Performance control systems · Transmission. Driveline. Power. Engine.
A car that answers to you.
SP33D.IO builds standalone control systems for people who drive on purpose. Your hands, your feet, your rules. It started with the ZF 8HP. It does not end there.
The lineup
Four families. Same DNA.
Every SP33D.IO controller shares the same blood: honest software, hardware that fails safe, and an app that treats you like the owner. Here is where each one stands, told straight.
Driveline
Controllers that put power to the ground. Each one standalone, each one yours to tune.
8HP TCU
Full authority over the ZF 8HP, on the road in a real customer car today. More transmissions are planned. This is chapter one.
Transfer-case controller
Front-to-rear torque on your terms. Set the split per drive mode, or let it find grip on its own.
Rear differential controller
Lock the rear axle when it earns it. Per drive mode, with slip and cornering in the loop.
Power Suite
One brain and its senses. The Power Hub makes every decision; pods measure and act on a bus of our own, isolated from the car's. Boost, nitrous and engine protection stop being four boxes that have never heard of each other.
SP33D.IO Power Hub
Boost control is built in. Not a pod, not an add-on: single or twin solenoids driven by the hub itself, with boost by gear, per drive mode, launch and scramble, and the wheel buttons you map yourself.
It taps the car’s own CAN bus for revs, gear, throttle, wheel speeds and temperatures, with no duplicate sensors. It carries a motion sensor, barometer, black-box recorder, and your phone over Bluetooth. Everything else plugs in as a pod, and every decision is made in one place.
Lambda and knock
Two real widebands and a pair of knock sensors, plugged into the hub. It hears detonation and sees the mixture go lean, and the boost comes down before the engine finds out.
EGT, eight channels
Every cylinder measured, not averaged. Set a ceiling per cylinder and the hub acts on the one that is running hot, the moment it does.
Wideband, four channels
Mixture per cylinder or per bank, corrected for exhaust back-pressure inside the pod. On a turbo car at full boost, that pressure is exactly what makes an ordinary wideband read rich when it is not. Run two for a V8.
Nitrous pod
Progressive nitrous the hub commands directly, so it answers to the same guards and the same traction control as everything else. No turbo required. If the arm circuit opens or the hub goes quiet, the solenoids close on their own.
Power distribution
Sixteen solid-state outputs in place of the fuse box and the relay board. Every circuit has its own limit and its own live current, set from the app, so a blown fuse becomes a message telling you which circuit and why. Fans, pumps, ignition, lights and solenoids all answer to the same brain as the power adders.
Gateway
The wiring between worlds. Your car's bus, our bus, and the ECU's bus each speak for themselves — the gateway decides what crosses, and guarantees nothing of ours can ever take your car's bus down.
SP33D.IO CAN Hub
Three CAN FD buses, one set of rules. It bridges and filters between your car’s bus, the SP33D.IO bus and an ECU or aux bus — and the boundary is built so that a fault on our side stays on our side. Your car’s bus cannot be taken down from ours, by design, not by promise.
Every channel is yours to configure — role, speed, FD, filtering, even the 120 Ω termination switches in software, because a termination mistake on a customer’s car is exactly the fault this box exists to prevent. Write math and conditions on its web page and it runs them onboard: computed channels, crossings, and rules, with no laptop in the car. Works alone with its own Bluetooth and WiFi — no other SP33D.IO gear required.
Engine
The engine itself, run by us. A standalone motorsport ECU aimed squarely at the boxes it replaces.
SP33D.IO ECU
Unbolt the ECU your engine came with. Bolt this one on. It is pin-for-pin with the MoTeC M150, down to the connector cavity, so the loom you spent a winter building does not change by a single wire.
What changes is everything after that. An FPGA times all twenty-eight fuel and ignition events in crank degrees instead of milliseconds, and holds that timing through a flat shift, when the revs are moving fastest and every other ECU is catching up. Sixteen peak-and-hold injectors, twelve smart-coil outputs and two widebands live in the box. There is nothing to bolt on the side and nothing to wire between.
Stop guessing at what your engine is doing. A four-channel scope inside the ECU probes sixteen internal nodes, so instead of inferring from a fault code you watch the real injector current against crank angle and see a channel misbehaving while it is still only misbehaving. If the processor hangs, a hardware watchdog kills every coil anyway. Lose the crank signal and the FPGA drops every output before the firmware even notices.
And you tune it from the phone in your pocket. Live tables, logging and the scope in a browser over WiFi in the pit lane, with no dongle, no licence, and nothing to install on anything.
New devices are designed in as additions, not rewrites. Buy in once. Grow for years.
The experience
Row it like you mean it.
