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Perkins Engineering

From Alfawiki
Perkins Engineering
Company typePrivate
IndustryMotorsport
Founded1986
FounderLarry Perkins
Defunct2008
FateTransitioned to providing vehicles and engineering support to Kelly Racing
Headquarters
Australia
ProductsV8 Supercar racing cars and engineering services

Perkins Engineering operated as an Australian V8 Supercar outfit from 1986 until 2008. After 2008, the team's focus transitioned to providing vehicles to the newly established Kelly Racing.

Team History

At the close of 1988, Perkins and Hulme achieved a one-two finish in the Group A support event at the 1988 Australian Grand Prix, capitalizing on mechanical failures affecting their rivals.

1990s

The expected collaboration between Moffat and ANZ did not come to fruition, leading Perkins Engineering to construct a simple white VL Commodore SS Group A SV for the 1990 season. With limited sponsorship primarily from Castrol, Perkins alongside co-driver Tomas Mezera secured third place at the 1990 Bathurst 1000 and triumphed at the 1990 Nissan Sydney 500, showcasing competitive speed despite the vehicle’s age.

In 1991, Perkins formed a partnership with Peter Brock, who contributed Mobil backing and two VN Commodores. Despite encountering mechanical difficulties and subpar Bridgestone tires, they remained among Holden’s quickest contenders. Brock ended the championship in sixth place while Perkins finished eleventh. Electrical problems hampered their Bathurst performance. Perkins later indicated that contractual conditions restricted his on-track competitiveness relative to Brock.

Following the split with Brock late in 1991, Perkins returned to using the older VL Commodore painted red and branded with "Perkins Engineering." Sponsorship varied by region, including names such as "Statewide Roads" and "Kreepy Krauly." For endurance races and support events at the 1992 Australian Grand Prix, Bob Jane T-Marts sponsored a yellow and blue livery. Perkins and Steve Harrington won the 1992 Sandown 500 and qualified on Bathurst’s front row but finished ninth due to mechanical setbacks.

In 1993, Castrol became the primary sponsor, providing substantial funding comparable to previous Mobil support. The team developed a new Holden VP Commodore, introduced mid-season. Despite an engine failure at Sandown, Perkins claimed pole position at Bathurst and secured victory after a tight contest with Jim Richards and Mark Skaife. Gregg Hansford joined as co-driver for endurance events.

With aerodynamic regulations in 1994 favoring Ford EB Falcons, Perkins Engineering struggled in endurance competitions despite Skaife winning the championship. Dick Johnson Racing dominated both Sandown and Bathurst; Perkins and Hansford finished third on both occasions.

For 1995, Castrol requested expanding the team to two cars; however, Perkins declined due to concerns over readiness. Tragically, co-driver Gregg Hansford died during a Super Touring event that year. Russell Ingall was brought in as endurance co-driver, and together they overcame early difficulties to win the 1995 Bathurst 1000.

Between 1996 and 1997, with increased funding from Castrol and management involvement from John Clarke, Perkins Engineering expanded to two cars targeting championship success. Ingall finished runner-up while Perkins placed fourth in the 1997 standings. The team excelled in support races and claimed another Bathurst 1000 victory. Additionally, a third car was entered under "Castrol Cougars," driven by female racers Kerryn Brewer and Melinda Price.

In 1998, Perkins Engineering started with VS Commodores before introducing a VT Commodore mid-season. Ingall challenged Craig Lowndes for the title but settled for second after a poor start in the final race. The team won the Tickford 500 but finished second at Bathurst behind Stone Brothers Racing.

Marcos Ambrose tested with Perkins Engineering in 1999 but was not signed due to salary demands exceeding the budget for a developing driver.

That year also marked the conclusion of the Castrol Cougars program as Perkins Engineering partnered with Wayne Gardner to prepare a Coca-Cola backed Commodore for select events. Operating three cars enhanced engineering data collection but stretched team resources compared to previous years.

2000s

The 2000 season saw the team broaden its scope, now required to enter two cars in endurance events as these races became part of the championship calendar. Christian Murchison and Luke Youlden piloted the No. 8 car for endurance contests, while Perkins and Ingall secured an 11th place finish at Bathurst.

In 2001, after securing a partnership with Wayne Gardner, Perkins Engineering operated two vehicles driven by Larry Perkins and Russell Ingall. The duo achieved eighth place at Bathurst and finished second in a contentious Queensland 500. Adam Macrow and Luke Youlden took charge of the No. 8 car during endurance races.

By the conclusion of that year, Larry Perkins was contemplating reducing his driving duties, a decision confirmed when Steven Richards was brought in to replace him in the No. 11 car. The team expanded to three entries in 2002: Ingall retained the No. 8, Perkins drove the No. 11, and Richards joined with the No. 16. Endurance pairings featured Perkins alongside Paul Dumbrell and Ingall partnered with Richards; the latter combination finished runner-up at Bathurst, while Perkins and Dumbrell ended fifth.

