Herein you’ll find articles on a very wide variety of topics about technology in the consumer space (mostly) and items of personal interest to me. I have also participated in and created several podcasts most notably Pragmatic and Causality and all of my podcasts can be found at The Engineered Network.
I’ve been closely watching Tesla since their original collaboration with Lotus in the 2010 Tesla Roadster. In Australia, Tesla didn’t open a store until December, 2014 and the Model S started at about $100k at the time with only 2 Superchargers, both in the Sydney area and of no use to me in Brisbane.
Mind you, money stopped me anyway and so I drove my 2012 Honda Jazz somewhat grumpily and waited. (Sorry Jazz…you’re a pretty solid car and have served me well…) My company was increasingly supportive of Electric Vehicles and had obtained a Nissan Leaf for each of their major office locations, and Brisbane was one of them. So in June 2016 I booked the company Leaf and took it for a drive home and back to the office again as a test run - could a Leaf be in my future?
Certainly it was much more affordable and it was fun to drive but when the round trip between the Brisbane CBD and my home took me down to only 12km of range remaining, I decided that it was too short on range to meet my needs once the battery would ultimately degrade with long term use.
Again, I grumbled and watched Tesla from afar. The Model S was a hit, and was followed by the Model X with it’s technical problems (those Falcon Wing doors…really?) and finally the Model 3. Tesla had opened their first store in Brisbane in mid-2017 but it wasn’t until the end of 2018 that the Model 3 was available to be viewed - and then it was the Left-Hand Drive model and wasn’t allowed to be driven in Australia at that point - so no test drives were permitted.
Despite that I couldn’t contain myself any longer and took my sons with me to the Tesla dealership and test “sat” in the S, the X and the 3 - even if the steering wheel of the Model 3 was on the other side! It cemented in my mind that whilst the X was the family favourite its price made it perpetually out of my reach, but the 3 was the far nicer vehicle inside. Cleaner, simpler and helpfully it was also the cheapest!
And so my heart was set on the Model 3, but with two other car loans still in play, I had to wait just a little bit longer. A few of my friends had received their Model 3 locally in 2019 and Tesla now had test drives available, but on advice from the only Model S owner I knew I refrained and didn’t test drive a Model 3 out of fear that it would only make me want one even more…
He wasn’t wrong…
Fast-forward to 2021 and now with my eldest child having a drivers licence, we needed a third car and with both existing cars now paid out, I was finally able to seriously look at the Model 3. I test drove a Standard Range Plus with FSD installed on the 1st of September, 2021. I was allowed to drive it for 45 minutes and fell in love with it on the drive. The budget couldn’t stretch to the Performance or Long Range models, FSD was out of the question too, but might be enough to get the White Interior (I loved the look and feel of it) as well as the lovely Red paint. I’d been wanting a Red car for 20 years. (That’s another story)
My daughter was in her final year of High School and like many of her friends they were starting to organise their Grade 12 formal…dresses, make-up, hair and of course, the “car” that would drop them off. My wife and daughter were very excited about the possibility of dropping her at the formal in a shiny new, Red Tesla Model 3 and after my test drive we saw the website reporting 1-4 weeks expected delivery, and decided that given how well it drove and it would be easily delivered within the 11 weeks I needed to make the formal, that I placed my order the night of the test drive. Two birds with one stone…as they say.
Back to the Tesla Bit
Finance was approved within a day and the Tesla app and website changed from 1-4 weeks expected delivery, to showing “We’re preparing your Invoice.” On the 17th the App changed from its blank entries to listing the 8 instructional videos. There was no doubt I’d entered the infamous Tesla Reservation Black Hole. I’d read about it, but when you’ve been excited about owning an EV, specifically a Tesla and most recently the Model 3, it was approaching 10 years of mounting anticipation. I thought it was supposed to get easier when you got older to deal with this sort of thing, but apparently it really hasn’t. So had begun what I thought would only be a few weeks wait. How wrong I was…
The Tesla representative I was assigned was not the best communicator. He didn’t return several of my calls and I originally had called once each week to see if there was an update, but on week three his tone made it clear that so far as checking on updates for where my car was, in his words…he “wouldn’t be doing that.” Realising that I was becoming “that guy” I decided there was no point in pressing and instead returned to habitually reloading the website and the app in the hopes of a change of status.
3 weeks. Still nothing.
4 weeks. Still nothing.
5 weeks. Still nothing, although my electrician had mounted the wall charger and completed the 3-phase power upgrade, but the charger still wasn’t wired in. Didn’t matter - no car to plug it in to…yet!
6 weeks, still nothing, though my electrician finished the wiring for the HPWC so that was some kind of progress, but still no car to plug it in to.
Time Out for a Second
It’s worth noting that the website claimed a 1-4 week wait when I ordered, and a 1-3 week wait on the 2nd week of September.
It wasn’t a performance model or a long range either. Then I came across a growing list of videos from other Australian recent Model 3 buyers reporting that the website time estimates were essentially complete fiction. It was never up to date…even when the notification came through on their phone saying their delivery was ready, payment had been received and their delivery appointment was set, it didn’t always show up on the website.
Additionally I learned that even once a Tesla hits the shores in Oz, it still takes 2-3 weeks before you’re able to even pick it up hence when the site indicates 1-4 weeks, it means it will be 1-4 weeks before you actually get the chance to book a time to pick it up - not actually pick it up. So realistically even if I got a message saying I can book a pick up time, it will be another 2-3 weeks before I can actually pick it up. (Yay) So at this point it’s looking more likely that I’ll get the car late October, or the first week of November which would be just in time for the formal.
