Safety is free. The layer riders
choose is the layer that lasts.
A rider should not have to buy anything to be safer. So we stopped charging for it. Point the lumpi.app phone app — or the watch — at the vehicle, and the safety layer works: no hardware, no subscription, across brands, over the vehicle's own connection. That rides today. What we sell is the gear a rider actually wants. And the free layer buys the two things no accessory can: scale on the vehicles, and riders' trust — exactly what is needed on the day connected tech becomes a condition of riding legally.
We are building the safer, connected ride — better for the rider, and better for everyone sharing the road.
Nothing on this page describes a legal requirement that exists today. We describe what we are building the capability to provide.
We took the price tag off safety.
The original plan was the ordinary one: buy the brain, get the safety. We changed it. Every safety feature in lumpi.app is free and works with no lumpi.app hardware at all — no purchase, no subscription, no tier. A rider opens the app, connects straight to the vehicle over its own wireless link, and the layer is live. Multi-brand direct connection ships today, across major EUC manufacturers. Where we've had a vehicle in hand, support is confirmed on that hardware; coverage widens as we get access to more.
This is a commercial decision, not a charitable one. A safety layer only counts if it is on the vehicle, and the fastest route onto millions of vehicles is to remove every reason to say no. Free removes the reason to say no. What we get back cannot be bought later: scale of installation, and riders who chose to let the layer read their ride.
No hardware required
Phone or watch connects to the vehicle directly. The safety layer is complete without buying anything from us.
Rides todayFree for anybody
Every safety feature is free for anyone: no purchase, no subscription, no account tier, no exceptions. It is not a tier and never becomes one.
CommitmentAcross manufacturers
The app connects direct across major EUC manufacturers today. Each further brand is adapter work, not new architecture.
Rides todayTheir ride, their way.
If safety is free, what is the hardware? Identity. A LumpIO brain and the LumpIA accessories around it are how a rider makes the machine unmistakably theirs — bought because they are wanted, not because something was withheld. Gear people choose is gear people talk about, mod, and buy again. Gear people are forced into is gear people resent and route around.
Nothing safety-critical sits behind a device, a licence, an account tier, or a subscription — and where a capability sits on the line between safety and convenience, it goes free. That is a rule we hold ourselves to, not a launch promotion, and we will not quietly move something across that line later.
Banning the vehicle punishes the people who ride it properly.
Personal electric vehicles are being pushed toward prohibition. We understand why: a minority rides recklessly and people get hurt. But prohibition falls hardest on the law-abiding majority, and does nothing about the minority already ignoring the rules. We did not ban cars because of drunk drivers. We licensed drivers, registered vehicles, required insurance, and taught people to drive — then built the technology that made all of it enforceable and survivable.
Personal electric vehicles have almost none of that scaffolding: no riding schools worth the name, no insurance built for them, no registration, and no connective layer to carry any of it. The connective layer is the piece nobody is building. So we are building it — starting from the side riders welcome: the free safety layer, not the enforcement. This argument is made by riders, about riding. A category with no licence, no training, no cover and no record has left prohibition as the only tool on the table. We would rather build the other tool.
This is a position, not a prediction. It is pro-rider and pro-accountability, and it is not a claim about what any jurisdiction requires or will decide.
The day connected tech is required, someone has to be the add-on.
Assume the direction of travel is regulation rather than prohibition. A connected-tech requirement lands on a fleet that is already on the road, from many manufacturers, none of it built to comply, none of it going to be recalled. The answer cannot be "the manufacturers will handle it in the next model." It has to be a cross-manufacturer add-on that works on the vehicle a rider already owns. The free safety layer is how we get there first: by the time it matters, we intend to already be on the vehicles, already speaking every major manufacturer's own language, and already trusted by the riders.
To be plain: we are not asking for a mandate and we are not lobbying for one. We are saying that if one arrives, riders should not be criminalised for owning a vehicle built before it. Every item opposite is a capability we are designing toward, not a shipped feature and not a description of any existing legal requirement.
Zone-aware speed ceilings
A smoothly ramped maximum speed inside a defined zone, with warning before it applies. A ceiling — never a cut-out.
In designRestricted zones, handled safely
Reduce toward a safe crawl and ask the rider to stop. The rider override stays.
