It’s pure classical art: round, smooth, wide hips. That Cobra shape is as good as ever

Anyone could be forgiven for thinking that I’ve developed a slightly skewed view of the world in the past few weeks. Global economic downturn? Ice caps melting and sinking whole islands? Social responsibility? I keep hearing about these things, but somehow it all seems a bit of a fictional story, a conspiracy theory dreamt up to give people something to talk about.  Or at least that’s what my thought process would be like if I kept ignoring newspapers, TV and society as a whole .

It’s easy to see how a small bubble might have formed around me. First a Dodge Viper ACR, then a Dodge Challenger and now this, a Ford-powered brute in the shape of an AC Cobra called a Backdraft Roadster. Just thinking of those three, you tend to wonder: if people are making these cars, and even more people are buying them then there can’t be anything wrong with the ice caps, right?

Certainly, sitting behind the three-spoke 1960s-style wheel of the Backdraft, left elbow perched on top of the door, right hand on the bent solid aluminium gearlever, three left fingers loosely hanging onto the steering wheel and the wind ruffling my hair, things don’t seem as bad as everyone makes them out to be.

It’s past midday, there aren’t many cars on the roads, and even though it isn’t so sunny, it’s at least 30 degrees C. The hot black leather of the seat is making the pores in my back open up and release more water than Niagra Falls. The heat of the engine (the water temperature dial is rising beyond 110C) means that even with the air conditioning turned onto its coolest setting, it’s still blowing hot air in my face. The hot fumes coming from the thick pipe on the driver’s side aren’t helping either. I’m burning. Time to get out. Cars with a removable roof are meant for regions with these kinds of temperatures, but I’ve had enough. Probably a good thing too, as at this point I hadn’t had a chance to take a good look at what I’ve been driving since I perched myself in this Backdraft half-an-hour ago.

A few metres is about the right distance to stand back from this exquisite Cobra replica. Eyes flow over the lines from front to back and back to front, stopping for brief moments to absorb the little details. It’s pure classical art; round, smooth, wide hips. That Cobra shape looks as good as ever.

Details also seem to be exactly right and in exactly the right place. A gaping mouth exposes the intercooler and the way the three polished stainless steel side pipes come out of the engine bay join to make one brings out a sense of real power that’s had to be constrained. It’s also hard not to love the Halibrand aluminium alloys with those three gorgeous spikes (just like the old days), or the bonnet and boot handles that require a delicate key and a delicate hand to open. Probably the only giveaway to this Roadster’s modernity is the Goodyear Eagle F1 rubber, with its carefully engineered cuts. Other than that, the rivets on the bonnet, the small round lights and the thick roll-over hoop behind the driver’s head complete the classic Cobra picture. I’m really struggling to see any panel or detail I don’t like.

It’s the same inside. When you place yourself in that exposed interior, its simplicity strikes you as being wholly refreshing.  The joy of not having the usual modern array of buttons and switches next to you cannot be overstated. The necessary dials are displayed in the centre and there are two controls for the air conditioning. No computers to fiddle with or countless settings for suspension or traction control (there obviously isn’t any). Fantastic.

That’s the beauty of this replica. The exterior is all authentic Cobra - it really takes you back into an earlier time were things were beautiful and simple - but underneath it’s made of modern components: a modern steering system, modern tyres and modern suspension and brakes that you’re not afraid to make the most of.

Twist the Roadster’s key to turn on the electrics, flick the fuel-pump switch, hold the ignition button, and after a brief second, everything vibrates as the Roush V8 simultaneously explodes into life, settling down to a lazy and loud burble that’s identical to a large Harley Davidson (but attracts twice as much attention). It’s a loud and glorious aural sensation that echoes everywhere.

Thankfully, there aren’t many people about at this time of day, so I’m quite looking forward to opening the taps. Breaking the speed limit though, would require just a small prod on the throttle; I’m sitting in what is practically a bathtub on wheels - a 430bhp, 1100kg bathtub, that is. It isn’t hard to predict what might happen if I’m too eager too early on. Patience. Rather than yielding to temptation and seeing how fierce a kick it could deliver, I shift up early and ride the 417lb ft of torque.

The ‘ Cobra’ snakes its way through the narrow streets, burbling its muscle car tune, and finds its way easily at every U-turn as I thread my way out of the built up areas in search of somewhere for it to stretch its legs. At this point, I’m very thankful for the steering, which is so light you can use your pinkie to turn it lock to lock. Even a Cadillac DeVille’s steering has more weight to it.