You might forgive me (or not) for my rant as an impatient child to an extent, to which I see that side. Then again I was also feeling the pressure of living up to the promise I thought was safe to make to my daughter based on conversations with the Tesla representative and the Tesla website. I also knew, even then, that there were those that reserved a Model 3 multiple YEARS before their Model 3 was even delivered. Although that was for a vehicle that wasn’t shipping to anyone, anywhere, when they placed a reservation.
I suspect (and likely will never know) that the problem I created for myself inadvertently was choosing an entry level Model 3 with a White Interior and Red Paint. Truth is that if you are REALLY strapped for cash, you’re likely to order the fully entry level, White paint, Black Interior, stock-standard Model 3 Standard Range Plus - for which I believe that the order time might even have genuinely been 1-4 weeks. Even if you ordered a Long Range or Performance model, with standard colours, you’d probably get one sooner as these are higher margin and Tesla have been known for prioritising higher margin vehicles.
Designing The Website
I think about how I would have developed the website and if it was possible to separate the quantity of ordered combinations by exterior and interior colours then I would. However to test my theory I tweaked the colours, both interior and exterior and sure enough the delivery estimates NEVER changed. Knowing that Tesla don’t generally make your car to order in a manner of speaking, they seem to batch them in every combination based in part on the prior quarters order demand, it’s clear that I just didn’t pick a popular combination and that Tesla don’t break down their supply/demand by every combination. Hence their website delivery estimates aren’t based on anything other than the base model and don’t account for options and any delays they might therefore incur.
Back to waiting I guess, though by the 5th week I’d just given up on the website now knowing it was effectively full of sh!t.
Tracking “Ship"ments Literally
Running low on whatever patience I had left, I was interested to find some articles linked on Reddit and a Twitter account called @vedaprime that claimed to track Teslas as they moved around the world, including to Australia. Unfortunately his “service” used the VIN number that was often associated with orders in the past when shipments came from the USA, however from China he indicated the VIN wasn’t as reliably extracted from the website as it had been in the past. I did learn a few interesting things though.
As of the time of publishing this article, Tesla ship all Model 3 Standard Range Plus models from Shanghai to Australia on a limited number of vehicle carrier ships most commonly on the primary route: Shanghai–>Brisbane–>Port Kembla (near Sydney). Despite Tesla having sales and delivery centers in Queensland (in Brisbane too) they do ALL of their inbound Quality Assurance (QA) in Port Kembla.
Once coming off the ship at Port Kembla, each car needs to be inspected and once it passes quarantine, customs and QA inspections, it waits its turn at AutoNexus for a car-transporter (semi-trailer connected to a prime mover aka a big truck) bound for Brisbane. The ships dock in several ports but only unload Teslas in southern NSW for the East Coast and Tasmania, and Brisbane isn’t as large a market as Sydney or Melbourne so gets less transporter trucks as a result.
Matching the VIN then progresses down the list of the first Reservation Number (RN) to match the configuration, then it’s attached to the RN, and assigned to the buyer. The whole process can take 1-2 weeks to QA all of the cars coming in from the docks with shipment sizes varying from a few hundred to well over a thousand - that’s a lot of cars to QA! Once the VIN is matched, then if Mr VedaPrime can find it, he can track the vehicle, but by then it should be imminently on its way to the buyer.
So I began searching for ships that fit the criteria. Using VedaPrime’s last 12 months of public shipping notifications on Twitter, I narrowed down the search to ships that had left Shanghai bound from Brisbane and eventually Port Kembla, and finally came across one that fit - the Morning Crystal. Departed Shanghai on the 26th of September, due to arrive in Brisbane on the 7th of October, then in Port Kembla most likely 9th of October. Assuming a 1-2 week QA delay then a 1 week delivery to Brisbane, the most likely date for a delivery would be the last week of October, about 9 weeks after placing an order but still within my 11 week limit.
Well then…I guess that means I’ll keep waiting then. Of course that assumed that my vehicle was on that ship. If it wasn’t, there were no current alternate candidates for at least another 2 weeks, possibly more.
Back to the story
7 weeks…still nothing. The first ship that I had my hopes pinned on (Morning Crystal) came and went without a word and the site now reported a 2–5 week delivery delay. The next candidate ship was the Passama, on the 19th of October in Port Kembla, but it also came and went without any Teslas aboard. I did however receive a call from Tesla, but from a different salesperson, informing me that my previous salesperson was no longer working for Tesla and he was taking over from him. Okay then. Great.
8 weeks and finally something changed on the website - there was now an estimated delivery date range of between 17th November to 1st December, 2021 and the VIN was now embedded in the Website HTML. A few days later and my final invoice notification arrived by EMail at 7am, though didn’t appear on the website until later that day. As I was financing my car it was advised I would get forms to sign shortly, and I did mid-morning. Submitted them and…back to waiting again.
At this point I chose to join VedaPrime’s Patron and Discord group as I had a VIN now, and he claimed he could track it, or would do his best to do so. I’d reached the limit of what I could discern easily with my own knowledge and investigation on the public internet and Lord Veda (a nickname given to him by a popular Tesla YouTuber) clearly knew much more than I did about Tesla order tracking.
Now I’d seen suggestions about Tokyo Car and Morning Clara as potential candidate ships that could be carrying my Model 3. Tokyo Car was docked in Noumea, bound for Auckland then to Port Kembla (due 6th November) and Morning Clara was still in Shanghai, due to arrive on the 19th of November. So…back to waiting some more.