At the close of 2002, significant shifts took place: Ingall departed after eight seasons to join Stone Brothers Racing, and Perkins stepped away from full-time driving in 2003, passing his seats to Richards and Dumbrell. Perkins returned solely for endurance events, teaming with Richards; Dumbrell was paired with Tomas Mezera. Despite Perkins suffering a severe crash during Bathurst practice that year, Richards and Perkins managed a fourth-place finish; Dumbrell and Mezera concluded in 14th position.

Following this incident, Perkins retired from active driving to concentrate on team management and engineering responsibilities.

In 2004, Richards and Dumbrell continued as primary drivers, while a collaboration with Rod Nash Racing introduced Tony Longhurst driving a third Castrol-sponsored Commodore under Nash’s franchise. Longhurst piloted the No. 7 VY Commodore alongside Richards’ new No. 11 VY; Dumbrell began the season in an older VX model. Additionally, the team fielded the No. 75 Paul Little Racing customer car for Anthony Tratt, allowing data collection from four vehicles simultaneously.

Longhurst experienced a significant crash during practice at the Clipsal 500, leading to his relegation to the VX model while Dumbrell assumed control of the VY for the remainder of the series.

For endurance events that year, Steven Richards partnered with his father Jim Richards in the No. 11 VY; Dumbrell teamed with Longhurst in the No. 8 VY; Jamie Whincup and Alex Davison drove the No. 7 VX to a ninth-place finish. Dumbrell and Longhurst did not finish their race; Tratt and Mezera ended in 18th place. Steven and Jim Richards finished 21st after repairs were needed due to colliding with a kangaroo during competition.

In 2005, four cars were again entered: Holden VY Commodores driven by Richards (#11) and Dumbrell (#24), with Matthew Coleman and Christian D'Agostin joining for endurance races. Partnerships with Rod Nash Racing and Paul Little Racing persisted, featuring Alex Davison behind the wheel of the Autobarn-sponsored No. 7 car. Franchise agreements resulted in Dumbrell competing in this vehicle at Shanghai and Perth rounds.

At Bathurst, neither Castrol-backed entry reached the finish line—the first such occurrence since 1988—with Dumbrell crashing following suspension failure that caused a wheel detachment also impacting Craig Lowndes’ car.

Later in the season, Richards and Dumbrell exchanged car numbers (#24 and #11) aiming to enhance franchise points accumulation.

Castrol withdrew sponsorship after 2005, replaced by Jack Daniel's. Although not achieving top results, both drivers delivered solid performances throughout 2006; notably, Richards secured victory again at the Western Australian round.

That year marked Perkins Engineering’s inaugural full-time campaign in the Fujitsu Series, where Jack Perkins and Shane Price finished third and second respectively.

The team fielded Holden VZ Commodores for Richards (#7) and Dumbrell (#11). At Bathurst, Richards and Dumbrell finished fifth; Jack Perkins and Price retired after Perkins collided with a stationary vehicle but later issued an apology despite no fault being assigned.

By season’s end, both Richards (moving to Ford Performance Racing) and Dumbrell (joining Paul Weel Racing) departed unexpectedly, leaving no established drivers available for top-tier seats. Consequently, Jack Perkins and Shane Price were promoted from Fujitsu Series roles into main championship positions.

Despite some promising performances on familiar circuits, overall results were disappointing. Speculation arose that Jack Daniel's was dissatisfied but publicly endorsed both drivers as "the future." Mark Skaife briefly tested one of their cars to assist development efforts.

Perkins competed until shortly before Symmons Plains when diagnosed with Type 1 Diabetes; Marcus Marshall replaced him for remaining rounds.

Following Perkins’ exit, Todd Kelly was signed for the 2008 and 2009 seasons.

Demise

Following Holden's decision to scale back their backing for most teams running the Commodore during the 2009 season, team principal Larry Perkins significantly reduced his participation in the V8 Supercar championship. Perkins collaborated with John and Margaret Kelly—parents of driver Todd, who competed for the team in 2008—to deliver engineering support for the newly established Kelly Racing. A considerable portion of Perkins Engineering's personnel, equipment, sponsors, and the team’s trio of VE Commodore vehicles—including the Jack Daniels sponsorship—were transferred to Kelly Racing.

Although Perkins maintained ownership of the Perkins Engineering franchises and officially entered Kelly Racing’s third and fourth cars, Perkins Engineering constructed two final VE Commodores for Kelly Racing before the latter gradually developed its own engineering infrastructure, diminishing its dependency on Perkins Engineering. In January 2013, Larry sold his franchises to Kelly Racing and vacated the Moorabbin workshop, effectively concluding Perkins Engineering's direct role in V8 Supercars.

Iconic number

Since 1986, the number 11 has been closely linked to the team, establishing itself as a distinguished symbol within Australian motorsport alongside Peter Brock's "05" and Dick Johnson's "17".

