Every other element of the car is passive, so you can’t change the suspension settings, steering weight or body control. Not that you would want to because Noble has set the car up in such a way that it’s usable around town but an absolute monster when let off the leash. That balancing act is hard to achieve and would easily be thrown out of kilter if you were able to fiddle with the settings yourself.

My first taste of the performance was considered given it was peeing with rain, but once the weather cleared and the roads began to dry out, I had a go at unleashing the full 750 horsepower. The M600 has always been considered a modern Ferrari F40 and once you’ve sampled the straight-line poke, it’s easy to see why. The Volvo-derived, 4.4 litre, twin-turbo V8 is built by Yamaha and serves up the performance with a big dollop of turbo boost. You pin the throttle, feel the boost build and then you hang on for dear life as it unleashes its potential and fires you down the road. It is alarmingly, eye ball shakingly fast. In modern fast car terms, it’s comparable to a McLaren 720S, but with the kind of turbo boost that makes the McLaren look tame. And because all of it is delivered to the rear wheels via a six-speed manual gearbox, you need to have your wits about you because it will attempt to spit you off the road if you don’t unlock the speed in a disciplined manner. At this level, telling you what the Noble does on paper is kind of meaningless, but the performance stats are as follows: zero to 60mph in 3.5 seconds, 0-120mph in 8.9 seconds, and the top speed is all hypercar at 225mph. These are the stock figures meaning James’ car is likely faster. For context, with the extra power and reduced weight, the bhp-per-tonne figure is greater than a Ferrari SF90’s.

Then there’s the accompanying soundtrack. The V8 engine burbles at idle like a muscle car, but as the speed builds so does the array of noises it makes. It’s deep and guttural, but it also throws out some hilarious wastegate chatter from the turbos and gunshots from the exhaust. At one point I heard a loud bang, only to quickly glance at the rear view mirror and see a huge flicker of flame erupt from one of the tail pipes.

But as exciting as the performance and soundtrack are, they are secondary to how the M600 feels to drive. This is a car that’s constantly talking to you through the chassis and steering wheel. The absence of weight and a well-judged, hydraulic steering rack mean that you can place the front end with real precision, to the point where it feels telepathic. Surprisingly, the chassis rolls a touch, but that’s a fine thing because what it does is communicate where the limits of grip are, which you’re thankful for in a car as unhinged as this. Through a sequence of corners, the natural mid-engine chassis balance comes to the fore as you feel the car pivot around you, with the rear following the front on entry and exit. When you get over zealous with the throttle on the way out of the corners, you can feel the car breaking away beneath you, but again, your hands and backside are receiving so much information that you’re never alarmed by it. Instead, it feels like a natural part of the driving experience and you quickly discover that small, calm corrections are enough to keep it pointing in the right direction.