9 weeks…and my app and website began showing an estimated delivery schedule of between the 7th and 21st of November. There was mounting evidence that my car was in fact on the Toyko Car ship. With the 7th of November coming and going, I called my new Tesla representative to see if he had more information, and he didn’t. Of course. I’d given up calling Tesla about anything at this point. At this stage I’d called them five times in total following the order. They were generally unwilling or unable to help anyway, so there was no point in bothering them. I was learning far more from the VedaPrime Discord than from Tesla themselves.
10 weeks…and my app narrowed the dates down to between the 11th and 20th of November. Okay. We were cutting this really close. The morning of Friday the 19th of November was my latest possible chance if I was going to make the formal.
Then on the 11th of November, the text I had been waiting for arrived: and I was offered the choice of a Delivery appointment at either 10:00am, 1:00pm or 3:00pm on Monday the 22nd or Tuesday the 23rd of November. My youngest son had a school awards ceremony I would not miss which wrote off Monday almost entirely (not to mention an afternoon of meetings I couldn’t skip) leaving Tuesday morning as my sole option - so I booked 10am Tuesday as my pick up date.
My car had in fact, been on the ship Tokyo Car and was now landed in Australia. Hooray…of a sort because unfortunately…
It was over
So much for having that car for the formal. I reached out to Tesla, one last time, and left a message to which they texted back they would let me know if it could be delivered sooner but it was no use. They wouldn’t.
During the 11th week the finance finally cleared, funds cleared and on Friday that week as I was picking up my kids from school the call came in from the Tesla delivery center - we were good to go for Tuesday. I also received an Email and replied to that Email asking if Tesla could pick me up from the nearest train station but never got a response.
Why did I ask that?
I knew that on Tuesday morning at 10am, I had no convenient way of getting to the delivery center as my eldest daughter was away at schoolies all week, my wife was working, my mother no longer drives, my sister was working as were my friends in various locations, all too far away. So it was either public transport or a Taxi/Uber. Unfortunately for me I chose to live in the middle of nowhere, meaning the cheapest Uber would cost me $120 AUD one-way. The cheapest Taxi would be closer to $190 AUD. The Tesla home delivery option requires you to live over 250km from the nearest dealership so I didn’t qualify for that either. The closest a train got me was still a 45 minute walk and the bus connections to the trains were terrible. So it was going to be a combination of Train + Taxi in the end. Oh well…what can you do?
Pick-up Day…at LONG last
Tesla’s showroom in Brisbane is in the classy end of Fortitude Valley (yes, there is a classy end you Valley-haters…) near other dealerships like Porsche, Ferrari, Lamborghini and many others. Space is at a premium though and as such they will show you the cars at the showroom, you pick up test drives from there and they do have some limited servicing facilities, but their delivery center is far from the CBD of Brisbane.
It’s located in a somewhat run-down steel warehouse with a chipped concrete floor with a corrugated iron roof held up by exposed girders. A quintessential warehouse. The only way you know it’s a Tesla delivery center from the outside is a lone rectangular black sign partly obscured by trees along the roadside. The bigger issue was it was in Hendra and the nearest train station was a decent walk away.
A Lone Sign lets you know it’s the Delivery Center
That morning it was raining and so I decided to suck it up, take the train as close as I could and then get a Taxi from there - I don’t like using Uber on principle. (That’s another story)
When I got to Northgate the rain had stopped and looking at the rain pattern on the radar I estimated I had about 60 minutes before the next wave of rain hit so I decided to save my Taxi money (about $45 from there) and walked to Hendra instead.
To be honest, it really was quite a pleasant walk in the end. (Maybe I was too excited about the destination to care at that point?)
I arrived 45 minutes before the scheduled time and apologised for being early. Lord Veda had highly recommended getting there early so I think that was good advice.
In Front of the Delivery Center
I was greeted by a very pleasant ex-Apple employee who now worked for Tesla and said: “You must be John! Yours is the only Red one going out today and it’s lucky because I literally just finished setting up your car.” I’d already spotted it, as I figured out the number plate from the Qld Transport site the previous day by searching the VIN.
Mine was the Red one in the far back right of this photo
Some photos, set up and giggling to myself later and I was off. Not before she insisted on taking a photo of me with the car and waving me off. As I was leaving it was 9:45am and still no other owners had shown up. I had quite literally…beaten the rush.
United with my car at last!
I drove to Scarborough and my old favourite spot on Queens Beach where I once took photos of my car 20 years earlier and took some photos in about the same spot…then went home. Later in the day I picked up my kids from swimming and that’s pretty much it.
I finally had my dream EV.
The Minor Details
There are a few things I wasn’t 100% clear on until the delivery day. Firstly, you do get the UMC Gen-2 Mobile Charger with the two tails (10A and 15A) which is a single phase unit, delivering a maximum of 3.5kW. The Model 3 also came with cloth floor mats, and a 128GB USB Thumb Drive in the glovebox for sentry mode and other things. It did NOT come with a Mennekes Type 2 cable for connecting to BYO cable charging points which was disappointing and it didn’t come with a Tyre Repair kit. I was aware that Tesla’s don’t have a spare tyre so had pre-purchased a repair kit when I bought my HWPC.
In 2019 in Australia, all new Teslas came with a HPWC as well, but that was long since un-bundled. The car also comes with a free month of Premium Connectivity after which it’s $9.95 AUD/month, which I’ll be keeping after the free month ends.
My original sales assistant incorrectly informed me it didn’t come with car mats, so I ordered some. Now I needed to return them. Oh well. I’ll also need a Type 2 cable - there are too many of those chargers around to NOT have one of those in the boot, just in case.
