“Race on Sunday, sell on Monday” is one of the most effective marketing strategies ever conceived. What motorsport fan doesn’t dream of racing around in the same hardcore machinery that does battle on America’s race tracks every year between spring and fall? While most folks may not have the funds to buy a purpose-built race car and make these dreams a reality, they can often buy the street car that it’s based on.
For example, Hyundai’s Elantra N subcompact sedan looks an awful lot like the Elantra N TCR that takes to the tarmac every International Motor Sports Association (IMSA) Michelin Pilot Sport Challenge weekend. Similarly, the Ford Mustang GT4 and BMW M4 GT4 aren’t terribly different from their emissions-compliant counterparts, either, and they battle door-to-door in the same series.
Then, who needs a multi-million dollar race team when you can roll up and rip laps all-day-long in a race cars’ street-friendly, dealer-lot-acquired counterparts? These events are commonly referred to as track days or high-performance driving events (HPDEs), and whether you’re there to just have fun or to take part in time attack (also known as time trial), it’s a great way to experience near-race-level thrills.
Here are ten of the best track day warriors that brilliantly fulfill both daily street-driving and high-performance-track driving duty.
The Best Track Cars of 2025
- BMW M4 Competition
- Cadillac CT4-V Blackwing
- Chevrolet Corvette Z06
- Ford Mustang Dark Horse
- Hyundai Elantra N
- Lotus Emira Turbo
- Mazda MX-5 Miata
- McLaren 750S
- Porsche 911 GT3 RS
- Subaru BRZ / Toyota GR86
BMW M4 Competition
The BMW M4 is an ideal daily drivable performance luxury coupe. On the one hand, it has two rows of seating, a well-appointed cabin, and the latest tech and safety features. On the other hand, its twin-turbo 3.0-liter inline-six engine makes 473 horsepower, or 503 horsepower in the M4 Competition. The M4’s cornering and handling ability are fantastic, but it can also become (relatively) comfortable with the push of a button.
The M4 Competition routes power to the rear wheels through either a six-speed manual or eight-speed automatic transmission. And yes, there is an xDrive all-wheel-drive (AWD) version of the M4, but that’s not how the race version (BMW M4 GT3, GT4) does it. The rear-wheel-drive (RWD) version will teach you the finer points of performance driving and car control, though its high-performance ceiling isn’t the best for track day beginners.
BMW M released the smaller, lighter M2 for the 2023 model year (based on the 2 Series two-door), which offers much of what the standard M4 does only with less weight and at a lower price. If the M4 and M4 Competition are too pricey, this is a good alternative that packs a mighty punch.
Cadillac CT4-V Blackwing
Believe it or not, Cadillac now builds not one but two track-ready brutes: The BMW M3-sized, 472-hp CT4-V Blackwing and the larger, M5-sized, 668-hp CT5-V Blackwing. While the CT5-V Blackwing is the more powerful of the two, the lighter and smaller CT4-V Blackwing is probably the better-suited for carving corners.
In part because it’s lighter, the CT4-V Blackwing feels a little more responsive, and both of these sedans have poised suspensions and precise, highly communicative steering. The CT4-V Blackwing is just a little bit more precise and lithe, and it feels perfectly balanced on its adaptive suspension. The twin-turbo 3.6-liter V6 comes mated to a standard six-speed manual transmission, but the optional 10-speed automatic is quicker around a track—shifts truly are lightning-fast. The brakes haul it down with remarkable speed, and there’s a standard electronic limited-slip differential for confident, controlled grip.
Inside, these Cadillacs don’t feel particularly luxurious, but that isn’t the mission of the Blackwings. The CT4-V Blackwing is an amazingly sharp sports sedan that blends genuine race car moves with smooth behavior in daily driving in the ways that only certain German sedans used to. And it’ll still set respectably fast lap times on any track around the country.
Chevrolet Corvette Z06
The Chevrolet Corvette has been a supremely capable-yet-affordable track car for decades. However, 2020 marked the year it got a major boost in credibility and capability: General Motors’ engineers crafted it into a mid-engine sports car. Then, its hardest-core Z06 variant takes this new (for the ‘Vette) format to new heights. Both racers and street drivers alike have salivated over them ever since.
While regular Corvettes, including the hybrid E-Ray, use Chevy’s 6.2-liter LT2 V8, the Corvette Z06 features GM’s new LT6 5.5-liter V8, a clean-sheet design that only has a faint family resemblance to older GM V8 designs. The 670-hp motor is the most powerful naturally aspirated V8 ever offered in a production car, and revs to a throaty 8,600 RPM. The exhaust note is truly something to behold. Not only that, but the Z06 is also the basis of Chevy’s Corvette GT3.R race car, which made its debut at the 2024 24 Hours of Daytona.
