Circuit Norwell Motorplex, 2.1km
Cars Various
Words: Barry Green
With its seven (mostly tight) turnsand just 2.1km to a lap, the Norwell Motorplex circuit lacks the warp speed-like iconic Mt Panorama or Phillip Island. But from where I sit – inside one of Red Bull Racing Australia’s all-conquering Holden Commodore VF supercars normally driven by seven-times champion Jamie Whincup – it has my full attention.
We brake for one of the second gear corners with such force that the sunglasses threaten to slide off my nose. Then we turn in and, with some 460kW available at the rear wheels courtesy of its roaring 5.0-litre V8, the Commodore monsters the ripple strip on exit and launches towards the next bend.
Hey, relax, we’re in good hands – which means, not mine – but those of the subliminally-gifted Shane van Gisbergen. At that the time (2016), the expat Kiwi was the proverbial man of the moment in motor sport, winning not just his first Virgin Australian Supercars Championship, Pirtek Enduro Cup and Liqui-Moly Bathurst 12 Hour, but the prestigious Blancpain GT Series in Europe. Little wonder he was named by the UK Autosport magazine among its Top 50 racing drivers in the world that year.
SVG blowing the cobwebs out of Jamie Whincup’s Commodore
The occasion was yet another vivid, colourful experience I’ve enjoyed at the Norwell Motorplex, what I consider to be Australia’s leading multi-use motor venue. Located among the cane fields, off the M1 between Brisbane and the Gold Coast, the $8 million amenity opened in 1990.
In its time, Norwell has been variously branded as the Mercedes-Benz, Holden and Performance driving centres, educating and entertaining drivers of all levels in equal measure. It is, indeed, multi-faceted.
As well as the earlier-mentioned short, sharp and technical handling track, there’s a motorkhana layout, four-wheel-drive course and on a purpose-built, polished-concrete skid pan complete with the only mechanical turntable (designed to simulate oversteer) in the Southern Hemisphere.
Its accommodating versatility is what drew me to Norwell on so many occasions. In 2008, I had the pleasure of sitting opposite the legendary Frank Gardner over coffee and an impressive charcuterie platter while he recounted key aspects of his hugely diverse and successful racing career.
As the late Alec Mildren’s international driver from the mid-late 60s, his was an invaluable contribution to the latter’s biography I was writing. A few months later, where else but Norwell to launch the completed tome, Driven to Succeed?
It proved quite an occasion. Frank performed M.C. duties, fellow Mildren champion drivers Kevin Bartlett and John French were there along with CAMS (now Motorsport Australia) representatives and media. Many of Alec’s colleagues and friends from his motor sport, motor industry, boating and big-game fishing days attended along with his widow, Marge, and family.
With Marge Mildren at the launch of my book, Driven to Succeed
Proceedings were conducted around one of Alec’s openwheelers, the beautifully presented Mildren-Cooper owned by Dick Willis, and his handsome 1960 Australian Grand Prix winner’s trophy.
My first opportunity to drive Norwell came a couple of years later when Nick Leontsinis, one of the most enthusiastic drivers I’ve ever seen in a race car, invited me along to a Queensland Formula Vee Association come-and-try day.
State Member for Redlands John English kindly made available his Vee and, during the lunch break, I lapped Norwell’s track to my heart’s content. Another great day.
As was the chance to do a first-hand story on one of Australia’s earliest track drive experiences, V8 Super School, an enterprise of Marcos Ambrose – then the man to beat in V8 Supercars and soon to be NASCAR race winner – and the multi-versatile Paul Morris (these days Motorplex owner).
Painted up in race team liveries that punters were used to seeing running around on TV, the various stripped-out Holden Commodores and Ford Falcons looked close to the real thing but (naturally) were built to delight, not fright.
Mods included roll cage, safety harness/seats, upgraded springs/shockers, bigger brakes, 18-inch wheels with competition rubber, aero kit and engine tweaks and loud exhaust that produced a decent 300 to 320kW.
Instructor Tristan Hughes was about to take a young Supercars fan for some hot laps in the car of his choice, a Castrol Commodore a la Larry Perkins, so with me in an Ambrose signature Falcon, it seemed a good idea to stage a spot of ‘match racing’ for the youngster’s benefit.
On a track still partly damp from autumn showers, both cars were spinning the wheels in 2nd and 3rd and walking around under braking, which apparently thrilled the lad no-end. And entertained us older blokes, too.
Over the years, I’ve had the pleasure of also getting behind the wheel of a diversity of new release road cars upon their Australian launch at Norwell. Think the Mazda MX-5’s twin, the Abarth 124 Spider; Peugeot 208 GTi; Holden Astra VXR and plenty more.
But a far more extreme standout was a quick lesson in stunt driving. Here’s how it went…
Two-wheeling under the watchful eye of two-time Bathurst winner Luke Youlden (Photo: Mark Horsburgh)
A Question of Balance
When a soon-to-be Bathurst 1000 winner says, “This will be the most difficult thing you’ll ever do in a car,” you better believe it.
I’m in the front passenger seat of a 2015 Holden Astra GTC warm hatch, helmet and neck brace on, as has Luke Youlden, the guy behind the wheel. As well as one of Australia’s handiest racers, he’s also a professional stunt driver.
Then he lets out the clutch and off we go, left wheel aimed at a steel ramp nearly a metre high, which we hit at 30km/h. The Holden Astra GTC flips onto its right-side wheels and assumes a precarious tilt bordering on 60-degrees and we enter the Motorplex asphalt skid pan.
About to have a fang in a Formula Vee
I’m perched way above Luke, trying to take in the unnatural surroundings and what he’s saying. It’s imperative – because in a few minutes the roles will be reversed.
“Every car and ramp is different,” he confides. “You need to be careful with the speed (30km/h, with a window of 10-15km/h). Carry too little and the car will crash to the ground; too much and you risk rolling it.”
Which is why we have the added safety net of steel superstructure complete with ‘dolly’ wheel at the front right side of the Astra.
“You need minimal steering movement to get it up (on two wheels),” Luke continues, as we circle the perimeter of the skid pan balanced uncannily. “Left hand at 11 o’clock on the wheel then, off the ramp, turn to 8 or 9. Once the car stabilises on two wheels, use the throttle and steering to maintain balance.”
Getting a little air under the wheels of a Peugeot GTi
Time to switch places. Bang, we hit the ramp and pitch instantly to the right. I’m following Luke’s instructions to a tee; throttle pedal pressure and steering increment not wavering a millimetre, basically because I’m frozen with concern of stuffing up.
So far, so good, but we’re simply (!) travelling in a straight line. When we get to the edge of the skid pan and I go to turn, kerrash, like the alien Thomas Jerome Newton, we fall to earth.
Luke, to his credit, allows me another go. By now, after being at the mercy of every motor noter he’s put through the hoops being unable to keep the Astra up on two wheels, his back and neck are taking a pummelling (not good, what with the Great Race coming up).
The result, though, is the same. Game over.