Thanks for taking the time to look at my web site. As you probably have seen from my LinkedIn page, my field of expertise is automotive design. I came from Holland to the UK mainly to get to work in the automotive sector, as there is no such thing as an automotive sector in Holland. This year, it will be 20 years ago since I left Holland (since 7th of September 1998), and I have never looked back. I originally aimed to work in Motorsport, but after about 15 years, I decided to divert to more down to earth projects, road cars basically. I am trying to specialise towards electrical propulsion, being it Hybrid or full electric. Here is the biggest growth in the next ten years, and it is technically by far the most interesting field at the moment in my experience. The main projects of importance in recent years have been the Renault F1 KERS systems (Kinetic Energy Recovery System, or regenerative braking), The Audi Le mans Flywheel hybrid system, and currently on the Mercedes Project one, where I am responsible for the design on the Battery pack.

I mainly do the CAD design at conceptual level, right down to the detail design of individual components. I have been involved in project management, mainly on the Skoda world Rally Team in 2005 where I fulfilled the role as chief designer. Currently, my main focus is back to the actual design, and I work alone on contract basis under my Company. I also work onsite for my customers, usually in 6 months blocks. I do have a CAD license (SolidWorks) at home, but there hasn’t been much demand for this. Most companies want their information to stay on site, so this is the preferred way to work. The idea of doing work at home can work, but only the most basic things will be allowed to be taken off site, so by just working onsite, the level and interest of the work is far better for me.

Of course coming to the UK was a gamble, but it has paid off so far. I have no intentions to change country, but keep an open mind for the future. I have an EU based Passport (even after Brexit!) so can be flexible on my location.


This project was done at Williams Advanced Engineering. The 2014 Audi Le Mans hybrid system was a clean sheet design, the energy recovery doubled from the previous year with all 4 wheels contributing to the brake energy recovery. The storage unit is a flywheel, which is effectively a mechanical battery, although being driven electrically. All the internals were my design, including the rotor, the electric motor, the inverter and the cooling system. A tight deadline from the design start to get the prototype running 5 months later was achieved. The Le Mans campaign was very successful, finishing in 1st and 2nd place.


This was a unique opportunity to be part of this team, led by John Piper. My role was the packaging of all components inside the body shape. The ice tanks for the cooling systems, intercoolers, turbos, oil coolers, exhaust systems, electrical boxes, air intakes etc. The design was conducted in a very tight 6 month deadline. The car set the new landspeed record for diesels up to 350mph. The power was generated by two JCB dieselmax engines. The power was generated by being efficient; there was no black smoke visible and there were no particulate filters required. A fuel consumption of 5 litre per run was all it required. The record still stands today.


This is the current project which receives my full attention. The project which was famous before anyone even saw it. Fitting the 4 times championship winning Mercedes F1 engine and hybrid system was always going to be a sensational prospect. My responsibility is the ERS battery pack design. The road car design of the battery pack is a clean sheet design, due to the regulations for road cars being entirely different from F1. Furthermore, the life cycle requirement of the battery is 10 years, as opposed to a 48 hour max running time in F1. A great project to be involved with.


This project was a true pioneering project as it was the first year KERS was introduced in F1. The task I was given was the design the battery pack. This worked faultlessly throughout the 2009 season. After F1 took a break from KERS in 2010, I was asked in return to the Enstone team to overview the packaging of the entire KERS system for the 2011 car.