It is said that Perkins selected number 11 due to logistical convenience—requiring only boxes of '1' stickers for numbering. This pragmatic choice reflects Perkins' practical approach to managing his racing operations.

Almost Lost

At the beginning of the 2005 season, there was a near loss of the No. 11 racing number by Perkins Engineering. Larry Perkins sold two Level 1 racing licences to Craig Gore and acquired a single Level 2 licence while leasing an additional one from Bap Romano. Since racing numbers are assigned based on licences, Gore’s WPS Racing intended to utilize No. 11 and No. 8 from Perkins’ former licences.

Through negotiations involving Perkins, sponsor Castrol, Gore, and V8 Supercars Australia, Gore retained No. 8 but returned No. 11 to Perkins Engineering. Consequently, the team competed using numbers 11 and 24 (the latter from Romano’s licence), satisfying their fan base.

Carrying On Into Future

Following the effective winding down of the team in 2008, Larry Perkins leased his franchise licences to the newly formed Kelly Racing outfit for the 2009 season. His son Jack secured a seat under one of these licences, maintaining the family’s connection with racing number No. 11.

Other Numbers Used

Over time, Perkins Engineering utilized a variety of numbers for additional cars:

Bathurst Triumphs

Perkins Engineering achieved three victories at the Bathurst 1000, specifically in 1993, 1995, and 1997, with Larry Perkins co-driving alongside Gregg Hansford in 1993 and Russell Ingall in both 1995 and 1997. Furthermore, vehicles constructed and piloted by Perkins secured wins at Bathurst in 1982, 1983, and 1984 during his period as chief engineer for the Holden Dealer Team.

1993 – Dominance in Speed

  • Larry Perkins/Gregg Hansford, Castrol Commodore VP No. 11

The 1993 Bathurst victory showcased the No. 11 Castrol Holden VP Commodore as the fastest contender, excelling in nearly all practice sessions and qualifying rounds. The race primarily featured a close competition among Perkins/Hansford, Mark Skaife/Jim Richards driving the Winfield Commodore, and Tomas Mezera/Win Percy representing the Holden Racing Team. After Percy was forced out following a throttle malfunction leading to a crash, the duel narrowed to Perkins/Hansford versus Skaife/Richards. Despite challenging wet conditions late in the race affecting tyre strategy, Perkins’ superior pace secured the win.

Perkins made an unexpected choice by utilizing a Holden V8 engine instead of the more powerful yet expensive Chevrolet V8 favored by rivals such as Brock and Gibson Motorsport. He justified this decision based on improved fuel economy and his team's extensive experience with Holden engines at their workshop, enabling a competitive power output and setup that kept them ahead of all but the Richards/Skaife duo. Following this success, CAMS required Perkins to adopt the Chevrolet V8 for the next season.

1995 – Persistence Pays Off

  • Larry Perkins/Russell Ingall, Castrol Commodore VR No. 11

The No. 11 Castrol Holden VR Commodore remained a strong contender throughout the 1995 race, battling against drivers including Wayne Gardner, Craig Lowndes, and Glenn Seton. Early on, a minor collision with Lowndes damaged Perkins’ front right tyre valve, resulting in deflation and a slow return to the pits. After fixing the issue, Perkins pushed hard to maintain proximity to the leaders.

A safety-car period temporarily put them a lap behind, but co-driver Russell Ingall was instructed to drive aggressively. When the leading Richards/Skaife car retired due to differential failure, Ingall managed to regain the lost lap. Together, Perkins and Ingall gradually closed the gap on the frontrunners.

Following a late safety-car phase, Perkins rejoined in sixth place about ten seconds behind leader Seton. In the closing laps, Perkins overtook all competitors except Seton, who matched his speed until his engine failed with nine laps remaining. This sequence secured Perkins Engineering’s second Bathurst victory and marked Larry Perkins’ fifth personal win at the event.

1997 – Emphasis on Durability

  • Larry Perkins/Russell Ingall, Castrol Commodore VS No. 11

At the 1997 Bathurst race, cars from Perkins Engineering were again among the quickest and displayed remarkable reliability. Strong contenders included teams such as Brock/Skaife's Holden Racing Team, Greg Murphy/Lowndes Holden Racing Team, Gardner/Crompton Coca-Cola entries, and Alan Jones/Jason Bright/Scott Pruett’s Komatsu cars; however, many faced mechanical breakdowns or accidents. Craig Lowndes crashed at McPhillamy Park; Skaife’s vehicle suffered an engine failure; Gardner experienced an engine blowout; and Jones dealt with several mechanical troubles. The sole issue for the Perkins Engineering car was a brief engine stall caused by a fuel surge. This performance highlighted the team's strategic focus on endurance and steady consistency throughout the race.

Driver Lineup

The following drivers have raced in vehicles constructed or entered by Perkins Engineering in premier Touring Car and V8 Supercar competitions:

Super2 Series Competitors

External links

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