo Command and Service Modules that took humanity to the Moon in the 1960s and 70s, Orion has been in funded development in one form or another for more than 12 years, with just one partial flight-test to call its own. Orion’s development has cost the U.S. approximately $16 billion since 2006, with another $4-6 billion expected between now and 2023, a sum that doesn’t account for the costs of production and operations once development is complete.
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- The Orion spacecraft and ESM. (NASA)
For the SLS core stage and SRBs, a generous bottom-rung estimate indicates that $14 billion has been spent on the rocket itself between 2011 and 2018, not including many billions more spent refurbishing and modifying the rocket’s aging Saturn and Shuttle-derived launch infrastructure at Kennedy Space Center. Of the many distressing patterns that appear in the above descriptions of SLS hardware, most notable is a near-obsessive dependence upon “heritage” hardware that has already been designed and tested – in some cases even manufactured.
Despite cobbling together or reusing as many mature components, facilities, and workforces as possible and relying on slightly-modified commercial hardware at every turn, SLS and Orion will somehow end up costing the United States more than $30 billion dollars before it has completed a single full launch; potentially rising beyond $40 billion by the time the system is ready to launch NASA astronauts.
Moonward bound
SLS’ first crewed mission, known as Exploratory Mission-2 (EM-2), brings us to the title – NASA’s mission planning has settled on sending a crew of four astronauts on what is known as a Free Lunar Return trajectory in the Orion spacecraft, essentially a single flyby of the Moon. Official NASA statements appear to be sending mixed messages on the schedule for EM-2’s launch, with September 2018 presentations indicating 2022 while a late-August blog post suggests that the crewed circumlunar mission is targeting launch in 2023.
As it happens, SpaceX announced its own plans for a (private) crewed circumlunar voyage less than two weeks ago. Funded in large part by Japanese billionaire Yasuka Maezawa, SpaceX’s hopes to send 10+ people to the Moon on its next-generation BFR launch vehicle, comprised of a fully-reusable booster and spaceship. Deemed Dear Moon by Maezawa, SpaceX is targeting an extremely ambitious launch deadline sometime in 2023, although CEO Elon Musk frankly noted that hitting that 2023 window would require all aspects of BFR booster and spaceship development to proceed flawlessly over the next several years.
Compared to the 10+ years and $30+ billion of development SLS and Orion will have taken before their first full launch, SpaceX is targeting the first orbital BFR test flights as early as 2020 or 2021, self-admittedly optimistic deadlines that will likely slip. Still, betting against SpaceX completing its first BFR launch sometime in the early to mid-2020s for something approximating Musk’s $2-10 billion development cost seems a risky move in the context of SpaceX’s undeniable track record of proving the old-guard wrong.
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- NASA’s EM-2 circumlunar voyage. (NASA)
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- SpaceX’s own circumlunar trajectory, nearly identical. (SpaceX)
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- SLS Block 1. (NASA)
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- BFR’s spaceship and booster (now Starship and Super Heavy) separate in a mid-2018 render of the vehicle. (SpaceX)
It must be noted that the apparent alignment of both SpaceX and NASA’s first crewed circumlunar missions with new rockets and spacecraft is a fluke of chance, and the fact that it may or may not take the shape of a second race to the Moon – pitting two dramatically different ideologies and organizational approaches against each other – is purely coincidental.
However, despite the undeniable fact that NASA and SpaceX are deeply and cooperatively involved through Crew and Cargo Dragon and despite Musk’s genuine affirmations of support and admiration for the space agency, it can be almost guaranteed that the world will look on in the 2020s with the same underlying emotions and motivations that were globally present during the Apollo Program. Rather than a battle of economic and nationalistic ideologies, the New Space Race of the 2020s will pit two (publicly) amicable private and public entities against each other at the same time as they work hand-in-hand to deliver crew and cargo to the International Space Station.
