Feel free to contact us whether we could be of help

LapSim is completely developed in house. Therefor we thoroughly know the source code and if necessary can adapt it for you, to suit a development you wish achieve.

MSc Vehicle Dynamics under Pacejka in Delft

Printscreen of a hybrid concept in LapSim for Le Mans

LapSim is completely developed by Chris van Rutten, both the calculation models as well as the Graphical User Interface (GUI).

In 1995 Chris graduated with a Masters degree in Mechanical Engineering from Delft University, section Vehicle Dynamics, under the supervision of Professor Hans Pacejka. His final research project was performed at Toyota Motorsport in Cologne.

After the project was finished, in 1994, he founded his own consultancy business, CCD.

From the day he was born, Chris major passion was sport and cars. Combining those two explains his interest in Autosport. In 2007 he got his racing license. From that year on he competed every year in a couple of events using a Porsche 944. Achieving a lap time on a race track has significantly increased his understanding of his work and helps to put simulation in the right perspective.


Concept development for a LMP1 Le Mans entry.




Technical Director Phoenix DTM squad. Developed with LapSim our own set-up philosophy for the car.

2013: DTM Driver and Team Champion.

2014: 3th in both Driver's as Teams Championship.


Performance Engineer at Phoenix Racing for the DTM, best Audi in championship.


Development of a model based control algorithm for VTG turbo system of the Audi LMP1.

The system solved the reliability issues with the VTG and was used to win triple Le Mans LMP1 victory in 2010.




Development of a complete new TC system for Audi LMP1 project. The control algorithm was vehicle model based enabling a very accurate pre control, greatly supporting the subsequent slip control.

Full track support to all tests and races.


Complete setup layout: springs, shockabsorbers and LSD differential for the Spyker which was used in Top Gear.


Complete calibration of a MS4.0 system for the V8 engine of GT2 Spyker race car.




Support for a newly founded active suspension part within Bosch.

Development of a simulation model of a newly developed concept for an active shock absorber for street car use.




Several TC application assignments in the Grand Am series.


Adaption of the Porsche 996RSR GT2 traction control for the new Porsche Spyder V8 LMP2 race car.


Development of a traction control algorithm for the Porsche 996RSR GT2 race car as advanced development for the comming LMP2 project.


Supplying simulation support in the final development phase of the 612 HP, 10 cylinder Porsche Carrera GT.




3 years of track simulation support for Opel in the ‘newly’ started DTM.

Supplying you with a base model of your vehicle

You supply us with on-car data of your vehicle together with as much setup information as possible.

Printscreen of the setup overview window of LapSim

We can supply you with a LapSim base setup file of your vehicle with a good correlation between real car and the simulation.

Because we thoroughly understand the software, we are able to make such a base LapSim setup in about a day. It will give you a flying start with your LapSim license.

Engineering services powered by LapSim software

LapSim has been used in the past to develop traction control algorithms, VTG controller as well as concept analysis of racing hybrid systems.

Printscreen of a hybrid concept in LapSim

The dynamic simulation within LapSim was used to develop algorithms for active shock absorbers.

With more emphasis on sustainable racing, there is a lot of efficiency to be gained in the calibration and strategy of race engines. Both in terms of fuel efficiency as well as drivability.

With experience in developing both engine simulation models as well as engine calibration very effective engine control algorithms can be developed, because we thoroughly understand the system, the engine, which needs to be controlled.

There is over 10 years' experience in calibrating and running Bosch MS4 ECU’s on Porsche young timers, a 964, 944, 968 and 951 (944 Turbo). 2 and 4 valve, water- and air-cooled, normally aspirated and as well as turbo, variable intake length and variable camshaft timing.

Printscreen of data analysis plot showing several ECU traces, like lambda, ignition, injection duration and timing, knock detection

Driven on a daily basis, in hot and cold weather, traffic jams and full throttle on the race track and Autobahn. Air-cooling and turbo charging significantly enlarges the spectrum in which the engine has to work, supplying an excellent opportunity to test and understand the influence of engine temperature on fuel supply, ignition and knock.

In combination with the engine simulation, the engines where tuned with purpose build camshafts as well as appropriate exhaust systems. It resulted in much better drivability, more power, more torque and due to the subsequent longer gearboxes a much better fuel economy.