In turbo form it develops a monstrous 215ft/lbs of the stuff. It immediately endows the car with conventional car- like characteristics - you can use higher gears and lower revs than otherwise possible and the car performs perfectly and without complaint. Indeed in conventional driving situations this monster of an engine is almost certainly the easiest bike installation we've come across - this car's a complete pussycat. That is until you get a bit confident with the throttle…

The turbo kicks in worryingly early, so that the Rush is already on the hustle at 3000 revs. If you're not on the boil, by 7000rpm the rear wheels are spinning (in seemingly any gear!) and you're way above any speed limit you should have been complying with. The first time this happens is eye-poppingly alarming, but it also tells you that the resulting loss of traction is easy to control - as your confidence then begins to grow, so you can start to really appreciate what this car can do. Under full throttle the Rush is rocket-ship quick.

The gearchanges come thick and fast, bang, bang…bang and the acceleration in each of these cogs in no less vicious than the previous one - there is simply no let up whatsoever. At each gear change the nose of the Rush rises up slightly as the power thumps into the tarmac through the rear tyres - it's like the car is almost nodding its appreciation - yes, yes, yes…YES! This is, quite simply, devastating performance that relegates conventional supercars to mere sideline spectators. DJ doesn't have any performance figures yet but we'd put money on a sub eight second 0-100mph mark and, with its awesome braking performance at 0-100-0mph time that will that will take the world record - we simply can't think of any set-up that will better it.

Driving the Hayabusa engined Rush is far from being the pants-changing experience we had been led to expect. Yup, we've never been in anything as fast, but this was the easiest bike-engined car we've driven, bar none. From the wonderful gearchange, to the simple clutch action and smooth drivetrain, this is the bike set-up best suited to more regular use.

If there's a down side to DJ's latest hellraiser, then its unquestionably that the shocking power output takes your attention away from the genuinely innovative front suspension system. With such monster levels of power on tap, it's difficult to push through the corners after only a few minutes behind the wheel. As with the Blade-powered car, this one handled very well and had an exemplary ride, but assessing the true benefit of the camber compensation system is difficult.

DJ's Gary Sanders has been scaring the life out of journalists for many years with his gut-wrenching test drive performances - they're always unforgettable. And for someone who apparently has no fear of death, Gary takes any car nearer to its limits than we'd ever hope to achieve in a brief road test. Having driven all the various Rush variants over the years, he's in awe of the new set-up. Not only is the braking performance vastly improved, but he's also found the balance of the car better.

It's still easy for him to get the Rush completely sideways, but now the whole performance is utterly predictable - he constantly comes back to the balance of the car being so good. Gary doesn't muck about - if it's crap, he'll say it's crap, so for him to clearly identify these improvements is a great testament to Peter Walker's design.

To take advantage of DJ's ultimate Rush incarnation means ordering the rolling chassis package which will currently set you back a cool £7995 + VAT. Add in a more standard Blade engine package and the factory estimates that such a car could hit the road from £12,000.

The reality is that most will opt for the company's lightweight version of the standard Rush chassis and in this instance a base spec bike-engined car could hit the road from under £6000.

If you fancy heading the Hayabusa route then it has to be said that you need to check with your bank manager first. While some people have picked up Busa engines for a song, most will set you back the wrong side of £3000.

Delivering quite awesome performance in standard tune, you'll need another £4000 for the Holeshot ultimate turbo package, although you can trim that by around a grand if your happy with a sub 300bhp (which to be honest, is slightly more than adequate!).

Either way, this isn't pocket money, but pretty much the only other alternative in the bike world is to bolt two engines together and that will set you back nearer £12,000 (for the mechanical package) from someone such as Z-Cars. But it's important to realise that the new Rush isn't only about the turbo installation, or indeed the camber compensation suspension system. Here's another bike-engined Lotus Seven-inspired kit-car, only this time with some genuinely novel developments, such as the paddle shift gear change.

Along with some of the other clever Dax innovations, they go to make the Rush a highly tempting proposition in a marketplace that is in danger of becoming over-subscribed. What's more, these features aren't only great to use, they're also fun, and that remains a big appeal when it comes to choosing a bike-engined car. The DJ's arrived and he's playing our tune!