In designSidewalk awareness
Detect pedestrian space, hold walking speed, and make the vehicle audible — the way electric cars are required to be audible in reverse.
In designA record the rider owns
The rider keeps a signed, tamper-evident record of their own ride — a rider who is hit, or blamed for something they did not do, can show what actually happened. It is the rider's record; it is not a live feed of anyone's position to anybody.
In design · privacy-gatedRiding that counts in the rider's favour
How a rider actually rides, worked out on their own device and shown to them first. Nothing leaves the device the rider did not send.
In design · privacy-gatedCross-manufacturer by construction
It has to work on the vehicle already under the rider, whoever made it. That is the whole reason the add-on exists.
By designNo jurisdiction is claimed to require, plan, or have proposed any of this. These are capabilities we are designing the readiness for. Anything authority-facing goes through legal review first, and the privacy and attestation architecture is reviewed by our security lane before it is built — not after.
A self-balancing vehicle must never be switched off underneath its rider.
Investors should see that we understand the liability surface here better than anyone who has not ridden one of these. A self-balancing vehicle holds the rider up by driving the wheel. Take that away at speed and the machine does not stop — it throws the person on it. Any enforcement capability that can cut power, brake hard, or drop a limit abruptly is a fatality path, and we treat that as design law, not as a preference to be traded against a customer or a regulator. These constraints are written into the brief every one of our engineering lanes works from.
Graduated ceilings only. Never a cut-out.
Enforcement is a smoothly ramped speed ceiling, with a warning before it applies. A restricted zone reduces toward a safe crawl and asks the rider to stop. It never kills the motor and never brakes for the rider.
The rider override stays
Emergencies happen and geofences are wrong sometimes. A rider can always push through. Overrides are recorded, never blocked — accountability after the fact, not control during it.
Uncertainty biases toward not restricting
Position, map, and sidewalk classification are imperfect. When the system is unsure, it does less, not more. Losing signal degrades to no restriction.
Privacy by construction
A rider's behaviour data is the rider's. The design target is on-device evaluation with minimal, purposeful, consented, auditable disclosure — not raw tracks uploaded and stored. Continuous surveillance of every rider is not the product and will not become it.
None of the enforcement capabilities above ship until this design law is implemented and reviewed. Anything authority-facing requires privacy counsel and our security lane's review before it is built — the disclosure model, the retention model, and what an insurer or an authority can ever see are legal and architectural questions we will answer with professionals, in writing, in advance. We would rather show an investor the liability surface than discover it in a courtroom.
The vehicle already knows everything. We make it speak to everything.
A ride is a rider, the machine beneath them, and the stack of gear and apps they already carry — and right now none of it agrees on what's happening. lumpi.app puts a small intelligence at the centre that reads the machine's own telemetry and speaks one truth to everything else at once: brake flares the lights red, a lean signals a turn, a hazard strobes a warning. One language for the whole ride.
That's the move CarPlay made for the car — the connective layer that made everything you already owned work together. lumpi.app makes that move for the rider instead of the car: it follows them across whatever they ride and everything they carry. Our own hardware — the SERO brain that rides today and the lineup around it — is the reference build of the layer and the expression gear riders choose, and a published interface and device-capability model let other makers build on it too. The rest of the whole-ride kit — display, comms, camera, wearable gear — is the roadmap, described honestly as a direction, not a shipped promise.
The telemetry goes to waste
Every vehicle streams rich data, but each brand's app just shows numbers on a screen. Nothing turns that stream into safety or action.
The rider is invisible
Quiet, quick vehicles with no shared brake, turn, or hazard signal — unreadable to traffic and to the rider's own gear.
Nothing ties the kit together
No layer connects the machine, the lights, the display, the headset, the apps. Everything is an island.
Electric unicycles are the beachhead — not the ceiling.
We start with electric-unicycle riders on purpose: a passionate, underserved, fast-moving community that adopts hardware quickly, talks constantly, and has been ignored by every big platform. Here we ship real hardware, earn real riders, and prove the whole model cheaply on the most demanding users there are. Then the same architecture extends outward — it was never unicycle-specific. Anything that emits telemetry can plug into the same layer: e-bikes, motorcycles, scooters, boats, cars — any vehicle, any telemetry source. A new vehicle is a new adapter, not a new platform. The beachhead is where we prove it. The platform is where it goes.
