Let’s say you’ve got a solid six-figures burning a hole in your pocket, and you’re looking to get out on the track for a little turnin’ and burnin’. Sure, why not? But here’s the catch – whatever you bring to the pits has to make its way back home as well, and without a trailer to boot. Luckily, there are options aplenty these days that fit the bill, with a rash of barely street-legal track stars making headlines with ever-increasing levels of presence, poise, and performance. But which to pick?

Never fear, because we’ve got five of the best lined up for your reading enjoyment right here. Each can be driven on the street and each offers some modicum of comfort. However, the emphasis here is clear – speed, and loads of it, with apex-hungry suspension and tons of power under the right pedal. Restrictions for this list include a maximum of two doors and a price tag around $150,000, but we tried to stay flexible on that latter bit to keep things interesting. As such, we’ve included the Acura NSX, Audi R8, McLaren 570S, Mercedes-Benz AMG GT R, and Porsche 911 GT3. Which is your track-ready sports coupe of choice? Let us know in the comments, and don’t forget the bench racing.

Continue reading to learn more about TopSpeed’s Top 5 High-End Track-Ready Sports Coupes.

Acura NSX

After more than a decade on the shelf, Acura brought the NSX nameplate out of retirement just a few years ago, dropping the second-gen model in 2015 at the North American International Auto Show. The new NSX is a follow-up to the JDM classic from the ‘90s, which combined a slew of high-tech features, including an aluminum monocoque and titanium connecting rods in a mid-mounted engine, all at a surprisingly affordable price.

The new NSX is a little pricier than the last-gen, but it’s still got the tech-heavy goods to go with the outlay. The aero approach is something called total airflow management, which aims to keep all the downforce possible, while still routing cool air to the 10 individual heat exchangers. The aero balance offers three times as much downforce in the rear as in front, with Acura employing computation fluid dynamic simulations and lots of testing in the company’s wind tunnel in Ohio to make the overall vehicle shape as effective as possible. In the corners are lightweight wheels with staggered sizing at 19 inches in front and 20 inches in rear.

Inside, the Acura NSX gets a driver-centered cockpit design. Central to this are highly bolstered sports seat, which were developed using pressure mapping measurements and promise a higher degree of comfort compared to standard sport seats.

However, the most impressive feature of the NSX is mounted just behind the cockpit, where a twin-turbo, mid-mounted 3.5-liter V-6 pairs with no less than three electric motors and a lithium-ion battery pack to create 573 horsepower and 476 pound-feet of torque. The set-up incorporates a Twin Motor Unit in front, as well as a Direct Drive Motor in the rear to fill in the gaps from the ICE lump. A nine-speed automatic transmission swaps cogs, while Acura’s active Sport Hybrid Super Handling All-Wheel Drive technology puts it to the pavement. Electrically powered torque vectoring assists with handling, while the various electric motors assist with acceleration, braking, and cornering.

Meanwhile, the overall packaging helps to enhance the cornering and dynamics, with weight distribution spread 42 percent in front and 58 percent in the rear. Like the first-gen model, Acura used a large amount of aluminum for the chassis in the second-gen, complemented by carbon fiber and other exotic materials. The suspension set-up incorporates double wishbones in front and a multilink in the rear, while magnetorheological dampers sharpen handling. Dual-pinion variable-ratio electric power steering turns it.

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Read the full review on the 2018 Acura NSX.

Audi R8

While Audi is typically known for its more sedate sedans and SUVs, the Four Ring brand has a wild side too. In fact, Audi’s racing experience is rather impressive, especially when it provides the know-how to create cars like the R8. Framed as the most powerful production model Audi has ever created, the R8 looks the part of a supercar, with a low and wide stance, large intakes, and sharp creases front to back, plus flared wheel arches that allude to the brand’s ridiculously successful R18 racer. It’s also got active aerodynamics for either more downforce or reduced drag as the situation may warrant.

The R8 was recently updated with LED headlights and the brand’s laser light feature, which is an available option on V10 models and standard on V10 plus models. There’s also an available Black optic package, which throws in 20-inch 10-spoke Y design wheels that are finished in a glossy anthracite color and wrapped in grippy summer rubber. This package also adds gloss black exhaust tips, Mythos black side blades (on V-10 models) and further exterior trim. In front is an Audi sport badge on the grille, while opened doors project the Audi sport puddle light logo onto the pavement.

Inside, the R8 gets that classic Audi refinement, albeit with a healthy dose of motorsport goodness spread on top. The steering wheel is a multifunction, flat-bottom, three-spoke job, while the seats are highly bolstered and come covered in Nappa leather upholstery. Standard spec includes the Audi smartphone interface and high-gloss inlays. There’s also a 12.3-inch display, 4G LTE connectivity, and a Wi-Fi hotspot. The stereo is from Bang & Olufsen, offering 13 speakers and 550 watts of power.

