"Hey — I'm Otto. I'll ride shotgun."
Talks like a friend who happens to be a race engineer.
An AI co-driver that rides with you — coaching on track, scoring your drifts, watching your engine, recording everything. We're starting with race teams, where the data is brutal and the feedback is honest, then bringing it to the street.
Race cars don't get bespoke pods. Paddock ships on quick-release mounts — cameras, box and antennas come out in minutes and move to the next car. One kit follows the driver, the chassis, or the trailer, whichever makes sense that weekend.
Between cars it lives in its transit case — black anodized aluminum, laser-etched unit number, custom foam for every component. It sits on the pit bench like the piece of race equipment it is, and the crew always knows exactly what's missing at a glance.
No chassis-specific bodywork, no fitment wait. Swap it into the spare, the test mule, or a different class car the same afternoon.
Full live coaching in the car — deltas, braking points, and traffic called out while the driver learns the track.
Live aids off, logging on. Every lap, every channel, every camera captured to the box and synced in the paddock.
Driver-vs-driver overlays in plain English. "P2 gains it all in sector two — he's flat where you lift." Minutes after the session, not that night.
Every car's trims, temps and pre-code warnings in one view. Catch the failure in the trailer, not on lap three.
Reads OEM CAN or an aftermarket race ECU stream — listen-only, always. Nothing we do can touch how the car runs.
Pricing: fleet rate per unit + one Paddock subscription for the team — quoted per program. Per-unit cost lands under the consumer kit, because there's no bespoke pod work. Limited slots for the first season.
Class-rules honest: live driver aids are prohibited in most competition classes — so Paddock runs live coaching on test days and switches to log-and-debrief for sanctioned sessions. Teams get the data either way.
Units sync the moment they hit paddock WiFi. The engineer opens a laptop and it's already there — no card readers, no per-car software, no waiting on a data guy.
Most teams are sitting on years of data doing nothing — old session logs, setup sheets, lap times from tracks you've run a dozen times. Hand it over on day one and Otto starts smart instead of starting blank.
A coaching system is only as good as what it's seen. Ours could spend a year learning from scratch — or start from your archive: every stint, every setup change, every lap at every circuit you've run. Import it once and the coach shows up already fluent in your cars, your drivers, and your tracks.
Old session logs (MoTeC, AiM, RaceBox, CSV — whatever you have), setup sheets, tyre and fuel notes, historic lap and sector times, driver rosters.
Benchmarks against your own history instead of nothing. "That's your third-best S2 ever." Setup-to-laptime correlations across seasons you never had time to analyse.
A coach fluent in your specific cars — knowing that car 41 always runs hot late in a stint, that this driver brakes early at this circuit, what your fast setup looked like last year.
Real racing data at a volume no startup starts with. It makes the coaching sharper — for you first, then for everyone after you.
Your data stays yours. You own it, you can export all of it any time, and you can delete it. Anything that improves the shared model is aggregated and stripped of identity — no team's setups, times or telemetry are ever visible to another team. That's in the agreement, not just the pitch.
Founding programs get more than a discount: the cars you run shape what the coach becomes, and the features you ask for get built first.
Not because the street product is an afterthought — because this is how you make it good.
Race engineers tell you exactly what's wrong, immediately, without being polite about it. That's the feedback loop you want before a single street car gets one.
Thousands of hard laps across multiple cars and drivers in a season. The coaching gets sharpened on real racing, not commutes.
Heat, vibration, curbs, and mechanics who baby nothing. Survive a season in the paddock and your daily is easy.
Everything learned goes into the road car — same brain, same voice, wrapped in bodywork that looks like it came with the car. Real racing tech, in your hands.
Every other device shows you a screen after the fact. Otto talks — in the moment, in plain English — and ducks under your music and calls.
Plug in a Valentine One Gen2 and the beeping stops being a puzzle. Direction, strength, real or false — spoken, in the moment. This is running live right now:
Ahead or behind, ramping or fading — you hear the shape of the threat, not just a tone. Eyes stay on the road.
The drugstore door that fires K-band every single day gets muted after a few passes. When Otto speaks up, it means something.
The corner where it's always real gets logged. Next time you get the heads-up before the detector fires.
Otto integrates a detector you own — it doesn't include one. Detector legality varies by state.
Your phone becomes the cluster — or add the dedicated OTTO Display and keep your phone in your pocket. Any gauge swaps by voice: "Otto, change the boost gauge to oil temp." And these aren't stills — click any screen to run it live.
Boost, temps, the pre-code watch. Calm, glanceable — up 95% of the time.
Live delta, sector splits, tire heat — and a coach telling you where the time went.
Real slip angle from dual-antenna GPS — not an estimate. Hold timer, combo score, live calls.
Fault memory in plain English, live sensors — and warnings before the code throws.
Every unit ships fully loaded — dual-antenna GPS and vision-grade compute are standard, not upgrades. There is no crippled base model.
The OTTO App is free — performance timing, engine health and trip history on any car, no hardware needed. Add the box and every screen gets deeper.
Fuel trims up 3 drives straight. Nothing's thrown yet — if it keeps climbing I'd look at the cyl-3 coil.
The short version. Every OTTO 1 does all of it — there's no crippled base model.
