The engine of the new, worked-over Ace is now the same US motorsport-developed super-charged version as in the Superblower. Due to different manifold systems the Ace is 15bhp down, but 340 horsepower is still fairly impressive.

To help performance even further, the car has shed 120kg of weight. Almost half of that has come from a complete re-work of the stainless steel chassis - without in any way reducing the strength and stiffness of the structure.

The Ace is a two-seater with comfortable proportions. Everything is electrically-powered and the soft-top disappears into a covered recesson top of which the new glass fibre detachable top sits when you want more permanent weather proofing.

The faint whistle of the supercharger adds a hint of menace to the growl from under the bonnet and instant power is available in almost any gear as soon as you hit the throttle.

It’s typical American muscle motoring - very impressive at firstbut then it seems to run out of puff as you leave the big torque band (385lb ft at 3750rpm) and head for maximum power at the 5700rpm limit. For many, the mass of torque and instant get-up-and-go will be ideal, but it’s not for me. Personally, I relish a high-revving work of art that gets better the more you use it - even if you do have to make plenty of gearchanges to get it there.

The handling of the Ace is very direct and very involving with good steering feedback. If anything, the turn-in is too good. At high speed a hint of lock sees the car immediately respond before the chassis calms down and mild understeer takes over. Jansson is aware of this tendency and changes are already in the pipeline.

At slow speed this positive turn-in encourages you to flick the car to oversteer and then stamp on the throttle to hold the Ace in glorious powerslides. So there is no doubt the Ace will provide the enthusiast with all the thrills he could wish for.