This is as extreme as a production Corvette has ever gotten. It’s 3.5 inches wider than the stock Corvette, offers optional Michelin Pilot Sport Cup 2 R ZP race tires wrapped around carbon fiber wheels, and has enough aerodynamic aids to make an F35 fighter jet jealous. It’ll sprint from zero to 60 in just 2.6 seconds and post a quarter-mile time in the low 10-second range, but it’s fast in every situation. The Z06 costs more than $110,000 to start, but that’s a bargain compared to any similar car from Ferrari, McLaren, or Porsche.
Ford Mustang Dark Horse
Though generally rooted in the outgoing chassis, the Ford Mustang was heavily updated for the 2024 model year, and the most powerful, track-ready version of them all is the Dark Horse. The former Shelby GT500 and Mach 1 models are discontinued, but in their place, the Dark Horse brings new features and some of the Shelby’s equipment at a price much closer to the former Mach 1.
The Dark Horse is mostly an evolution of the previous Mach 1, carrying the latest-generation, 500-hp 5.0-liter Coyote V8, plus a base six-speed Tremec TR-3160—this was previously bolted up under both the Mach 1 and Shelby, and is among the nicest-to-shift boxes, ever. Though not as hardcore as the Shelby’s former track pack, the Dark Horse also offers a Handling Package that includes 19-in aluminum rims wrapped in sticky summer tires, adjustable strut top mounts, altered chassis tuning and front tow hooks, in addition to the standard magnetic suspension dampers, limited-slip differential, and big Brembo brakes.
Even more focused-on-performance Mustang trims may be forthcoming, but for now, the Dark Horse is the fastest and coolest version, and it’s more capable on-track than the previous Mach 1 ever was.
Hyundai Elantra N
New on the scene for the 2022 model year, the Hyundai Elantra N picks up where the old Veloster N left off, only it arguably improves on the formula. From the factory, it offers 276 hp (plus a 10-hp boost in “N Grin Mode”) and either a six-speed manual or an optional eight-speed automatic transmission. Though Hyundai wasn’t known for handling prowess before its N models, it certainly is now, and the Elantra N can channel its power to the ground exceptionally well with lots of grip and a supple, communicative suspension.
There’s enough power here to blow the doors off competitors like the Honda Civic Si and Volkswagen Jetta GLI, though the Elantra N really belongs in a more rarified class, up against the Honda Civic Type R and Toyota GR Corolla.
Great news for track day nuts: The Elantra N is cheap and practical. It costs more than $5,000 less than the Honda Civic Type R, and half the price of an Audi RS3. It also carries over all of the daily-ready attributes of the regular Elantra, such as its spacious front and backseat room and great trunk space. Unlike the GR Corolla, it doesn’t offer all-wheel drive (AWD), and its handling isn’t quite as precise as the Civic Type R’s, but among track-ready machines, the Elantra N is a supreme bargain.
Lotus Emira Turbo
The latest high-end, mid-engine sports car from Lotus reached American shores for the 2024 model year, and it’s been a smash-hit among enthusiasts and journalists alike. While initially offered with a supercharged 3.5-liter V6 putting out 406 hp and 317 lb-ft of torque, the Emira Turbo followed nearly a year later with a turbocharged 2.0-liter four-cylinder that produces 400 and 353, respectively.
No matter which version you choose, expect phenomenal handling, excellent chassis and steering communication, and a very good ride quality. The British brand offers two chassis tuning configurations—no adaptive dampers here—the touring and sport chassis; we enjoyed our time with the sport chassis and found it to not be too stiff and focused.
We’ve driven both powertrains, too, and prefer the turbocharged variant. The turbocharged theatrics are quite amplified: You can hear the turbo spool up and feed boost to the mighty, AMG-sourced four, and then hear its blow-off valve release pressure once you lift the throttle. It’s also just as fast as the V6, gets better gas mileage, and feels ever-so-slightly more playful. The only downside is the turbo only comes equipped with an eight-speed dual-clutch automatic transmission—the V6, on the other hand, gets a brilliant-to-shift six-speed manual gearbox.
Everything about the Emira makes it brilliant for track day duty: Drive to the track, enjoy top-shelf mid-engine sports car handling and rousing torque all day, then drive home comfortable in a well-appointed, luxurious interior. And, look good while doing it.
Mazda MX-5 Miata
Sure, all of these high-powered, high-performance cars are impressive, but they’re certainly expensive, too, and routinely tracking them costs even more money. If you’re after a more budget approach to track days, one of the best places to start is the Mazda Miata.
From the Sports Car Club of America’s (SCCA) Spec Miata class to IMSA’s MX-5 Cup, the MX-5 Miata is the definitive grassroots racing vehicle, which also makes it one of the best track day cars for beginners and experts alike. If you’re serious about making your driving talents official, the Miata is the best place to start.
