From 2009 onwards, the involvement of Perkins Engineering in the championship was wound back into a supply relationship with the newly formed Kelly Racing.

At the end of 1988, Perkins and Hulme went on to stage a one-two victory in the Group A support race at the 1988 Australian Grand Prix in Adelaide in November.

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.

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 Sierras.

[2] Early results were slim, and despite some mechanical issues, Perkins and Brock generally became the fastest of the Holdens on track during the 1991 Australian Touring Car Championship and into the late season endurance races.

While driving the older VL, Perkins also pointed out during the top ten runoff at Bathurst that the only 'old' thing about the car was its superseded body shape.

Castrol, a long-time ancillary supporter of Perkins Engineering, came on board in 1993 as major sponsor, flushing the team with more funding than it was used to and rivalling the Mobil dollars of 1991.

The team were still in the midst of building a new Holden VP Commodore for the season, so the old 1990 car was once again repainted, this time into the corporate colors of Castrol.

With the new car making its early debut at the Phillip Island round of the championship, after damaging the VL in a rollover at Symmons Plains Raceway, the team spent most of 1993 developing the VP into a race-winning package.

Although this allowed Mark Skaife to win the championship, it is possible that by increasing the amount of downforce and drag on the Commodore over Falcon relative to the year prior, that the 1994 specification VP was less suited to the endurance races at Sandown and Bathurst.

Both races were won by Dick Johnson and John Bowe in their Shell Falcon while Perkins and Hansford finished in third position as the second placed Holden on both occasions.

With increased money from Castrol and John Clarke who encouraged associated sponsors to get on board, Perkins Engineering finally expanded to two cars.

After finishing sixth at Bathurst in an older VP Commodore, an experiment to work around the convoluted aerodynamic rules of the time, the team prepared itself for an all-out assault on the 1997 championship.

1998 saw the team initially starting in a pair of VS Commodores, as well as fielding the Castrol Cougars entry at selected races throughout the season with Brewer and Price sharing the seat.

Perkins and Ingall then went on to win the Tickford 500 at Sandown before eventually finishing second to the Stone Brothers Racing EL Falcon of Jason Bright and Steven Richards at the FAI 1000 at Bathurst.

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.

Ensuring that 2003 would have a completely different flavour for the team, Perkins also announced that he would step down from full-time driving, handing the reins over to Richards and Dumbrell for the season.

This accident at Bathurst prompted Larry to completely retire from driving, allowing him to now focus on the management and engineering side of the team.

Dumbrell had hit the wall 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.

The 2006 season also saw the team run its first full-time program in the Fujitsu Series, with Jack Perkins and Shane Price driving, finishing third and second respectively in the championship.

11 car into a DNF, after Perkins, who had started the race, heavily shunted a disabled Mark Skaife over the crest of the hill in Mountain Straight.

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.

Many Perkins Engineering staff, equipment and sponsors moved to Kelly Racing including the team's three VE Commodores and Jack Daniels.

Legend has it that Perkins chose the number 11 for his car because "it's really easy to carry spare stickers – I only have to get the printers to make me up a box full of 1's".

The outright speed of the Perkins car saw the team home, despite a late race flurry of rain, which made tyre selection into a lottery.

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.

11 Castrol Holden VR Commodore was close to the front in most sessions, and the race looked like being a battle between Wayne Gardner, Craig Lowndes, Glenn Seton and the Perkins car.

After replacing the tyre, and checking for other damage, Perkins roared down pit lane, trying to stay on the lead lap, a feat he accomplished.

Following a late race safety-car intervention, Perkins (who had just returned to the car), found himself in sixth place, and only about 10 seconds behind the leader, Glenn Seton.

However, with nine laps remaining, the extra strain Seton was putting through his already tiring engine proved to be too much – a broken valve spring forcing the car into retirement, and leaving Perkins in front for his team's second Bathurst crown, and his fifth as a driver.