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- An overview of BFR’s booster and spaceship, now known as Super Heavy and Starship. (SpaceX)
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- SpaceX has already completed the first of many carbon-composite sections of its prototype spaceship. (SpaceX)
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- SLS’ movable launch pad is very slowly being prepared for a 2020/2021 debut. (Tom Cross)
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- SLS undoubtedly has several steps up on BFR in terms of volume of hardware in work, although target launch dates are quite similar for both rockets. (NASA)
Critically, this new “race” will be fairly illusory. Thanks to the fact that the new goal of human spaceflight appears to be the sustainable exploration of the solar system, there will inherently be no Apollo-style finish line for any one company or country or agency to cross. Rather than the Apollo Program’s shortsighted economic motivations and its consequentially abrupt demise, the end-result of this new age of competition will be the establishment of humanity as a (deep) spacefaring species, be it a temporary burst of effort or a permanent human condition.
Buckle up.
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News
Tesla Semi gets new product launch as mass manufacturing hits Plaid Mode
While the 1.2 MW Megacharger handles quick 30-minute en-route boosts, the Basecharger serves as a reliable overnight solution for longer dwell times at warehouses, distribution centers, fleet yards, and even, potentially, homes.
The Tesla Semi is getting a new production launch as mass manufacturing on the all-electric truck is gearing up to hit Plaid Mode.
Tesla has introduced a game-changing addition to its commercial charging lineup with the new 125 kW Basecharger for Semi. Launched this week as part of the new “Semi Charging for Business” program, this compact unit is purpose-built for depot and overnight charging of Tesla Semi trucks.
While the 1.2 MW Megacharger handles quick 30-minute en-route boosts, the Basecharger serves as a reliable overnight solution for longer dwell times at warehouses, distribution centers, fleet yards, and even, potentially, homes.
Our new 125 kW Basecharger is designed for longer dwell times and overnight charging of Semis. It’s the “home charging” for heavy-duty fleets.
It features a fully integrated design that eliminates the need for a separate AC-to-DC cabinet, simplifying installation. The 6 meter… https://t.co/ovy1C4PsRW pic.twitter.com/vBUCNMzs57
— Tesla Charging (@TeslaCharging) May 1, 2026
Delivering up to 60 percent of the Semi’s range in roughly four hours, perfect for overnight top-ups during mandated driver rest periods or while trucks are loaded or unloaded. Its fully integrated design eliminates the need for bulky separate AC-to-DC cabinets.
Tesla engineers tucked one of the power modules from a V4 Supercharger Cabinet directly inside the sleek post, resulting in a compact footprint. It also features a six-meter cable for layout flexibility. This is one thing that must have been learned through the V4 Supercharger rollout.
Installation and operating costs drop dramatically thanks to daisy-chaining. Up to three Basechargers can share a single 125 kVA breaker, slashing electrical infrastructure requirements. The unit outputs 150 amps continuous across an 180–1,000 VDC range, matching the Semi’s high-voltage architecture while supporting the MCS 3.2 standard.
Tesla Semi sends clear message to Diesel rivals with latest move
Priced from $40,000 for a minimum order of two units, the Basecharger is far more affordable than the $188,000 Megacharger setup for two posts. Deliveries begin in early 2027. Buyers also receive Tesla’s full network-level software, remote monitoring, maintenance, and a guaranteed 97 percent or higher uptime—critical for fleet reliability.
This launch arrives as Tesla accelerates high-volume Semi production at its Nevada factory, targeting 50,000 units annually. By pairing affordable depot charging with ultra-fast highway options, Tesla removes one of the biggest obstacles to electrifying Class 8 trucking: infrastructure cost and complexity.
Fleet operators stand to gain lower electricity rates during off-peak hours, dramatically reduced maintenance compared to diesel, and quieter yards at night. The Basecharger isn’t just another charger—it’s the practical bridge that makes large-scale electric semi adoption economically viable.
With the Basecharger handling “home” duties and Megachargers powering the road, Tesla is delivering a complete ecosystem that could finally tip the scales toward zero-emission freight. For trucking companies ready to go electric, the future just got a whole lot more charger-friendly.
News
Tesla revises new Intervention Reporting system with Full Self-Driving
It is the second revision to the program as Tesla is trying to make it easier to decipher driver and owner complaints, but also to make it easier to report issues within the suite for them.
