He made his first Formula One start at the Spanish Grand Prix, finishing 13th before achieving a seasons best result of 8th at the following race in Belgium. Though not the team's best season, 2006 saw both Dumbrell and Richards score various high finishes, with Richards winning the Western Australian round for the second time as in many years. Perkins would return for the endurance races, teaming with Richards. The team ran the 1987 HDT VL during the 1988 Australian Touring Car Championship while the evolution car was homologated and prepared for later in the season. New co-driver Russell Ingall was told by the team to not worry about the car, and just push 110% for the rest of the day – to spare nothing. After failing to secure a permanent drive in Formula One he returned to Australia, winning the Rothmans International Series in 1979 in an Elfin MR8 for the Ansett Team Elfin factory team run by Elfin Sports Cars founder Garrie Cooper, and the 1979 Australian Rallycross Championship in a Volkswagen Beetle. After the domination of the two Ford teams in the 1993 championship (which despite making up only four of the 14 current-shape models on the grid won the first seven rounds of the championship consecutively) the aerodynamic package for both the EB Falcon and VP Commodore was re-homologated for the 1994 season. Sold Out View. It goes PE 8 91 1## 11.0 and has 308 on the sides. Between them, Perkins and Ingall spent the rest of the race gradually whittling back the gap to the leaders. The late blow left the team out of the market for any recognised, top line driver, so Jack Perkins and Shane Price were promoted from the Fujitsu Series, to run in the main championship. My problem is in the Turbocharger. In the 1988 ATCC, the Commodore's were really just making up the numbers against the Ford Sierra RS500's and the best Perkins could manage was a 3rd at Sandown (during the season, Perkins had actually been testing one of the new fuel injected Commodore's and became increasingly frustrated at the delays in debuting the car). Having said that, in early 1979 Fabi was an F3 graduate, Larry an ex-F1 driver so Larry should have been quicker. The race was a race in three, between Perkins and Hansford, Mark Skaife and Jim Richards in a Winfield sponsored Commodore, and Tomas Mezera and Win Percy in a Holden Racing Team Commodore. Aside from some minor sponsorship from longtime supporters such as Castrol, the car's main "sponsor" was "Perkins Engineering", and it ran the entire 1990 season this way. The car stayed on the lead lap, until a minor safety-car hiccup saw it go down a lap, and seemingly out of race contention. Dumbrell had hit the wall leading out of the cutting just after he had taken over the car from Richards who started the race, when apparent suspension damage caused him to strike the tyres at Griffin's Bend. 11. Following a crash on just lap 2 of the 1987 James Hardie 1000 at Bathurst, Perkins was forced to debut his new VL Commodore Group A SS a week later at the Bob Jane T-Marts 500 at Calder Park. After having been the engineering mastermind behind the hat-trick of Bathurst 1000 victories for the Holden Dealer Team in 1982, 1983 and 1984, Larry Perkins left the team in mid-1985 after disagreements with team boss Peter Brock over the direction of the team. 1999 saw Perkins Engineering end the Castrol Cougars program and enter into a relationship with Wayne Gardner to prepare and run a Coca-Cola sponsored Commodore for selected races during the year. The car continued in the race, minus the front and rear windscreens, and after some hasty panel work. Had the team expanded at this point it would be almost certain that Gregg Hansford would have driven the second car. Hahne, who in 1988 had been driving a Ford Sierra for Walter Wolf Racing in the European Touring Car Championship and the German DTM series, was a late replacement for Tom Walkinshaw, who was unable to drive as scheduled due to the death of his father. Perkins and Dumbrell finished fifth. Perkins campaigned the VK through the 1987 season with mixed results, though with some justification he did claim he had the "fastest Group A Commodore in the world". The DQ of the Perkins built cars raised some eyebrows from his fellow competitors as Larry had been vocal throughout the 1988 ATCC about the legality of the Sierra's and had been pushing for the Confederation of Australian Motor Sport to enforce Group A rules. This simple, no nonsense approach is typical of almost everything that Larry does. Retired racing car driver Larry Perkins says discovering an explorer's 100-year-old cache of equipment was "a different page of excitement" to winning Bathurst. Everywhere else, it was again "Perkins Engineering" on the car. Mark Skaife briefly tested one of the cars at a Winton test session to help Perkins and Price with the cars ongoing development. Perkins then established Perkins Engineering out of a small factory in Roberna Street in the Melbourne suburb of Moorabbin commencing operations in early 1986. 05 car suffered an engine failure with Skaife at the wheel, Gardner blew an engine at Forrest Elbow, and Jones had a string of mechanical dramas. Perkins Engineering was a team contesting the Australian V8 Supercar Championship Series, operating as an active racing team between 1986 and 2008. His son Jack also took up one of the drives at the new team, using one of the Perkins owned licences, and will continue the family association with racing number No. When the relationship between Holden and Peter Brock broke down in the course of 1987, Holden Motorsport was established to oversee Holden's ongoing motorsport program. His intuition to pick a moment in time to build the Castrol racing team and the Castrol Cougars for women racers was a head of its time. Critics generally believe that the cars failure to finish saved Holden from a public backlash at having a factory backed winning car disqualified from the countries highest profile domestic motor race. 10 cars ultimate disqualification would have been a public relations disaster for Holden in the wake of the split with the Holden Dealer Team and its highly popular boss Peter Brock, and because the Holden VL Commodore SS Group A SV road car had been many months late in being released (it was actually released to the public after the VL models successor, the Holden VN Commodore had been released causing it to be already out of date). After a good showing at the 1990 Sandown 500, the pair pulled off a third-place finish at Bathurst, after narrowly missing the win after a safety-car mix up when Perkins was held up in pit lane (the win went to the HRT Commodore of Allan Grice and Win Percy). Perkins resisted saying he wasn't ready to expand the team. Perkins showed the speed he was getting out of the now two-year-old model Commodore by qualifying the car second behind the Nissan GT-R, and in front of the leading Sierra's. Perkins Engineering Single Throttle Body Holden Motorsport Engine Signed Larry Perkins. While Gore kept No. With sponsorship from Enzed Fluid Connectors, and extra support from the Giltrap Motor Group from New Zealand, Perkins Engineering debuted a Holden VK Commodore SS Group A at the Castrol 500 at Sandown Raceway with David Parsons co-driving. Returning to the pits, the team found nothing more than cosmetic damage, but upon returning to the circuit, the front left wheel came loose, throwing the car against the outside wall at Griffin's Bend, and then across to the other side of the circuit against the wall. Unfortunately for him, he was unable to qualify the AF101 after ending up 30th in practice after a crash on the second day, only finishing ahead of teammate Amo… [citation needed]–. Larry Clifton Perkins net worth is. $300,000 Larry Clifton Perkins Wiki: Salary, Married, Wedding, Spouse, Family Larry Clifton Perkins (born 18 March 1950 in Murrayville, Victoria) is a former racing driver and V8 Supercar team owner from Australia. The speed of the Perkins VL at Bathurst raised questions about the legality of the car, though Perkins' qualifying time of 2:14.08 was only 0.74 seconds faster than he had qualified in 1990. The Perkins/Mezera car qualified 11th, while Percy/Crompton qualified 18th. 11 and No. He also claimed to get better fuel consumption from the Holden, and with only a small difference in power and a superior set up, he was able to run ahead of all but the Richards/Skaife Winfield Commodore all weekend. If there’s one thing Larry Perkins has learned in his long motorsport career, it’s to use the right tool for the job. It was also his last win at Mt Panorama, making the VS Commodore bearing the number ‘11’ a proper legend. 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