Nobody sells a factory-clean install that talks to you and is also your dashcam.
| Capability | RaceBox / AiM | Garmin Catalyst | Dashcam | OTTO |
|---|---|---|---|---|
| Real telemetry + GPS | Yes | Yes | — | Yes |
| Live voice coaching | — | Yes | — | Yes |
| Looks like it came with the car | Suction cup | Bulky pod | Wire down the glass | Built per chassis |
| Doubles as a daily dashcam | — | — | Yes | Yes |
| Engine health / pre-code warnings | — | — | — | Yes |
| Measured slip angle (drift) | — | — | — | Yes |
| Radar threat integration | — | — | — | Yes |
| Auto-edited clips for socials | — | — | — | Yes |
| Gets better after you buy it | — | — | — | Monthly OTA |
Everything here is a decision someone else would have cheaped out on.
Dual-antenna GNSS and vision-grade compute are in every single unit. There's no "pro" version that does what the marketing promised.
Pods are modeled to your car's exact pillar. Nothing universal, nothing suction-cupped, no wire down the windshield.
The CAN connection is wired listen-only. Otto reads your car and never writes to it — your tune is untouchable.
Ignition-sensed power, supercap shutdown, low-voltage cutoff. Leave it a month, the battery doesn't care.
Passive-first thermal design, true zero draw when parked, and every layer serviceable. This is the part spec sheets usually hide.
Full brain awake — vision, GNSS, logging. The finned body sheds all of it passively. No fan, no moving parts, nothing to clog or fail.
Ignition sense cuts power. The supercap finishes writes (~10 s), then the unit is truly dark. Park it for a month — zero battery drain.
Optional sentry: a tiny wake circuit listens for shock or motion and boots the cameras only when something happens. Low-voltage cutoff always protects the battery.
Power comes from the fuse box, dashcam-style: two taps and a ground bolt, nothing cut, fully reversible. OBD is data-only. And the app self-tests the install — swapped taps are detected, harmless, and fixed in a minute.
Every box ships with a 12V socket cord. Power the whole system the afternoon it arrives — drive it, fall in love, hardwire later. (Socket power skips watch mode; the app nags gently.)
The app shows a photo of your car's fuse box: "Pull F52, plug in RED." Pre-crimped taps, correct fuse format, included puller. About an hour, first time.
Not a wrench person? One button books the installer network — hardwire, pods, cable routing, done in an afternoon. $500–900 depending on the car.
The box mounts under the driver's seat — out of the sun, a hand's reach from the OBD port and the fuse box. Front pod cable drops down the A-pillar; rear pod routes along the headliner. No visible wires, anywhere.
Three parts got cheap at the same time. That's the window.
True vehicle heading used to mean motorsport-grade equipment. It's now a module you can buy — which is the entire reason real slip angle is possible at this price.
Vision inference used to need a workstation. A Jetson-class module now does continuous object tracking on 20 watts, passively cooled, in a box under a seat.
The coach only works if it talks like a person. That stopped being science fiction very recently — and it's the part every existing data logger still can't do.
A decade of tuning-community reverse engineering means supported platforms are verification work, not invention.
From a phone app to a bespoke flagship build — same brain, same Otto, growing with you. Target positioning; final pricing set after the first production run.
Buy an OTTO 1 kit and every additional dongle is $30 off — plus $5/mo per car. Mileage, health and codes on the daily, the truck, the project car. One account, one app, whole garage.
You're seeing this early on purpose. Here's exactly what's real today.
Parts chosen, thermal and power designed, install method worked out, per-chassis process defined. Not a moodboard — a build sheet.
A working logger pulling GPS and motion off a real car with 0–60 timing and full telemetry export. The rig that proves the numbers.
First pods, first box, first laps. Filmed end to end, and the footage is what you'll see next.
Performance timer and the OBD dongle ship first — so you can have Otto in your car before the flagship exists.
Which chassis gets built first is decided by who's on the list. If your car's on it, say so.
Quick-release mounting means no per-chassis wait — teams can be running before the first consumer platform exists. Limited first-season slots.
No deposit, no card. Just tell us what you drive.
The launch chassis is picked by demand, so the earliest names genuinely shape what gets built first. Founding builds are full price and first in line — what they come with is access, not a discount:
Your rate is held even as the kit gets more capable — and it will. No mid-build increases.
You talk to the person building it. Feature requests from founding cars go to the top of the list.
Founding builds get documented — the install, the first laps, the footage. Your car is part of how this launches.
Tell us the chassis. Enough interest in one car moves it to the front of the queue.
For race teams: Paddock is separate — quick-release mounts that move between cars, fleet rate per unit plus a team subscription, quoted per program. No chassis-specific bodywork means no fitment wait. Limited slots for the first season.
The first install, the first laps, and the first corner Otto ever calls — all getting filmed. If you want on the list, or you run a program worth talking to, now's the moment.
Quick-release units across your cars, fleet rate per unit plus a team subscription, quoted per program. Limited slots for the first season.
No deposit, no card. Tell us what you drive — the launch chassis is decided by who's on the list.
Built by drivers, for drivers — and answered by the person building it.
Car zero, the first installs, the first laps — it's all getting posted as it happens. Same handle everywhere.
Launch news, the platform vote, and founding-list openings. No spam — it's one person writing these.
The big moments only — car zero's first drive, orders opening, your platform winning the vote.