Overall rating:

Mazda's MX-5 is about as friendly and forgiving a sports car as you can buy. All except this one, which, thanks to an impressive transformation by Jota Sport into a fully-fledged racer, results in a very different MX-5 experience. Don't call it girly; this is a hard-core MX-5 that is no respecter of reputation - taking a serious fight to exotics in the Britcar series.

Key Facts

Pricing: a lot
Engine: 2.0-litre, four-cylinder petrol
Transmission: six-speed, paddle-shifted sequential, rear-wheel drive
Body style: single-seat race car based on two-seat roadster
Top speed: 160mph
0-62mph: 3.0 seconds
Power: 271bhp

In the Metal:

No roof, a black painted cage that looks like it'd keep King Kong at bay and racy touches like an air connector for the on-board jacks mark this out as no ordinary Mazda MX-5. Black wheels, a tarmac troubling front splitter and some well considered orange and black decals on the bright metallic green paintwork (and of course some race numbers) transform the MX-5 from enjoyable roadster to giant-killing race car. Its regular driver, Owen Mildenhall, suggests that it'll be getting a proper saddle fuel tank in the near future too - removing weight from the rear and into the middle of the car. It'll also get more development on the aerodynamics, with a diffuser, flat floor and rear wing planned. That wing will undoubtedly spoil the near production looks, but reduce lap times, and that's all that matters with race cars.

Inside it's just as focused, with all superfluous trim removed to reduce weight and the regular instruments replaced by a Stack digital system. Multi-point harness seatbelts, a lightweight racing bucket seat and toggle-switches complete the race car transformation, it all feeling very serious in there.

Driving it:

Squeezing my very un-race-like frame through the cage and into the snug seat isn't the work of a moment. Jota Sport's technicians talk me through the details while strapping me in. Matt, the previous incumbent, grins and tells me it's a bit senior and to take time to find the grip. I've no doubt, and I intend to.

It's snug - all race cars are - though compared to most the Mazda feels small. What it must be like to dice with 911s, Astons and the like in the Britcar series in this I can only imagine. I've a clear track today ahead of me - the twists and turns of Anglesey, North Wales - and three laps.

Careful not to stall it I ease out the clutch and chunter out of the pits. It's traditional to stall, but despite a near fatal drop in revs I make it out with the engine running. The racket it makes is extraordinary, the GT's 900kg kerb weight (without me I might add - I'm not telling how much it is with me included) combined with an engine pushing out a very non-standard 271bhp make it feel inertia free. The six-speed sequential transmission doesn't require the clutch on the move, the pneumatically operated paddles quick-firing the gears through as quickly as the engine devours them.

The steering is completely free of slack, the MX-5 GT turning at the merest hint of input at the wheel. The physicality is shocking too, it completely different to a standard MX-5 - or even the less intense production racer MX-5s I familiarised myself with the Anglesey track in. Frankly it's pretty intimidating, more so as there's only one, there's a queue of others waiting for their three laps in it and it's off to a test and then a race within the next few days. Owen and its other regular pilot Mark Ticehurst are both decent blokes too, so I've no desire to bend or break their steed.

With the speed rapidly rising I have my first moment, the rear snatching away but easily caught. It's the brakes and grip that require the biggest re-calibration of my senses though. The braking points are way later than in the production racers, the approaching speed much faster too. You're not pushing hard enough if you don't spin. That's my excuse at least as I spin on the final corner - a tight right hander. Within sight of the pits. It seems I should have heeded Matt's advice about finding the grip. A momentary panic as I try to work out how to re-start it and get it into the correct gear before trickling into the pits in shame. No damage, except my pride as they surprisingly let me out for my remaining laps.

They're over all too soon, the speed rising with every corner. A few hours in it would help build a rhythm, find lines and - hopefully - have me lapping in credible times. Today I'm thankful there's no timing allowed and just happy for the experience. Owen reckons with some aero it'll be way quicker, though I reckon he'll need a bigger seat - for his obviously enormous Cojones. The MX-5 GT might be small, but it's mighty.

What you get for your Money:

It's the most expensive Mazda MX-5 I've ever seen and Jota Sport hasn't mentioned a number. It'll be six figures though, comfortably. That's cheap for a properly sorted and - crucially - competitive racing car in the Britcar series.

Worth Noting

The GT is the most powerful Mazda MX-5 ever built - excepting the existence of Frankenstein machines borrowing Ford, GM and Rover V8s - or bolting on turbochargers. The 2.0-litre unit puts out a healthy 271bhp without the aid of forced induction. It sounds fantastic, too.

Summary

Senior is right, as for all its humble origins the Mazda MX-5 is a very serious contender in the Britcar series. It's already messing with far more established and recognised race cars, and given some more development it'll be faster still. I doubt they'll be calling me up for driving duties though, however much fun I had. It's too quick for me, but if they'd give me some practice... Who knows?