The latest ND3-generation Miata has just 181 hp, but with less than 2,400 pounds to haul around and a classic front-engine, rear-wheel-drive layout. This means it not only makes the most of that power, but is easy on consumables like tires and brakes, too. It’s nimble, responsive and fun, and perfect for learning the finer points of car control without getting yourself into too much trouble. Not only that, but Mazda refined its steering and differential for the 2024 model year, so it’s grippier and more responsive than ever. Finally, its healthy aftermarket ensures various chassis, brake, and engine upgrades will be available for decades to come.
McLaren 750S
When you absolutely, positively have to scorch lap times and turn heads, accept no substitutes. The McLaren 750S is one of the top supercars that can get you to the track in style, and then blow the doors off almost everything else there. It’s a direct evolution of the earlier 720S, so it may seem like the English brand’s styling hasn’t changed much, but it’s lighter and more powerful for an even wilder driving experience.
The 750S debuted for the 2024 model year, and while it uses the familiar twin-turbo, 4.0-liter V8 from the 720s, the engine has been extensively modified, including bolting up pistons from the even hotter 765LT. It now makes 750 horsepower and 590 pound-feet of torque, up from 710 and 568, respectively in the 720S. To dilate drivers’ pupils even more, it weighs about 150 pounds less than its predecessor, bringing its zero-to-60 time into the mid-two-second range, and a quarter-mile pass in less than 10 seconds.
The 750S isn’t cheap at around $300,000, so while it may seem a bit complicated to operate, it remains a refreshingly simple vehicle to drive around in. The center touchscreen flows up through the center console and the fully digital instrument panel alters its appearance based on your selected drive mode to present critical performance information. The readouts and operation are a little basic, but maybe that’s better in a car that can go more than 200 mph flat out.
Porsche 911 GT3 RS
Few vehicle manufacturers are quite as synonymous with racing as Porsche. For many, the Porsche 911 is the gold-standard sports car, and it’s offered in a number of variants to satisfy a wide range of drivers. Whether you want the top-down experience of the Cabriolet or Targa, the luxury of the Carrera, or the sheer performance of the Turbo, Turbo S, or GT3, there’s a 911 to suit your needs. There’s even a new off-road-geared model, aptly named the Dakar. But this vast array of 911s, which can be ordered in seemingly any color of the rainbow, also contains serious track weapons.
The motorsport-only version of the 911 is the GT3 R—previously known as the Cup Car—and it’s incredible how similar it is to the GT3 RS road car. Its 4.0-liter flat-six engine produces 518 hp, whereas the GT3 R’s 4.2-liter flat-six makes 565 hp. The GT3 RS features heavily modified bodywork and weight-reduction measures, allowing for a 0-60 time of just three seconds. It’s essentially a 911 on steroids, with every reaction and every trait amped up as far as the power will go and frosted with lots of aero optimization for maximum downforce.
The price, of course, is also steep. The GT3 RS starts at over $182,000 and it’s possible to tack on another $100K on top of that if you opt for the most extreme models. If you don’t need quite this level of track capability or want this level of rarity (even in a sea of Porsches at Cars & Coffee events, a 911 GT3 will impress), the regular 911s might be better. The 911 Turbo also offers breakneck speed, but costs nearly as much, and more to start.
Subaru BRZ / Toyota GR86
In a car industry that’s dominated by overweight and overcomplicated machines, the joint venture that yielded the Subaru BRZ and Toyota GR86 is a breath of fresh air. Both vehicles are powered by a Subaru-sourced, Boxer-style 2.4-liter four-cylinder engine that makes 228 hp, driving the rear wheels of course. The BRZ is the only Subaru that doesn’t get AWD, but for peak sports car feel and exciting drift-ability—like the MX-5 Miata—the rear wheels are driven via a standard Torsen limited-slip differential.
Mechanically identical, both cars use a six-speed manual or a six-speed automatic transmission, but most buyers choose the manual gearbox. In the past, that meant forgoing many of the Subaru and Toyota’s excellent driver assist systems, but that’s no longer the case. Features like adaptive cruise control became standard for the 2024 model year.
The BRZ also got a new top-tier trim that year: The tS. It offers a few extra features, including 18-inch wheels, finely tuned Hitachi dampers, and bigger Brembo brake rotors to accentuate its brilliant fun-to-drive character. Both of these cars are designed to drive to a track, spend a day carving corners, and comfortably return home to do service as a daily driver with a minimal hit to fuel economy. They’re excellent entry-level track warriors, and there’s an armada of aftermarket performance parts and mods available that increase their liveliness and lateral grip even further.