Tesla are constantly tweaking their cars - from the motor to the battery to software and even the occasional luggage hook or seal. They don’t wait for model years most of the time and so it becomes an interesting lottery of sorts and they get themselves caught in knots a bit when they advertise something on the website but then they change it after you order it and it’s built to a different standard. In the Tesla fan-lingo they call those the “Unicorns”.
When I ordered mine the website stated: 508klm Range WLTP, 225kph Top Speed, 5.6s 0-100kph time. The current website however now says: 491klm Range WLTP, 225kph Top Speed, 6.1s 0-100kph time and to add more confusion the compliance sticker adds: 556klm Range.
What had happened is Tesla increased the size of the LFP battery pack mid-cycle from 55kWh to 60kWh (usable). At the same time Tesla changed the motor to one that was slightly less powerful, though it’s unclear why…it was likely due to either efficiency or cost reduction reasons. We may never know. The motor change though didn’t happen until late October which approximately coincided with the website specification change. This meant that there were three builds that had the more powerful motor but also had a larger battery.
The VIN ranges where this happened were those within my build range hence my vehicle is one of a few hundred Unicorn SR+ models. Lucky me?
Conclusion: Order to Delivery Day
The final time from Test Drive and Order to pick up was 11 weeks and 6 days, 8 days shy of three months. Others that received their cars a week before me, some had ordered in early October and only waited 6 weeks from order to pick-up. In one of those “there’s no way I could have known at the time” situations, I’d just ordered at the beginning of a build cycle for Q4 2021, I’d ordered a low-demand combination as well, so I had to wait the longest of almost everyone in my production batch of cars. Oh well…I have it now…so these three months can now be a fading memory…
My obsessing over a new car like this is something I’ve never done before. I’ve been trying to figure out why this was so different to my other experiences. Options include: I’m getting less patient and/or more entitled in my old age; The ordering process was more akin to ordering a tech product from Apple’s online store than any car purchase I’d ever experienced; or the information provided by the manufacturer was in fact worse, than having no information at all.
I honestly don’t think I’m getting less patient with age…more entitled though? Maybe. I think the difference is the contrast with a traditional car purchase. Traditionally sales people from Toyota, Mitsubishi, Honda and Subaru, were well versed with delivery times, standard delays and set realistic expectations up front or at least they certainly presented the situation more honestly than Tesla did.
Tesla appeared to be up-front in their estimates via their website, but it was fundamentally misleading and their sales people were generally unhelpful. Perhaps it was because the Tesla inventory system was not optimised to provide accurate information by specific build sub-types, production batches and such, to enable sales staff and customers to set realistic expectations. Either way it was exceedingly frustrating and had Tesla indicated up front I mightn’t have the car until late November, I would have made other arrangements for my daughters formal and let it be.
Conclusion: Delivery Day
The delivery experience was, quite frankly, the worst of any car purchase I’ve ever had in most respects…but it’s a subtle thing.
I’ve spoken with other owners that had a basic 10 minute run-down of pairing their phone and being shown the basics and shoved “out the door” so to speak. For me, I’d arrived early and they were busy getting everything ready for everyone else, so that’s on me, but if not for that it would have been 10 minutes, got it, great, now out you get, on to the next customer.
Also, when you put down a significant amount of money for your dream car and you show up to a dodgy-looking warehouse that’s hard to get to and treated a bit like a number, dealing with four different people from start to finish, it feels unprofessional and you feel like you don’t matter very much - you’re an imposition not a customer.
Tesla have a LOT to learn from existing car purchasing experiences from pretty much every other manufacturer.
There’s some nice Electric Vehicles in this bunch of warehouses…seriously!
The front door is down a dodgy laneway and isn’t signed anywhere
I’ve bought Honda, Subaru, Toyota and Mitsubishi between multiple countries and having a common point of contact from start to finish was consistent throughout. They all spent significant time with me or my wife walking us through every feature of the vehicle and were all in nicely presented showrooms when we picked them up. And yes, they even had a tacky red bow on the bonnet, because, why not? It’s not every day you buy a car. So why shouldn’t you make that a special experience for the buyer?
Maybe the problem is the model of existing dealers and the profit they need to make over the car’s actual price, requiring more salespeople, service departments and larger parcels of real-estate to house it all. If you are to believe the Tesla approach of being leaner, minimal up-sells, less salespeople and smaller showrooms, well then I should be getting more car for my dollar. Maybe I am? It’s hard to be sure. Or maybe it’s that Tesla have pushed their own leaner sales-model too far and the best experience lays somewhere in-between.
Tesla are finally making a lot of money after nearly going bankrupt in 2018. Maybe Tesla should reinvest some of that into customer service.
Conclusion: Lord Veda’s Patreon
I witnessed VedaPrimes Patreon start at $170 AUD/month and then rocket to $1,700 AUD/month over the two months I was a Patron. Unlike TEN though, once people have their cars they tend to drop off, so it varies significantly from month to month. In the end he was unable to find my VIN at any stage in the process. My car was transported on a smaller carrier and slipped past his radar. Either way though the value for me wasn’t the VIN tracking - it was the Discord.
In the Discord I met a lot of people that were hopefuls like me. We shared our frustrations, our knowledge of charging, 3rd party apps, tips and tricks and of course, talked about Charlie the Unicorn in relation to naming our new cars…when they actually arrived. It was a blast actually and without people sharing the hundreds of tidbits of information, from different Tesla salespeople, known VINs and such, I suspect Veda wouldn’t be able to paint as meaningful a picture for the broader group. In essence, the groups collective knowledge is a huge part of the VedaPrime services' value.