Every expansion here is a direction, not a shipped product and not a signed partner. What makes it credible is that the beachhead product already does the hard part on a real vehicle today.
A community that moves fast
EUC riders adopt, mod, and evangelize quicker than any mainstream vehicle segment — cheap, honest proof with the loudest word-of-mouth.
Riding todayReal hardware, in the wild
The brain + app + reactive safety light ride on real unicycles now. Not a slide — a product you can hold.
Rides todaySame layer, next vehicle
The telemetry-in / truth-out architecture is vehicle-neutral by design.
The directionA ride that doesn't just react — it understands.
Because a lumpi.app brain already sits at the centre of the ride, it's the natural home for intelligence. LumpAI is the layer we're designing to read the ride and answer in plain language, hands-free, so the rider's eyes stay on the road. Over time, the same telemetry that drives the lights becomes the signal an intelligence learns from — across every vehicle on the platform. LumpAI is a direction we're building toward, not a shipped feature — and anything touching a rider's voice or rides is built privacy-first and spelled out plainly before it ships.
In designThe safety layer is free. The business is what the free layer makes possible.
Giving safety away changes which side of the market pays. Riders keep paying for what they want: hardware, capability, the marketplace. And a large, trusted, cross-manufacturer installed base is a thing other parties need and do not have — cities, insurers, manufacturers, and the training-and-registration infrastructure that does not exist yet. Every one of those channels is unlocked by reach and trust — the two things free safety buys. Revenue is no longer gated on a rider buying hardware: a rider who buys nothing is still part of the installed base, and the installed base is the asset. The mechanics of who pays, how much, and through which channel are worked out with an accountant and against app-store policy before anything is charged; the shape is what an investor should see here.
Hardware sales
Brains and accessories through the lumpi.app store, bought because a rider wants them — the repeatable line as riders build a kit.
Standalone / premium (later)
The core app and every safety feature are free; a premium capability — app-as-brain, cloud ride history — may become an optional subscription.
The marketplace
utos.lumpi.app: community-designed effects, enclosures, BOMs, firmware — a revenue share on what the community builds.
Licensing / entitlements
Four lines, priced independently: account entitlements, device licences gated by cryptographic attestation, application licences, and combined 3rd-party offerings. Much of it is B2B — outside the app-store cut by design.
The community-builder licence
A maker takes a devkit seat + BOM + integration docs, ships their own lumpia, and per registered unit a charity donation is booked. Whether it's tax-deductible is charity-status- and jurisdiction-dependent — accountant-confirmed, never promised.
BATIS — the Fountain
A charging-and-vending station a business or a municipality rents or buys to draw riders in — hardware plus placement plus recurring margin, and every rider who charges there is one more account tied to the platform.
The directionFour channels that do not depend on a rider buying hardware.
Channels the free layer makes reachable, described as directions. None is contracted, piloted, priced, or promised, and no partner is named because none is signed. Each carries a real gate — legal, privacy, or commercial — listed, not hidden.
Municipal & fleet
Cities, campuses, and shared-fleet operators that have to manage these vehicles in public space. The gate: procurement is slow, political, and jurisdiction-specific; anything authority-facing needs legal review, and the privacy architecture must be settled before a pilot, not during one.
The directionInsurance
A behaviour summary the rider owns and chooses to send is the missing input — the mechanism by which riding well can cost less than riding badly. The gate: insurance data is heavily regulated and varies by jurisdiction; privacy counsel plus insurance-regulatory advice come before any disclosure design is built, and consent must be real, revocable, and rider-side.
The directionManufacturer / OEM add-on
A connected-tech requirement would land on models already sold. Manufacturers could adopt the layer rather than re-engineer a fleet — factory-fitted, or as an approved retrofit. The gate: manufacturer relationships, certification, and what we are willing to disclose.
The directionLicensing & education
Rider training, registration, and the licence-and-renewal loop the category has never had. The gate: who accredits training and who issues a licence is entirely a public-authority question — we can supply infrastructure, we cannot confer status, and we claim no accreditation or official standing.