Tesla has revised its new Intervention Reporting system within the Full Self-Driving suite that now categorizes reasons that drivers take over when the semi-autonomous driving functionality is active.
It is the second revision to the program as Tesla is trying to make it easier to decipher driver and owner complaints, but also to make it easier to report issues within the suite for them.
With the initial rollout of Full Self-Driving v14.3.2, Tesla included a new reporting menu that gave four options for an intervention: Preference, Comfort, Critical, and Other. A slightly revised version of Full Self-Driving with the same ID number then came out a few days later, changing the “Other” option to “Navigation” after numerous complaints from owners.
It appears Tesla has listened to those owners once again and has not only made it smaller and more compact, but also easier to report the issues than previously.
The new menu is now embedded within the request for a Voice Memo from Tesla, and does not block the entire screen, as the second rollout of the menu was:
Thank you Tesla! The new intervention screen is much better! @Tesla_AI pic.twitter.com/1lea9G27N1
— Dirty Tesla (@DirtyTesLa) May 1, 2026
There will likely be one additional revision to the Interventions Menu, as we have coined it here at Teslarati.
Unfortunately, at times, there are no reasons for an intervention at all, but the menu does not give an option to simply disregard the reporting and forces the driver to choose one of the options. We, as well as other notable Tesla influencers, indicated that there is not always a reason for an intervention.
For example, I choose to back into my parking spot in my neighborhood at least some of the time for the reason of charging. I usually hit “Preference” for this, but it sends a false positive to Tesla that there was a reason I took over that I was unhappy with.
Tesla begins probing owners on FSD’s navigation errors with small but mighty change
Instead, I’m simply performing a maneuver that is not yet available to us. When Tesla allows drivers to choose the orientation at which their car enters a parking spot, I and many others won’t have to deal with this menu.
Others are still skeptical that it will help resolve any issues whatsoever and prefer to disregard the menu altogether. It does seem as if Tesla will issue another revision in the coming days to allow this to happen.
Lifestyle
California hits Tesla Cybercab and Robotaxi driverless cars with new law
California just gave police power to ticket driverless cars, including Tesla’s Cybercab fleet.
California DMV formally adopted new rules on April 29, 2026 that allow law enforcement to issue “notices of noncompliance”, or in other words ticket autonomous vehicle companies when their cars commit moving violations. The rules take effect July 1, 2026 and officially closes a regulatory gap that previously let driverless cars operate on public roads with nearly no traffic enforcement consequences.
Until now, state traffic laws only applied to human “drivers,” which meant that when no person was behind the wheel, police had no mechanism to issue a ticket. Officers were limited to citing driverless vehicles for parking violations only. A well-known example came in September 2025, when a San Bruno officer watched a Waymo robotaxi execute an illegal U-turn and could do nothing but notify the company.
Under the new framework, when an officer observes a violation, the autonomous vehicle company is effectively treated as the driver. Companies must report each incident to the DMV within 72 hours, or 24 hours if a collision is involved. Repeated violations can result in fleet size restrictions, operational suspensions, or full permit revocation. Local officials also gained new authority to geofence driverless vehicles out of active emergency zones within two minutes and require a live emergency response line answered within 30 seconds.
Tesla Cybercab ramps Robotaxi public street testing as vehicle enters mass production queue
California’s new enforcement rules arrive at a pivotal moment for Tesla. The company is ramping Cybercab production at Giga Texas toward hundreds of units per week, targeting at least 2 million units annually at full capacity, while simultaneously pushing to expand its Robotaxi service to dozens of U.S. cities by end of 2026. Unsupervised FSD for consumer vehicles is currently targeted for Q4 2026, and when it arrives, Tesla’s fleet may not have a human to absorb legal accountability, under the July 1 rules.
Tesla has confirmed plans to expand its Robotaxi service to seven new cities in the first half of 2026, including Dallas, Houston, Phoenix, Miami, Orlando, Tampa, and Las Vegas, with the service already running without safety drivers in Austin. Musk has said he expects robotaxis to cover between a quarter and half of the United States by end of year.
Tesla Semi gets new product launch as mass manufacturing hits Plaid Mode
Tesla revises new Intervention Reporting system with Full Self-Driving