That said I now have to bow out of the group at this point and am grateful for the friendships and discussions we had during our long wait for our vehicles to arrive.
My advice for anyone buying a Tesla:
- Don’t trust the website about delivery times
- Don’t believe a word the salespeople tell you about when it’s arriving until you’ve had a booking text message
- Teach yourself how to use the car through the videos because Tesla don’t want to spend their time teaching you on delivery day.
Despite these things, there’s one thing Tesla have going for them that might make you forgive all of that.
They make some of the best cars in the world.
And I love mine already.
This post was written as I went and has taken three months to finish. I know it’s a bit long, but it captures all the threads I pulled, all the investigations I did as well as the final result. If nothing else it’s a point of reference for anyone interested in what ordering a Model 3 in Australia was like in 2021.
My daughter went to the formal in a Mitsubishi Eclipse Cross Aspire PHEV. It was also Red. She was happy with that and returned safely from Schoolies having had a great time.
I did NOT call my Tesla “Charlie”. Sorry Discord gang. I just couldn’t…
I’ve been enjoying my 2013 Mac Pro immensly and wrote about it here five months ago, with the thought that someday:
"…I can upgrade the SSD with a Sintech adaptor and a 2TB NVMe stick for $340 AUD…"
Last week I did exactly that. Using the amazing SuperDuper! I cloned my existing Apple SSD (SM0256F) 256GB SSD to a spare 500GB USB 3.0 external SSD I had left over from my recent Raspiblitz SSD upgrade. With that done I acquired a Crucial P1 M.2 2280 NVMe SSD for a good price from UMart for $269 with $28 for the Sintech Adaptor for a total upgrade cost of $297 AUD.
Shutting down and powering off, unlocking the cover and lifting it off reveals the SSD waiting to be upgraded:
Then using a Torx T8 bit, remove the holding screw at the top of the SSD and pulling the SSD ever to slightly towards you then wriggle it side to side, holding it at the top and the SSD should come away. Be warned: the Heatsink makes it heavier than you think, so don’t drop it! The Mac Pro now appears very bare down there:
Next we take the Sintech adaptor and gently slide that into the Apple Custom SSD socket, converting the socket to a standard M.2 NVMe slot. Make sure you push it down until it’s fully inserted - the hole should be clearly visible in the top notch. It should fit perfectly flush with that holding screw.
The M.2 NVMe then slots into the Sintech adaptor but it sticks out at an odd angle you can see below. This is normal:
Finally we re-secure the 2TB SSD and Sintech adaptor with the Torx screw and we’re fitted ready to replace the lid.
Once we’ve booted back up again I booted to my SuperDuper clone (holding the Option key on boot), then did a fresh install of Monterey. With some basic apps loaded it was time to test, and the results are striking to say the least - beyond the fact I now have 2TB of SSD but the speeds:
|Drive Size||Read Speed||Write Speed|
You do notice the improvement in performance in day to day tasks although I think when I retested this compared to five months ago, my 5GB file test was up against about 20GB of spare space on the 256GB SSD at that time, which impacted the write testing as it worked around available blocks on the drive.
A final note about the SSD regarding the heatsink. The Apple SSD heatsink is heavily bonded to the drive and is extremely difficult to remove. There’s no question that the SSD would benefit from fitting a heatsink to it, however the amount of heat dissipation in the NVMe drive relative to the GPUs and CPU is small in comparison. In my testing I couldn’t see a significant temperature change under heavy load, with it rising less than 10 degrees Celcius from Idle to maximum.
In summary it’s an upgrade I’ve long wanted to do as I was getting sick of swapping out larger files to the NAS and a USB drive. Now I have lots of high speed access storage space for editing photos and videos. Now…how’s my memory pressure going…
I’ve been running my own node now for nearly 9 months and when it was built, the build documentation recommended a 512GB SSD. At the time I had one laying around so I used it, but honestly I knew this day was coming as I watched the free space get eaten up by the blockchain growth over time. I’m also not alone in this either with forums filled with comments about needing to upgrade their storage as well.
The blockchain will only get bigger, not smaller and fortunately the cost of storage is also dropping: the 500GB drive cost about $300 AUD six years ago, and the 1TB same brand similar model today cost only $184 AUD. In future upgrading to a 2TB SSD will probably cost $100 or less in another five years or so time.
This update is going to take a few hours, so during that time obviously your node will be offline. It can’t be helped.
- If possible, use nothing but the RaspiBlitz hardware and Pi 4 USB ports (SPOILER: Not so good it seems…)
- Minimal Risk to the existing SSD to allow an easy rollback if I needed it
- Document the process to help others
- Shutdown all services currently running on the RaspiBlitz
Extracted from the XXshutdown.sh script in the Admin Root Folder:
sudo systemctl stop electrs 2>/dev/null sudo systemctl stop lnd 2>/dev/null sudo -u bitcoin bitcoin-cli stop 2>/dev/null sleep 10 sudo systemctl stop bitcoind 2>/dev/null sleep 3 [Only use this if you're using BTRFS]: sudo btrfs scrub start /mnt/hdd/ sync
- Connect and confirm your shiny new drive
The following is a list of all of the mounted drives and partitions: (not in listed order)
- sda1: BLOCKCHAIN Is the existing in-use SSD for storing the configuration and blockchain data. That’s the one we want to clone.
- sdb1: BLITZBACKUP Is my trusty mini-USB channel backup drive. Some people won’t have this, but really should!
- sdc1: Samsung_T5 Is my new SSD with the default drive label.
