Press the throttle firmly, and the Enzo surges forward in an instant and with incredibly rabid urgency. Even with the electronics in Road mode, upshifts are fast, and the acceleration relentless.

Lifting the throttle slightly to anticipate the next ratio, a technique I use in all cars with clutchless manual gearboxes, I managed to achieve fairly seamless upshifts. The electronics blips the throttle for you on downshifts, making cornering an experience both physically and aurally.

The complex soundtrack from behind your head is simply amazing, a rhapsody of intake, exhaust and sheer mechanical activity that changes pitch and intensity with engine speed. But when you are concentrating hard on an unfamiliar road, the flurry of other inputs can overwhelm your senses to the point where even this soundtrack recedes into the background.

With any powerful rear-driven car, you need to warm the tires up properly before applying a lot of throttle, even in the dry. The massive torque and quick throttle response of cars like the Enzo and Carrera GT make it very easy to unhinge the rear on cold tires.

From experience, I expected this, and a quick flick of the wrist as the wide, red tail moved out of line halfway through a spirited application of power in second gear instantly stopped the slide. But it would be all too easy for a less experienced driver to lose control of a car like this, even at modest speeds. The handful of Enzos that crashed, even at urban speeds, is proof of this.

Once the rubber is warm, mechanical grip is spectacular, but you also have to be aware of the road surface and not over-drive the car into bends. The rear-biased weight distribution means that the big understeer will endanger a driver who enters a tight turn carrying too much speed.

Power oversteer is there for the taking on the way out. This is a lot of fun on a racetrack but not advisable on public roads. Apart from anything else, the Enzo is very wide, and touching a kerb or any other hard object would be disastrous.

It may look brutal, but the Enzo is not a blunt instrument. It responds to gentle inputs and clearly dislikes being prodded. It is a sensitive and communicative partner that you need to feel your way with.

Drive smoothly and progressively and it will tell you through its steering and the seat of your pants when you are approaching the limit, and therefore how much power you can feed in. It talks to you, and you need to listen. Get that bit clear and the rewards are immense.

The good thing is that instant gratification is there at all speeds, and as you get to know the car better, you will uncover more of its personality. There is little chance of an Enzo owner getting bored.

It is four years since the last Enzo left the factory in Modena, but the adulation has not stopped. Instead, it has risen to deafening levels. Now that I have driven the best Ferrari supercar of all time, I am happy to add my voice to the chorus. Thank you for the experience, Armen, you are one very lucky man indeed.