Climate controls in polished metal are laid out on the central tunnel which incidentally contains the centrally mounted fuel tank. Some interior plastics do feel a little cheap to the touch in places - the plastic around the hand brake lever seemed to have worked loose - but overall the cabin feels comfortable and built for work.

Optional is the McIntosh Audiophile system which adds an 8” subwoofer nestled between the seats which, I have to say, spoils some of the view back to the engine bay.

Turn the key in the barrel to full lock, depress the clutch fully and hold the red starter button on the center console for two seconds. Instantly, the Eaton supercharged dry-sumped 5.4 litre V8 breathes into life settling to a low rumble, supercharger inaudible at idle and distinctly deeper and gruffer than any Italian V8.

Pulling away in first or second (the choice is yours there’s so much torque), you notice immediately the lightness of the clutch and the firm feel to the brakes.

The first hour of driving is a real competition with the car, between your courage to pin the pedal and the relentless speed it quickly builds. Initially there is a steep learning curve -  you know what can be unleashed with just a flick of your right foot. You want to keep the accelerator pinned to the floor, but do it and all hell breaks loose with G-forces pushing you deep into the padded seats.

It’s a game you try and play, trying to extend the point before you let up on the accelerator as it climbs to the red-line, engine and supercharger screaming together, before your courage runs out. On full load the supercharger rises to a pitch sounding like it is going into orbit, it’s completely mesmerising. It is also ‘scary’, like wrapping your arms around a Looney Toons rocket, lighting the fuse and trying to hang the hell on.

A glance to the rear view mirror allows you a view of the supercharger belt spinning away and the throttle cable flicking open and closed. It all brings you closer to the theatre of the engine workings behind you.

The six-speed manual developed by Ricardo coupled to a twin-disc clutch plate has been designed to handle the hefty 500 lb-ft torque. The gears feel a little clunky and long in the throw to start with, but it soon starts to gel and you are flicking up and down easily enough.

After some time you learn to respect and trust the chassis and the fat 315/40 ZR 19 Goodyear Eagle F1 rear tyres, but there are still some surprises up its sleeves. For the final 1000 rpm of delivery, the rears often just cannot take the torque anymore and you feel them lose traction before you engage the next gear. The Ford GT’s torque feels like a sledgehammer and the road an over ripe tomato.