- mmcblk0: mmc = Micro-Memory Card - aka the MicroSD card that the RaspiBlitz software image is installed on. It has two partitions, P1 and P2.
- mmcblk0p1: Partition 1 of the MicroSD card - used for the boot partition. Better leave this alone.
- mmcblk0p2: Partition 2 of the MicroSD card - used for the root filesystem. We’ll also leave this alone…
If you want more verbose information you can also try:
sudo fdisk --list
- Clone the existing drive to the new drive:
There’s a few ways to do this, but I think using the dd utility is the best option as it will copy absolutely everything from one drive to the other. Make sure you specify a bigger blocksize - the default of 512bytes is horrifically slow, so I used 64k for mine.
sudo dd if=/dev/sda1 of=/dev/sdc1 bs=64k status=progress
In my case, I had a nearly full 500GB SSD to clone, so even though USB3.0 is quick and SSDs are quick, this was always going to take a while. For me it took about three hours but I finally got this error:
dd: writing to '/dev/sdc': Input/output error 416398841+0 records in 416398840+0 records out 213196206080 bytes (213 GB, 199 GiB) copied, 10896.5 s, 19.6 MB/s
Thinking about it, the most likely cause was a dip in power on the Raspiblitz. The tiny little device was trying to drive three USB drives and most likely there was a momentary power dip driving them all, and that was all it took to fail.
Research online suggested it would be much more reliable to use a Linux distro to do this properly. I had no machines with a host-installed Linux OS on it, so instead I needed to spin up my Virtual Box Ubuntu 19.04 VM.
It was safe enough to power off the RaspiBlitz at this point, so I do that then disconnect both drives from the Pi, then connected them to the PC.
To get VirtualBox to identify the drives I needed to enable USB 3.0 and then add the two drives to the USB filter, reboot the VM and then ran the above but now under Virtual Box.
499975847936 bytes (500 GB, 466 GiB) copied, 4783 s, 105 MB/s 7630219+1 records in 7630219+1 records out 500054069760 bytes (500 GB, 466 GiB) copied, 4784.58 s, 105 MB/s
This time it completed with the above output after about 1 hour and 20 minutes. Much better!
If you want to confirm all went well:
sudo diff -rq sda1 sdc1
An FDISK check now yields this error:
GPT PMBR size mismatch (976773167 != 1953525167) will be corrected by write. The backup GPT table is not on the end of the device. This problem will be corrected by write.
- Resizing the new drive Step 1
In my case I started with a 500GB drive and I moved to a 1TB drive. Obviously you can use whatever size drive you like (presumably bigger) but to utilise that additional space, you’ll need to resize it after you clone it.
sudo gdisk /dev/sdb x (Expert Menus) e (Move GPT Table to end of the disk) m (Main Menus) w (Write and Exit) Y (Yes - do this)
All this does is shift the GPT table away from the current position in the middle of the disk to the end - without doing this you can’t resize it.
- Resizing the new drive Step 2
There’s a few ways to do this step, but in Ubuntu there’s a nice GUI tool that makes it really simple. Starting from the Ubuntu desktop install GParted from the Ubuntu Software library, then open it.
Noting the maximum size and leaving the preceding space alone, I adjusted the New size entry to 953,838 leaving 0 free space following. Select Resize/Move then Apply all operations (Green Tick in the top corner) and we’re done.
- Move the new drive back to the RaspiBlitz and power it on.
Hopefully it starts up and works fine. :)
I left this far too long and far too late. Much later than I should have. My volume was reporting only 3GB free space and 100% utilisation which is obviously not the right approach. I’d suggest people think about doing this when they hit 10% remaining and not much more than that.
The Bitcoin/Lightning also hammers your SSD, shortening its life so swapping out for an identically sized drive would follow all steps except 4 & 5 and should work fine as well.
Whilst this whole exercise had my node offline for 36 hours end to end, there were life distractions, sleep and a learning curve inbetween. It should really only take about 2-3 hours for a similar sized drive.
It’s been five months since then. I’ve learned a lot and frankly the number of websites that actually provide information on how to manage your Lightning Node have a lot of assumed knowledge. So I’d like to share how I manage my node lately with a few things I learned along the way that will hopefully make things easier for others to avoid the mistakes I made.
The latest version of RaspiBlitz incorporates the lovely Lightning Terminal which incorporates Loop, Pool and Faraday into a simple web interface. So we’ll need that installed before we go further. Log into your Raspiblitz via Terminal and when you’re in the web interface, enable both of the below if you haven’t already:
- (SERVICES) LIT (loop, pool, faraday)
- (SERVICES) RTL Web interface
Install LIT from the Additional Services Menu
You should see LIT in the User Interface Main Menu Now
Lightning Terminal note the port and your IP Address to Log in
When you start adding funds to your node, if you don’t live in the USA, you’re not big on options. In the USA, you can use Strike but otherwise there aren’t any direct Fiat–>Lightning services I’ve found to date. That’s okay but to set up your node you’ll need to buy BitCoin and face the on-chain transaction fee.
The best option I have found is MoonPay and you simply select BTC, (you can change the Default Currency through the Hamburger menu on the top-right if you like), select the value in your Fiat Currency of choice or BitCoin amount, then after you continue, enter your BitCoin/Lightning Node’s BitCoin address (NOT the Lightning Address please…) and then your EMail. Following the verification EMail, enter your payment details and it will process the transaction and your BitCoin shows up.
Previously I’ve used apps that use MoonPay integration like BlueWallet and Breez, but that’s a problem because if you do buy BitCoin, it ends up on your mobile device’s BitCoin Wallet and it’s stuck. You need to then do another on-chain transaction which will cost you more in fees. By using MoonPay directly to your own node’s BitCoin address, you only have to deal with that once.
