At this point there was a fair amount of chuckling from those watching, and it was decided the car was a three-cushion model - the number needed for the Weekend Herald correspondent to reach the pedals and see over the dash.
Once tightened, the straps made it hard to breathe and move. Bravado was diminishing rapidly - maybe this was going to be harder than originally thought. It might be a new V8, but some things don't change.
As with the old version, the car started with a series of whirrs, clunks and a horrendous bellowing, sounding as if the thing was about to blow up. The whining straight-cut gears, a limited-slip diff, booming exhausts and no soundproofing makes for a hell of a racket.
The new car will have a six-speed sequential gearbox that will be a huge advantage over the old primeval, straight-cut four-speed box, which only hints at any synchro. The all-new suspension, geometry, brakes and chassis makes the new model a distant cousin, twice removed on your mother's side, from the existing.
The two vehicles are poles apart. While I wasn't throwing about 1350kg of race car around with the aplomb of a professional racer, it was still obvious this is a much better car than the one being punted around various race tracks in New Zealand.
Its balance under braking and ability to turn in and not try to fight its way to the outside of the track makes positioning the car that much easier. While McKenzie has been testing the car, those who know these things have mentioned he's been getting on the gas way earlier than possible in the old model.
Driving racing V8s - even the new one - is not for the faint-hearted.
Lightning reflexes are needed, as is a high level of concentration. The brain is constantly multi-tasking to analyse what's going on - where the car is on the track, what the revs are, what gear to use, anticipating the next corner and looking out for braking markers.
Racing isn't about putting your foot flat to the floor and hoping for the best - it's about handling, balance, cornering and braking. It takes a lot of finesse to control anything moving faster than 240km/h, be it in a straight line or around a corner.
In the new car there is no need to fight the steering wheel. It has the feel of a vehicle that's at peace with itself, which allows the driver to go about his business of racing rather than manhandling a tonne or so of metal.
It's like the car is a single piece of kit rather than a whole bunch of disparate bits bolted together.
All in all, while not putting the car through its paces as a professional V8 driver would, compared with the old version it has the early potential to move the class into a relevant era of tin-top racing.