The TCU runs your 8HP however you want it: the factory shifter, paddles, a plain automatic that just shifts better. Or this. A real H-pattern lever in your hand, a real clutch pedal under your foot. Slip it, feather it, launch on it. Stamp it to the floor and the driveline truly lets go.
Flat-shift on the cut. Get rev-matched downshifts when your ECU is mapped for it. Choose a 4, 5, or 6-speed pattern built from the gearbox’s real ratios, so every shift drops the revs right.
No pedal? Run the lever alone and every pull lands clean, like a paddle shift you steer by hand.
And when traffic wins: stop the car, slot the lever into the sixth gate, and it drives like a full automatic until you pull it back out. Opt-in, off by default. Your car, both cars.
Every drive, it gets smarter
It learns your car. Not somebody else’s.
Setup is a conversation, not a spreadsheet. A guided walkthrough measures where your clutch actually bites and puts the bite point where your foot expects it. On day one it saves a Baseline tune automatically, so there is always a way back. And a tune belongs to one car: copy a friend’s setup and the app makes you face the differences first. Lighter car, different ratios, your call. Name your drive modes once and every screen speaks your words, not factory codes.
The Power Suite
Everyone else sells boxes.
Boost, nitrous, wideband, EGT: four products that have never heard of each other, each guessing at what the others are doing. Put every sensor and every actuator on one brain and features appear that no stack of separate boxes can offer. The end of that road is every module we build speaking one language, so a fault found anywhere is understood everywhere.
It trades boost for nitrous, on its own.
Hot day, thin air, drive pressure climbing, and the last few psi start costing more than they make. The hub watches intake temp and back-pressure, and when the turbo falls off its island it runs the trade your tuner wrote: pull boost, bring in nitrous, verified by wideband and bottle pressure. Same cylinder pressures, more power, more margin. Unwound the moment conditions change.
Power leaves in the right order.
Slip comes from four wheel speeds fused with the motion sensor, so it still reads true on AWD with every tire spinning. When the car lets go, nitrous ramps out first because it is instant and reversible, then boost bleeds. Power comes back in reverse as the car hooks.
Every sensor guards every power adder.
Per-bank mixture, per-cylinder EGT, knock, oil and fuel pressure, coolant, overboost: one matrix, not seven warning lights. A lean bank cuts nitrous and drops boost in the same control tick. Guards arm themselves as soon as their sensor exists, and a sensor that dies reads as tripped, never as fine.
Start anywhere. Grow anytime.
Run the hub with no power adders at all and it is a complete protection and logging package on a stock ECU. Add a pod later and the app grows a page for it. Same hub, same harness, same app.
One fault. Every module knows.
Where this is going: OEM-grade communication between every box we build. A bank goes lean and boost stops building, before the knock. The transmission runs hot and boost comes down until it cools, because the gearbox is what will actually fail. Oil pressure falls and the ECU pulls timing while the hub backs off and the transfer case unloads the axle. Not four boxes each watching one sensor and hoping, but one fault understood everywhere at once, the way a factory car has worked for twenty years and the aftermarket still does not.
One log. The whole car.
And one place to read it afterwards. Every event from every module on a single timeline, with the same clock: the shift, the knock, the boost cut and the fault that caused all three, in one file instead of four you have to line up by hand. One log, one story, whatever it was that let go.
Why SP33D.IO
What you get.
Fail open, everywhere.
A dead sensor never strands you. You lose a feature, not your ride home.
Yours alone.
Your controller is locked to your account. Another phone can see it. It can never open it.
A black box on board.
Logs live on the car, and nothing uploads until you say so.
Honest colors.
Red only ever means danger. If the screen is calm, your car is calm.
The software
Your phone in the car. Their workbench in the shop.
The SP33D.IO app
iOS betaYour key, dashboard, and logbook. Live gauges on the move. Fault history from the couch. When your tuner needs in, your phone buzzes and you grant a time-boxed window from wherever you are. A banner names them the whole session: “Marek is tuning TiCoU.” One button ends it instantly.
One app for every SP33D.IO device in the car. Tell the Boost Hub which CAN signals your car sends and what to do with them: boost by gear, per drive mode, the buttons you want on the wheel, the limits that pull it back. Then watch it work on a live dash, with the same numbers the controller is acting on. All over Bluetooth, no laptop. Android is coming.
Plug a sensor pod into the hub and the app grows a page for it. Lambda and knock, eight EGT channels, four-channel wideband. Every cylinder’s mixture and temperature on your phone, with the ceilings that pull boost back set in the same place.
The tuner’s portal
Tuners get the web portal: full table editors, log analysis, and bench tuning for shops. The finished tune lands on your phone under “Back from your tuner.” You review it. You apply it.
Open the app ›Contact
Build something with us.
Swapping an 8HP? Running a shop? Chasing a build nobody else understands? Tell us about the car. We answer like people, because we are.