FYI: A $50 AUD transaction cost me $8.12 AUD in fees, though this is essentially flat so doubling that to $100 AUD and you’re up for $8.14 AUD in fees therefore if you’re setting up a node for the first time, be aware it makes sense to add as much as you can manage to get started. More about that later.
Another FYI: MoonPay has a KYC (Know Your Customer) cut-off value and this is the equivalent of $118USD (0.00271BTC at time of publishing) which requires Identification before they’ll process the transaction. If you’re concerned about this, then you can make multiple transactions but that’ll obviously cost more in fees. And about those fees, you don’t get the option to set the fee in sats/vB…more about that next.
Timing Is Everything
BitCoin isn’t like banking whereby transaction fees are fixed (mind you, Fiat transaction fees are often buried so deep you’ll never see them but believe me they’re there…) as in they don’t vary over time. (Insert joke about Fiat bank fees always going up over time, but I digress…)
BitCoin is totally different. Simplistically your fees are based on transaction backlog for the current block against the current mining fee. The more demand, the bigger backlog, the higher the fees. This is a simplification, but the details are quite dry but feel free to read up if you care.
Fees are typically referred to in sats/vB (Satoshis per virtual-Byte) which you can read about here and the differences between bytes and virtual bytes here. It’s a SegWit thing. Anyhow, the lower the number, the less your fees will be for your on-chain transaction.
The mechanism for setting your level of impatience for any on-chain transaction is the Fee in sats/vB. If you’re impatient then set a really high number, if you’re in no hurry then set a low number. To get an idea of the historical and current view of the fees, have a look at Mempool.space.
MemPool Shows Lots of Information About Block Transactions at a High Level
Fees are quite low at the moment so for transactions where you can set this, 1 sat/vB will see your transaction processed quite cheaply and very quickly - most likely even in the current block (10 minutes).
So Now You Have BitCoin
How does it feel now you have BitCoin on your Node? For me? Me’h - it’s a thing maybe I’m just used to it now, but you are effectively your own bank at this point. If you want to avoid losing money in on-chain fees then you need to stick to lightning transactions wherever you can where the fees are measured usually between 1 and 10 sats. BitCoin on-chain transactions all incur fees and using Lightning requires a Channel - multiple actually. To open a channel you need an on-chain transaction. To close a channel, you need an on-chain transaction. While that channel is open though, there are not on-chain fees at all.
To review - there are five transaction types people get charged on-chain fees for:
- Converting from Fiat to BitCoin
- Converting from BitCoin to Fiat
- Opening a Lightning Channel
- Closing a Lightning Channel
- A BitCoin transaction (i.e. purchasing something with BitCoin)
To be clear, these are all technically just a BitCoin on-chain transaction - it’s just the end purpose that I’m referring to.
Choose The Node, Choose The Channel Limits
There are two factors to consider when opening a channel to a new node: how well connected is it; and can I afford the minimum channel size?
A good resource to find the best connected node is 1ML but there’s a huge amount of information so finding the most relevant information isn’t always easy. In short, the best place to start is to think about where you’re intending to send sats to or to receive them from, simply because the more direct the connection to the node, the less fees and the more likely the transaction will succeed.
However there’s an issue. There’s no indication on 1ML and no other way to easily determine the minimum channel size unless you attempt to open a channel with that node first. You first need enough sats on-chain for you to initiate an open channel request, and then if that throws an error it will tell you the minimum channel size. Thus you can only really determine this by interrogating, and poking the node. (Sigh)
For two I mentioned above, I’ve done the work for you:
- BitRefill = 0.1 BTC (10M sats)
- Fold = 0.05 BTC (5M sats)
Well…I have 300k or so to play with, so I guess not.
The next best option is a node that’s connected to the one you want, which you can trace through 1ML if you have the patience.
Other factors to consider when choosing a node to open a channel with:
- Age: The longer the node has been around, the more likely it is to be around in future
- Availability: The more available it is the better. It’s annoying when sats are stuck in a channel with a node that’s offline and you can’t access them.
- TOR: In the IP Address space if you see an Onion address, then TOR accessibility might be useful if you are privacy concerned.
If it’s the first channel you open, your best bet is to pick a big, well connected node as most of these are connected to one of the Lightning Loop Nodes (More on that later).
Since we want to minimise our on-chain fees, we want to try this “Lightning” thing everyone is raving about, so we open a channel. Since we don’t want to be endlessly opening and closing channels it’s best to open the biggest channel that you can afford. In order to use Loop In and Out, you must have at least 250k sats (about $105USD at time of writing) and if you want to quickly open channels and build a node with a lot of Inbound liquidity I’d recommend starting with at least 300k or more, as we know we’ll lose some as we Loop Out and open new channels. (More on that later)
The other issue with smaller channels is that they get clogged easily. When you want to spend any sats and all you have are a bunch of small channels, if the amount you’re trying to spend requires a little bit from each channel then all it takes is for one channel to fail and the transaction will fail overall. The routing and logic continues to improve but larger channels make spending and receiving sats so much easier and keeping your node balance above 250k sats lets you use Loop.
I made the mistake early on of not investing enough when opening channels so I had lots of small channels. It was a huge pain when I was trying to move around even moderate amounts (100k sats).
Circular rebalancing is a nice feature you can use when you have two or more channels. It allows you to move local sats from the selected channel into the local sats of the destination channel - or you can think of it as receiving a sats balance increase from the other channel. The Ride The Lightning web interface is my favourite web UI for circular rebalancing.