As the roads gradually become wider and the traffic less dense, I build up the revs progressively. Unlike the steering, the throttle has a nice weight to it and is very progressive; every further extension of your toe bringing a positive shove.And it’s long. At first, you mash the throttle further than usual, only to realise the revs have built up considerably and it’s time to change gear. Then you mash the throttle some more and before you know it you’re doing triple figures and it’s time to think about braking. But there’s still another few centimetres left to the pedal’s travel. It was only later, towards the end of the day, that I realised this was the first car I’d ever driven which I’d almost never had to use full throttle.

Finally, after a few more minutes’ steady progress - and frustration, having just figured out how much the Backdraft has in reserve - I reach the roads I’m looking for, where it seems the number of cars on the road could be counted on one hand. The joy. I round a long, sweeping left-hander, make sure nothing is behind or in front, flick into second gear and this time pin the throttle all the way down.

Holy moly. I experienced serious acceleration and unbridled race car anger last month in the 600bhp Viper ACR, but this is more of an assault on the senses. For starters, it’s the noise, which is impossibly loud - not equal to just one Harley Davidson this time, but 10. Then there’s the speed. I know your senses are heightened when the wind is blowing at you from every angle, but it’s not just me; a quick glance at the centrally-mounted speedometer and the needle is rising at three-figures almost as fast as it did at two. At 6200rpm, you dip the clutch, chink the short-throw ‘ box into the next gear, the front dives and 10 Harleys momentarily become two. As you release the clutch and step back on the throttle, the nose again points its way into the distance and you ride that unabated crest of torque. Keep the power down and before you know it, the engine has reached 6200rpm again and it’s time for the next gear. There’s an old legend that when Carroll Shelby used to demonstrate his 1960s Shelby Cobra, he’d put a $ 100 note on the dashboard and let you keep it if you could get hold of it at full acceleration. No one managed it. I now know why.

So figures then. Well, this interpretation of the Cobra will do zero to 100kph in 4.1sec. It doesn’t sound like much for 430 horsepower, but it’s the in-gear acceleration that would’ve been good to record. Had we strapped some timing gear to the Roadster I think we would’ve had some interesting results above 100kph.

Only in the first four gears, mind. Having such a large and powerful engine shoved in such a light car does indeed mean relentless acceleration and a brutal punch in every gear, but fifth is a long one. Engine speed drops to 3000rpm at full pelt and it goes back to its burble-burble-burble-burble - to a tune of three Harleys and on to a top end of 270kph (although the factory usually limit it to 250kph).

Best to just stick to the first four. After all, maximum speed in fourth is, shall we say, plenty. Plus changing up and down is a pleasure in this car. There’s just the right amount of resistance and it’s very satisfying when the gears slot in place. It’s not silky smooth but it’s totally in keeping with the ‘ old-meets-new’ character of this ‘ Cobra’. It reminds me how satisfying it is to use a manual gearbox that works well.

In theory, the combination of low weight, super wide tyres and low centre of gravity should gift the Roadster with poise to savour. But no, pushing the Roadster to its limits is no straightforward task.

‘ A large engine in a light car means relentless acceleration and a brutal punch in every gear’

There are a couple of aspects to get used to. The first is the steering that’s direct but has no feedback. The second is the brake pedal that has no effect on brake pressure in the first half of its travel and no feel in the second. There’s also the sheer grunt that means you’re very aware of delivering more power through the rear wheels than is strictly needed. Luckily you can generate a lot of grip from those tyres. Unluckily, though, when grip is lost it seems to be sheer fate that dictates whether you’ll end up facing the wrong way or not.

I slowly learnt it’s pointless persevering. You just have to be careful with your inputs.

Truth be told, I’d say the Roadster wasn’t made for that. It’s the sensation you get from driving it that’s more important than the outright driving performance.

You drive along without stressing the engine. Occasionally you flex that loud and proud, Roush-tuned, naturally-aspirated V8 and it deceives you by sounding lazy. But it isn’t, it’s strong in any gear. Its 417lb ft of torque make light work of any distance by covering ground without the slightest bit of sweat, and slowly you realise the simplicity of the car almost makes life itself  seem simple. It’s just you, the car, the road and that bent gear lever. As you build up speed, you stick it into as high a gear as possible and burble along.

Driving through town much later that day, heat still lingering in the air, that’s exactly what I do. Fourth gear, 70kph, all to the tune of that Harley-like V8. Burble-burble-burble-burble-burble...

Specification

	Backdraft Roadster
Engine	Ford Roush V8
Location	Front
Displacement	5660cc
Max power	430bhp @ 6000rpm
Max torque	417lb ft @ 4250rpm
Transmission	Five-speed manual,rear-wheel drive, Weismann ZF LSD
Weight (kerb)	1100kg
Power-to-weight	391bhp/ton
0-100kph	4.1sec (claimed)
Top speed	270kph (claimed)
Basic price	$ 96,100
On sale	Now
EVO Rating	4 stars