The visionWe describe capability and intent. We do not claim any city, insurer, manufacturer, or authority requires, plans, has requested, or has agreed to any of this — and none is named. Every one of these channels depends on a privacy and disclosure design that has not been reviewed yet; that review comes first.
Detailed unit economics, pricing, and the entitlement/licence model live in an internal model shared under NDA. No figure on this page is a committed price; nothing here is an offer.
The moat starts with reach and trust — then the layer, then the gate.
Anyone can sell a light. Three things are hard to copy, and they stack in this order. First, reach and trust — a free, hardware-optional safety layer riders across every major brand chose to install. A competitor can match the price of free; they cannot retroactively be the tool riders already trusted. Second, the connective layer — built once, reused across gear and vehicles. Third, the licensing gate that decides which gear is allowed on. Free distribution is not a cost line under this model. It is the top of the funnel and the top of the moat.
Reach + trust
Riders who chose the layer accept it reading the ride; riders who had it imposed on them route around it. That difference is the whole thesis.
The connective layer
Copying it means rebuilding the whole ride language, not one accessory.
The attestation-licensing gate
Only registered units can attest, pair, and join — an anti-knockoff moat and a revenue engine. It gates gear, never safety.
Trust is a feature — and now it's the whole strategy.
The security model we're building (a direction we're committed to, not a shipped guarantee): every brain and accessory carries a cryptographic identity that can't be faked — the basis of the genuine-gear licence gate; the first phone paired is the owner, so strangers in range can see a device but can't control it; rides stay on the rider's gear and phone unless they opt into cloud sync. The hard problem — proving a reading is genuine without streaming every rider's movements to anyone — is answered with on-device evaluation, attested summaries, and minimal, consented disclosure, designed with our security lane and reviewed by privacy counsel before anything authority-facing is built.
The category is being argued about right now — and the layer it needs doesn't exist.
Personal electric vehicles are going mainstream, and the argument about what to do with them is live — prohibition on one side, accountability on the other. The safety, software, and connective layer the accountability answer needs has not been built by anyone. We start where the gap is sharpest, give the safety layer away to get onto the vehicles, and follow the same layer outward across every vehicle that emits telemetry.
Market-size figures across EUC, PEV, motorcycle, marine, and automotive telemetry are illustrative and must be independently sourced — detailed sizing and projections are shared under NDA, not on this page. This overview is a plain-English description of the concept and the business, not an appraisal. Any specific TAM number is owner-supplied and sourced before it appears anywhere.
Free safety now. The layer the category will need, next.
Free, in the wild
- Safety layer on the phone and the watch — no hardware required
- Direct connection across major EUC manufacturers — confirmed on the vehicles we've had in hand
- Reactive brake, turn, and honk lighting on real electric unicycles, from the vehicle's own telemetry
Reach, and the gear people want
- More brands and more vehicles — adapter work, not new architecture
- lumpi.app store + utos.lumpi.app marketplace; cloud accounts and the entitlement/licence lines
- The privacy and disclosure architecture for any accountability feature — designed and reviewed before any of it is built
The layer the category needs
- Zone-aware ceilings, restricted-zone handling, sidewalk awareness, traceability — built only within the safety design law, reviewed by counsel
- Municipal, insurer, manufacturer, and training/registration channels
- The whole-ride layer, community-builder licences, and the marketplace at scale
- The same layer across any telemetry source — and LumpAI, in design
No dates, and nothing in Next or Future is a commitment. The enforcement-related items are capabilities we are designing the readiness for — not features scheduled to ship, and not a response to any requirement that exists today.
Give the safety away. Build the layer the category will need.
Project Lumpio is talking with a small circle of partners and early backers. The free safety layer rides today; the connective and compliance layer is the direction. If that's a conversation you want to be in, reach out — this is a request to start a conversation, not an offer.
hello@lumpi.appNo partner is signed yet, and we won't pretend otherwise. No city, insurer, manufacturer, or authority has required, requested, or agreed to anything described here, and we make no claim about what any jurisdiction requires or plans to do. Everything above marked as roadmap, direction, or vision is something we're building toward, described honestly. Nothing on this page is an offer of a security, a price, or a promise to ship.