Howzabout that recently decommissioned 605-horsepower Porsche Carrera GT? Or the latest 911 Turbo and GT3 (and its RS version) reviewed in the pages of this very publication? They are amazing experiences, absolutely. And the upcoming GT2—will it still be nuts like the last-generation car? Or are 3.6-liter Porsche road cars that separate your retinas a thing of the past?

Hold on to your eyeballs, kids, because Swiss company Sportec makes this 802-horsepower land jet called SPR1 T80. (It also offers a 700-horsepower T70, but…what, are you joking?!) A quick look at these photos taken in southern Spain during our drive sessions won’t convince you one bit that this is a completely new car worth megabucks. But take a stare at the rear wing and your probing detective work will begin and not end until the final bolts have been scanned.

Starting price for admittance to this club is $448,140 (as of this writing) and only ten SPR1 cars will have been built by the end of the run. The Sportec Racing 1 even has a few options to suck away still more of your funny money, making this Swiss bomber real exotica material. Thank goodness Liechtenstein’s cement king, Wolfgang Gerster, commissioned this T80 and then tossed us the keys.

Back to that rear two-tier wing that starts the unraveling. You could think that the basis for all this is the latest 911 Turbo, but look close and you’ll notice dramatic differences in design here for the rear-downforce strategy of the SPR1. Then look at the last-generation (996) Porsche GT2 and it suddenly makes a little sense, because this is the fifty- seven-inch-wide rear wing design from that past model. With any rear-engine rager from Stuttgart needing copious air literally rammed down into it through the airbox, we love and admire the integration of the two ram openings into the actual stanchions of the wing itself. This is a cooling solution that leaves the rear end looking cleaner without the horizontal air slats cut into the lid. Quoting Borat just this once: “Is nice.”

The raw material for the T80 is actually a 997 911 Carrera—a noble attempt to contain some up-front costs? Wrong! It was chosen because it came out first in 2004 and Sportec needed to get going on the project. All dreams of cost-cutting are frantically thrown out the window, as everything is removed from the frame and replaced with lighter-weight and more rigid carbon fiber and Kevlar panels that are far more entertaining to talk about over cocktails at the supper club. Doors are aluminum, pulled from the 997 Turbo or GT3, and the plan is to have the front lid in carbon fiber (now aluminum) once it can be kept from deforming at high speeds.

Oh, yes, speaking of the high speeds…the SPR1 has so far hit and held 230 miles per hour at the large oval at Nardò in southeast Italy, but Sportec is confident of 240 mph, once the Porsche VarioCam sensors get with the program. Acceleration from 0 to 62 mph is quoted as three seconds flat.

Does it drive as scary as it sounds? Not really scary at all, it’s just touchy (which should come as no surprise). Though King Creosote of Liechtenstein likes to run sticky Michelin Cup tires, for this drive time we ran less sticky Michelin Pilot Sports. Between the mountain of power and torque (649 pound-feet), the 309 pounds less weight versus a 911 Carrera, and the occasional rain in Spain, there was some ginger going at times. But even on dry tarmac, any shot of the juice with the steering wheel just slightly off-center can cause an immediate forward view of what was only a moment ago behind you. Once you get how to ride this horse, however, it’ll take sugar cubes right from your hand.

While the sweet spot in the 3.6-liter twin-turbo’s launch cycle doesn’t come until around 4500 rpm, the design of the two “hybrid” turbochargers (fat intake side by KKK BorgWarner, outie side by Sportec) prevents the huge lag that could easily happen here before that sweet spot. It works all right in getting the car rolling around town, but this is truly an animal bred for hyperspace autobahn runs.

At 85 mph on the Spanish autovia in fifth gear, our host encouraged us to stop being so civic-minded and hit it. Throttle fully open, the sensation was a bit like the entire car acting as the turbocharger body while we were somehow the turbine. We were heaved ahead in a series of five tsunami waves of elephantine boost—a bigger-than-us whoosh!- Whoosh!-WHOOSH! etc. bent the space-time continuum while we gripped the padded steerer and made sure our collective butt was planted in the Recaro. We decelerated from the adventure starting from 195 mph in the Andalusian interior, pop-off valves seriously announcing the start of the end of the sound barrier run.

Besides the heavily beefed-up 996 Turbo engine, higher friction clutch, and stronger racing gearbox, the explosiveness of the T80 is corralled nicely by the added rigidity of the steel roll cage. Herr Gerster has also opted for the cross brace under the rear window as well as motorsport-inspired side braces outboard of each seat. The version of Porsche Stability Management used here is from the current GT3 RS and it strived nobly to do its part. Sportec admits that all-wheel traction would improve controllability significantly and it is engineering a version now that sends 12 to 20 percent of torque to the front axle.

Ceramic discs for stop-ona-dime braking are the same optional fifteen-inch units offered on the new Audi S8 and Lamborghini Gallardo. Those brakes are needed here and really appreciated, end of story.