Now for the important bits. The R8 utilizes a mid-engine layout, mounting a naturally aspirated 5.2-liter V-10 just behind the cockpit. This lump was recently updated with a new fuel injection system, and it shares roughly 50 percent of the parts used in Audi’s LMS race car engine. The top-trim V10 plus model makes 610 horsepower and 413 pound-feet of torque, which is good enough for a top speed of 205 mph and a 0-to-60 mph time of 3.2 seconds. Meanwhile, the non-plus V10 model gets 540 horsepower and 398 pound-feet of torque, yielding a 0-to-60 mph time of 3.5 seconds and top speed of 199 mph. Putting the power down is quattro AWD, while a seven-speed dual-clutch S tronic transmission swaps cogs in as little as 120 milliseconds.

Further upgrades to the V10 plus include a lightened chassis, plus standard carbon ceramic brakes, a carbon fiber diffuser, front lip spoiler, exterior mirror housings, rear wing, and racing shell seats. Both models use aluminum construction, including the suspension, while multiple drive modes (dry, wet, and even snow) offer appropriate settings for the conditions at hand.

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Read the full review on the 2018 Audi R8.

McLaren 570S Coupe

McLaren is certainly no newb when it comes to creating some wickedly fast machinery, but putting something as outrageous as the P1 hypercar through the rigors of day-to-day street driving is ill advised at best. As such, the British brand created the Sport Series, which includes more road-friendly models like the 570S Coupe. Packing the same race-ready gear that can be found elsewhere in the McLaren stable, the 570S Coupe is still an absolute titan of performance.

The exterior gets the same styling you’d expect from McLaren, but in a slightly smaller, “detuned” package. The design offers a “shrink wrapped” look paired with and optimized aerodynamics, creating high levels of downforce thanks in part to McLaren’s Formula 1 efforts. In back is a hexagonal mesh covering for the rear engine plenum, while dihedral doors with a “floating tendon” design are in the flanks. The door design not only looks cool, but also aids in the aero design for improved cooling dynamics and reduced drag. Flying buttresses, LED lighting, and wheels staggered at 19-inchers in front and 20-inchers in back round out the features.

And since the 570S is supposedly more user friendly, it’s also easier to get in and out of thanks to narrow side sills. Inside, passengers get a slew of nicely crafted switches and buttons to play with, plus a 7.0-inch touchscreen in the dash. Standard spec includes SiriusXM radio, satellite navigation, Bluetooth connectivity, and voice control. Leather and Alcantara make the materials list, offered in a variety of color combinations and copious customization options as well. There’s a standard six-way adjustable driver’s seat, with eight-way adjustability as an option. The standard stereo gets eight speakers, while a 12-speaker upgrade is offered.

Part of what makes the 570S so engaging is its low curb weight, tipping the scales at just 2,895 pounds. This is partly thanks to its carbon fiber MonoCell II chassis, with aluminum components used as well. Motivation is derived from a 3.8-liter V-8 boosted by twin turbochargers and mounted in the middle. Output comes to 562 horsepower and 443 pound-feet of torque, which is fed to the rear through a seven-speed twin-clutch automatic transmission, the same gearbox utilized on McLaren’s Super Series entries.

Performance figures clock in with a 0-to-62 mph time of 3.2 seconds, a0-to-124 mph time of 9.5 seconds, and a top speed of 204 mph. The suspension was specially developed for the 570S, and gets adaptive dampers and anti-roll bars. The steering is electro-hydraulic, while a electro-hydraulic system is used to raise the nose as well. Making it grip is a special tire developed with Pirelli (the P Zero compound), while carbon ceramic brakes complete with a Brake Steer system haul it down.

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Read the full review on the 2018 McLaren 570S Coupe.

Mercedes-Benz AMG GT R

Never mind backside coddling and luxury yachts – Mercedes has more than a few fire-breathing automobiles in its stable. One of the best is the AMG GT R, a collection of letters that add up to one very fast two-door. Developed at the Nurburgring and inspired by Mercedes’ racing effort, the AMG GT R gets loads of active aero and GT-racing-inspired body work. This includes an upgraded rear spoiler and new rear fascia with a double diffuser element, as well as an active wing in front that’ll create 88.2 pounds of downforce at 155 mph, improving steering feel all by itself. Style-wise, the AMG GT R gets flared-out fenders housing plus-sized lightweight forged wheels, which are staggered at 19 inches in front and 20 inches in the rear. The nose also gets an AMG Panamericana grille with 15 vertical bars finished in chrome, a nod to the 300 SL that took top honors in the Panamericana road race in 1952. Finally, buyers can get theirs in an exclusive “AMG green hell magno” paint finish.