Ride The Lightning Channels View
Rebalance a Channel Step One
Rebalance a Channel Step Two
Behind the scenes it’s simply an Invoice from one channel to another channel. It gets routed outside through other Lightning Nodes and in the example above, there are 5 hops at a cost of 1011 milli-Sats (round that down to 1 sat).
Using this method you can shuffle sats between your channels for very few sats which can be handy if you want to stack your sats in one channel, distribute your sats evenly to balance your node for routing and so on.
Balancing Your Node
There are three ways you can “balance” your node:
- Outbound Priority (Spending lots of sats)
- Inbound Priority (Receiving lots of sats)
For the longest time I was confused by the expression, “You can set up a routing node” insofar as what the hell that meant. It’s not a special “type” of node, it just means you keep all of your channels as balanced as possible - meaning your Inbound and Outbound balances are equal. Obviously to achieve a routing node it’s necessary to have 50% of the value of your channels in total in your node, otherwise it would be perfectly balanced.
Keeping in mind that “balancing” a node actually refers to the channels on that node being predominantly balanced or biased for one of the above three options. I suppose there should be a fourth option that describes my node best: “confused”.
In Lightning you can move on-chain BitCoin into a channel that you want to add Local balance to changing it to Lightning sats you can spend via Lightning. Why would you do this?
Let’s say you’ve bought some new BitCoin and it’s appeared on your node - it’s not Lightning Sats yet so you can only spend it on-chain (high fees = no good). You already have a bunch of mostly empty channels and you don’t want to open a new channel: this is when you could use Loop In.
Loop In Interface in Lightning Terminal
Loop In only works for a single channel at a time, and with the 250k minimum, that channel must have at least that many sats of available capacity for Loop In to work.
Loop works by using a special looping Node (series of Nodes probably) maintained by Lightning Labs. At this time they enforce a 250k minimum to a 6.56M maximum per loop in a transaction. The concept is simple: reduce on-chain fees by grouping multiple loop transactions together. Your transaction attracts a significantly lower fee than if you were to open a new channel with your BitCoin balance and you don’t disturb the channels you already have.
Like Looping In, Out works the other way around. It some ways it’s far more useful as you can use Looping Out to build a series of channels cyclicly (more on that shortly).
Whilst Looping In carries the same 250k minimum, Loop Out is limited to your available Local capacity, though still can not exceed 6.56M maximum per loop out a transaction.
Loop Out Interface in Lightning Terminal
Loop Out can Manually Select Specific Channels if there’s Liquidity
Loop Out of 340k sats from two channels
Loop Out showing a fee of 980 sats
Processing the Loop Out
If the Loop Out fails, you can try to rebalance your channels to put your sats into a highly connected node prior to the loop out, or you could lower the amount and try again until it succeeds. You can adjust the Confirmation Target and send it to a specific BitCoin destination if you want (if you leave that blank, it defaults to the node you’re initiating the Loop Out from which is normally what you’d do).
If you want to keep the fees as low as possible, you should set the number of block confirmations to a larger number. By default I believe it’s 9 blocks (not completely sure) which cost me 980 sats in my example, but by setting this higher it should drop the fees however I did not test enough times to confirm this myself.
Once it completes your node will report those sats now against your on-chain balance, ready for BitCoin spending directly should you wish to.
If you stack your sats into a single channel, you can also use the RTL interface, under Channels select the right-hand side drop down and select “Loop Out”. Again, a minimum 250k sats are required.
Looping Out via Ride The Lightning
Stack a Channel, Loop It Out, Open New Channel, Repeat
If you’re building your Node from scratch and you’ve started with a single channel that you opened with your initial BitCoin injection, then there’s a technique you can use to build your single channel node into a well connected node with many channels.
- Stack a Channel (Once you have 2 or more Channels)
- Loop It Out
- Open New Channel
The whole process could take multiple days to complete for multiple channels and it will consume some of your sats in the process, but you’re essentially shuffling around the same sats and re-using them to open more channels to improve your nodes connectivity.
Operating a node isn’t a full time job, but it’s also not a set and forget thing either. I had an issue with my DuckDNS not updating the dynamic address after a power outage at home. I noticed that there hadn’t been many streaming sats coming in for a week when I checked and found the error and corrected it. Another time I noticed I’d had a large number of transactions pass through my node and my channels were pegged and skewed and no routing was occurring. So I rebalanced my channels.
Sometimes I’ve had people open channels and then every balance/re-balance I attempted failed. Others open a channel and their end is highly unreliable trapping a lot of sats in the channel. When I need/want to use them I have to wait until they’re online again.
My observation has been that there are many people tinkering with BitCoin Lightning, and they tend not to put much money into it. That’s fine - I can’t really judge that since that’s how I started out. However these are the sorts of people that aren’t tending to their node, ensuring it’s online, ensuring it’s well funded and hence are most likely to have poor availability.
I originally allowed channels of only 30k sats, but have since increased this to 250k sats minimum channel size. Since doing this I’ve had less nuisance channels be opened and have had to prune far fewer channels. The message is: it’s not set and forget, in the same way your bank account isn’t either. If you care about your money, check your transactions.
I think that’s it for now. Hopefully the things I’ve learned are helpful to somebody. Whilst a lot of the above is a simplification in some dimensions, I realise I still have a lot to learn and it’s a journey. Whether you think BitCoin and Lightning are the future or just a stepping stone along the way, one thing I believe for certain: it’s a fascinating system that’s truly disrupting the financial sector in a way that hasn’t previously been possible and it’s fun to learn how it works.