2019 Nissan GT-R

The Pure is the cheapest model in the lineup, starting at an MSRP of $99,990, the same as last year's model. The Premium starts at $110,540, while the fully-loaded option is the Track Edition, which comes fully equipped from the factory at a sticker price of $128,540. All prices here exclude taxes and the destination charge of $1,695.

As alluded to when discussing the transmission, this is a car that prefers hard driving. It used to be seen as a solely digital experience, but with other manufacturers being forced down similar roads since the GT-R's original release, the Nissan now feels a little more like a raw experience than it first did. That's not to say that its stability and traction control systems are not as brilliant as ever - they are, as is its supple suspension - but the spot-welded chassis and overall rigidity of the Track version trade a hint of comfort for better performance. This is somewhat remedied by its various driving modes, which make the GT-R an all-weather weapon and a comfortable cruiser too. The Track Edition, being more focused, has a number of handling upgrades, making this version most happy when being thrashed around a track or up a mountain pass. However, on-the-limit driving, particularly when all-out attack "R" mode is activated, can catch less experienced among us out - although that limit will usually be a lot higher than most drivers' capabilities.

As a daily driver, the benefits of a rear-mounted trans-axle and 100 percent rear-wheel engagement do not detract from the GT-R's user-friendliness. That power split will automatically adjust to as much as a 50/50 split on surfaces with the least traction, while Save mode will smoothen torque delivery for better long-distance cruising or improved traction in the snow. The three driving modes also adjust the suspension dynamics, allowing for a comfy ride when you want it, while quick steering and weight distribution centered on neutrality in corners inspire confidence when you need it.

The GT-R remains a worthy opponent for almost anything out there, thanks to its incredibly smart traction and stability control systems with almost unmatched standing acceleration. It is also the most usable supercar out there, thanks to easy cabin access, good visibility, a pair of rear seats and a decent trunk. It's all-wheel-drive system, and electronic wizardry also makes it highly capable in any weather, while flattering the average driver when the time for maximum attack comes.

However, its price climbs each year, contradicting the original ethos of an affordable supercar killer. Although there have been numerous tweaks over the years, improving on a shockingly brilliant base point, other manufacturers have caught up with many of the GT-R's key performance attributes. More importantly at this price point, the GT-R does not look special enough to truly be a supercar, and its age detracts further from the wow factor. If you want a genuinely usable, astonishingly quick supercar, this is still worth a look; but its German rivals are just as good these days, and they'll do a better job of bumping up your Instagram likes.

The Pure trim is an entry-level supercar, and at less than $100k, is not a bad way to get into one of the quickest accelerating cars on the planet. The Premium model is intended to add a level of luxury and refinement not present on the Pure. The Track Edition maintains the luxury appointments of the Premium but adds focus, with only a very small sacrifice made in ride comfort.

We'd go all out and get the Track Edition - it features everything the others do but is almost as special as the pricier, more hardcore NISMO, which helps it keep up with its rivals a little better. With no packages available, it's up to you to pick a color, but we'd opt for the no-cost Solid Red.

The GT-R set out to be a supercar beater, and it has done just that. Compared to the super sports car that is the Porsche 911 Turbo, the ol' GT-R accelerates quicker from 0-60 and has a higher top speed. It's also more practical, but arguably less of a looker. The Porsche has a design that hasn't varied much over the decades, but it looks newer and feels more special with its rear-engined layout. The Porsche is also more comfortable, has more torque, is more refined, has more features, and even gets better fuel economy. The Porsche is the sharper tool and is guaranteed to turn heads of both car people and the average Joe, while the GT-R has a more subtle appeal only appreciated by enthusiasts. We'd love to have one in our garage, but we'd probably enjoy the drive in the Porsche more. The GT-R loses here.

When Audi launched the original R8, their public image jumped up a level. Ever since, it has built on its classic supercar MR layout with track specials and even rear-wheel-drive versions. Its looks have evolved, and somehow always manage to appear slightly futuristic while maintaining the DNA of past models. The Audi looks absolutely spectacular, and that Lamborghini-sourced V10 sounds fantastic - far better than the GT-R's acoustics. Thus, the R8 has genuine supercar credentials with its performance and wow factor. However, the GT-R has a better warranty, is supported by almost four times more dealers than the Audi, and has an incredible launch control system while the R8 has none. The R8 also does without dual-zone climate control and is far less practical, but is loaded with more tech including the incredible virtual cockpit. The GT-R handles better too, thanks in part to better weight distribution, and it gets better gas mileage. The R8 looks mega, but the GT-R is just too good on the track, dismissing the R8's supercar status almost too easily.