Inside is appropriate mix of luxury and sportiness, with inspiration pulled from the world of aviation. There are AMG Performance Seats covered in Nappa leather and Dinmamica microfiber as standard, plus the option for yellow seat belts and gauges with yellow highlights. Black Piano Lacquer trim and a freestanding central display on the dash round it out.

Under the hood, the Merc stands out on this list as the only entry with a front-/mid-engine drivetrain layout, as opposed to the mid- and rear-engine entries that occupy each of the other spots. Making the go is a twin-turbocharged 4.0-liter V-8 engine producing 577 horsepower and 516 pound-feet of torque, all of which hits the rear wheels through a seven-speed dual-clutch automatic transmission. All told, the AMG GT R can do the 0-to-60 mph sprint in 3.5 seconds and reach a top speed of 198 mph.

Keeping it shiny side up is a modified suspension for greater performance, plus active rear-wheel steering and nine-way adjustable traction control. There’s also an adjustable electronic coilover system with opportunities for fine turning of the handling, offering settings for tweaking characteristics like dive and roll behavior. Sticky “cup tires” help it handle.

The AMG GT R also boasts a surprisingly low weight, tipping the scales at a respectable 3,428 pounds due to loads of carbon fiber and aluminum for the construction, including a carbon fiber roof. And thanks to the front-/mid-engine layout, those pounds are arranged in a 47.3 percent / 52.7 percent front-to-back ratio, upping handling chops even further. Making it stop are enormous brakes, with 15.4-inch rotors in front and 14.2-inch rotors in the rear, plus gold-painted brake calipers for added flair.

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Read the full review on the 2018 Mercedes-Benz AMG GT R.

Porsche 911 GT3

The Porsche 911 is one of the most easily recognizable sports cars in the world, due in no small part to the huge variety of model variants on offer, each of which seeks to apply the same race-winning philosophy Porsche has honed over the years and lay it on thick on the street. The same is true for the GT3, which is essentially a Cup racer-spec with license plates, offering less weight, more power, higher levels of grip, and a laser-like focus on going fast.

Kicking it off is revised aerodynamics. In terms of styling, the GT3 looks like most other 911’s, but adds a series of swoopy wings, vents, and intakes from front to back, with lots of carbon fiber throughout. Included is a unique front fascia, front spoiler, rear diffuser, and rear wing. LED’s are used for the lights, and huge thin-spoke wheels reside in the corners.

Inside the cabin, the 911 GT3 offers a bit of plush treatment, although it’s smeared across a more hardcore performance base. Drivers grip a 14.2-inch steering wheel, which gives a nod to the 918 Spyder in its design and sports a red top mark. The sitters are highly bolstered fixed-back sport seats with a carbon fiber shell, but buyers can also gets theirs with electrically adjustable seats if more comfort is required. First and foremost for the infotainment spec is the Porsche Track Precision App as standard, which provides info on how you’re driving during a track day. For non-track outings, the GT3 is equipped with the standard Porsche Communication Management system, which offers navigation with real-time traffic information, a Connect Plus Module, and Apple Car Play support. The rear seat is blocked off, which means space for two passengers maximum.

Most importantly, the GT3 comes rocking a naturally aspirated 4.0-liter flat-six powerplant in the tail. Output figures are rated at an impressive 500 horsepower and 339 pound-feet of torque, with a lofty redline making that howling flat-six really wail when you wind it out. The streetable GT3’s engine is based on the same lump found in the 911 GT3 R and 911 RSR, so you know it’s got the goods. Swapping the cogs is a seven-speed dual-clutch PDK transmission, but buyers can also opt into a six-speed manual if a three-pedal set-up is preferred.

The 911 GT3 is also surprisingly lightweight, tipping the scales at just 3,116 pounds, a rather low number compared to the majority of heavyweights in this segment. Put your foot down, and you’ll see 60 mph in just 3.2 ticks when pushing the seven-speed PDK automatic, while the six-speed manual adds a half second for 3.7 seconds to 60 mph. Top speed clocks in at 198 mph. The suspension is equally stout, with high-performance tuning and a ride height that sits about an inch lower than the 911 Carrera S. Complementing the upgraded springs and struts is a rear-axle steering system, which helps with turn in. Final noteworthy features include dynamic engine mounts and a rear locking differential, both of which are equipped as standard.

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Read the full review on the 2018 Porsche 911 GT3.