It's another typical winter's day in Melbourne - the rain is bucketing down, and the roads are slippery. Not ideal conditions for testing the performance credentials of the latest Robnell Cobra, an Aussie-built replica of the legendary '60s American musclecar.
The combination of a brutal V8 pumping truckloads of torque to the rear wheels and a featherweight body means that, even with the latest traction control and anti-skid brakes, the Robnell is more than a handful in the wet. Get too ambitious in a corner and you'll end up doing more spins than an Olympic ice skater.
So why not wait for a better day to test the Melbourne company's claim of 0-100km/h in around five seconds? Because the owner of Robnell Sports Cars, Darryl Newman, has given us only four days to sample the delights - and pitfalls - of his pumped-up two-seater.
It doesn't take long to realise that rain, hail or shine, the Cobra is one car you can't leave sitting in the carpark for long: the bulging curves, purposeful cabin and delicious V8 rumble emanating from the stainless steel side pipes are all enticements for just another 'quick thrash'.
The original AC Cobra was created in 1962 when Texan racer Carroll Shelby squeezed a big American V8 into a light alloy British sportscar. It was an awesome package with few rivals on the road or track, but by all accounts was a scary handler, even in experienced hands.
The Robnell's creator Rob Darnell has done a great job of turning the original '60s concept into a more civilised, modern day, high-performance sportscar suited as much to daily commuting as week-end racing. He's upgraded most of the componentry and added some modern features to satisfy today's more demanding customers whilst retaining the original's styling and brutal performance - all at a price much less than you'd pay for the real thing.
The Robnell benefits from a stiffer steel space frame better suited to handle the extra power than the original's rather crude ladder frame chassis. The double wishbone independent suspension has been upgraded including the use of Koni adjustable shocks, and decent disc brakes fitted.
As a low-volume vehicle the Robnell doesn't need to pass any crash tests, but safety has not been ignored with extra door strengthening, a crumple front section, and collapsible steering column.
Driveability has also been improved with the use of the latest quad cam, fuel injected 4.6-litre Mustang engine, which drives through a heavy-duty five-speed T45 manual box and clutch, also sourced from Ford. The standard BTR limited-slip differential is housed in a Robnell aluminium housing.
For big-block fans Robnell can also provide a 429cu.in (7.0-litre) CobraJet Ford V8 along with a tough nine-inch diff to handle the extra grunt.
Body panels are now a mix of kevlar and fibreglass, but Robnell wisely hasn't meddled with the classic Cobra shape - the long snout, flared guards and round headlights virtually identical to the original's. With its 'period' petrol cap and 17-inch Hallibrand 'replica' wheels, even Cobra fans will have a hard time telling it apart from the original.
The Robnell is available with the sort of technology that Carroll Shelby could only have dreamt about: ABS, air-con, traction control, cruise control, leather trim, and CD player. Cobra diehards might scoff at these concessions to safety and comfort, but owners who spend any time in the extremely snug cabin will be more than grateful.
Our test car was set up for a 172cm driver, so my first attempt to squeeze a 187cm frame behind the leather-covered steering wheel created much amusement for Newman. Even with the seat set right back, forget about finding a comfortable position if you play basketball for the Melbourne Tigers.
Once in the supportive leather seats, big-footed drivers must also cope with a narrow footwell, no footrest and pedals set too close together.
All is forgiven once you turn the ignition key. The optional radio was fitted, but is made redundant by the overpowering noise of all eight cylinders firing. Even city driving delivers a delicious V8 burble from the side exhausts, which rises to an ear-splitting roar on the open road as the needle races to the 6500rpm redline.
The fuel-injected V8 is quite content to potter around town in third or fourth gear, but blistering acceleration is never far away with 284kW of power available at 5500rpm, and 520Nm of torque at 4000rpm.
With all the low-down pulling power shifting gears is really only necessary on the tightest twisting roads; simply treat third gear as 'Drive' and let the engine do the rest.
Driving a Robnell could hardly be called relaxing. Changing gears, depressing the clutch, applying the firm brakes and turning the big rubber at slow speeds all requires plenty of muscle flexing. Although heavy while parking, the steering lightens considerably at speed. And to be fair the optional 'competition' discs fitted to our car - comprising AP four-pot callipers, and 330mm rotors - are probably better suited to the racetrack than everyday use.
At speed the heavy front end pushes hard into corners, but overall remains flat and predictable with loads of grip from the big tyres, at least in the dry. Too much power in a corner though and the twitchy rear-end will bite. All in all, the Cobra is more suited to fast sweepers than twisting mountain passes.
Despite some recent adjustments to the front suspension, it's still tuned more for the track than the road and the harsh ride can be uncomfortable on rough surfaces. The one consolation is the lack of annoying rattles or scuttle-shake, a pleasant surprise for what is essentially a hand-built kit car.
The Cobra comes with a traditional-style soft-top which dismantles and stores in the boot. Unfortunately it takes a good 10 minutes to set up, and is prone to leaking in the rain.
Robnell Sports Cars is one of three Aussie companies that produces Cobra replicas. Production is around six cars a year, each taking six months to build. The company recently moved into a larger, more modern factory in Melbourne's outer east, and plans to increase production and export cars to Europe and the USA.
Entry to the Robnell club starts at $36,000 for a rolling chassis - add your own mechanicals and trim - with a fully-loaded 'turn-key' car costing around $140,000.
It's about the same price you'll pay for a Porsche Boxster or BMW M3. But a state-of-the-art German sportscar is unlikely to provide as many seat-of-the-pants thrills and admiring glances as the Cobra. Nor will it have you longing as much for the next time you can get away for a quick spin - even if the forecast is for rain.
And isn't that what classic sports cars are all about?