While everyone’s definition of a road racer will vary, the McLaren 620R must surely fulfil a lot of the required criteria. Any car that makes a 600LT feel a tad tame has to be pretty extreme, and that’s exactly what the 620R did. The R was far more than just a Longtail with a bit more power and funny graphics: it got GT4 suspension, its own specially developed slick tyres, forged centrelock wheels and loads more downforce. There was proper motorsport influence here, only with something like 150hp more than the actual GT4 racecar. This meant the 620R was nothing if not utterly exhilarating, a McLaren experience like no other on account of its sheer rawness. At launch, there was an undeniable novelty in driving something so extreme direct from the pits to a public road. Race cars with radios are a niche, for sure, but it’s easy to see the appeal. Yours for £200k.

A kind of Caterham Academy for off-road racing, the Defender Challenge looked like a stroke of genius when conceived ten years ago. Kit out everybody’s favourite off-roader with all the required rally bits from Bowler, guide novice punters through the process with decades of experience, take them to some of the UK’s greatest gravel events and watch them fall in love with motorsport. Hopefully coming back for plenty more, too. Indeed, the Challenge was so well received that it’s returned with the new Defender, still with Bowler’s involvement and still looking like just about the best way to spend a weekend. While keeping the Land Rovers road legal didn’t exactly encourage driving to the rallies – would you want to take one to Kielder? – it did mean that they could be used for adventures in the off-season. Just as this one has, accruing 10,000 miles in a decade. Definitely raced and rallied, then – but all the more likeable for it.

Now we’re getting serious. Radical doesn’t really do road cars, the overwhelming majority of its production focused on its competition machinery – and when it does make something for the street it’s barely diluted a jot. The Rapture was as close to an SR8 racer as it was possible to get, sharing its underbody, safety cell, aluminium spaceframe and composite panels. That meant a kerbweight of just 765kg, which was then walloped along by a 360hp, 2.3-litre Ford Ecoboost engine. Exposed to all the elements with that level of performance, proper downforce and almighty braking, the Rapture was an otherworldly experience. ‘Nothing short of mind-bending. And organ shifting.’ was the PH verdict. All with numberplates, don’t forget, and therefore the ability to drive to every track day if you so wish. Then obliterate everything. This one is yet to reach 1,000 miles, yet does sneak in under £100,000. Adrenaline junkies, look no further.

Remember what we said about the rather uncertain definition of a road racer? This Renault 5 is the perfect example of why it pays to be flexible with these things. This may never have competed in its life, or mirror exactly one specification, but it does show what can be achieved if you want to create the fastest 5 Turbo 2 around. And then paint it in a perfect livery. We’re absolutely here for it. Thanks to the work of JL engineering, this old Renault now produces 270hp, which is kept in check with a plated LSD, Wilwood brakes, Bilstein dampers and additional chassis strengthening. The selling dealer promises ‘exceptional, competition level performance and handling’, which feels more than believable given the look of the thing. With a right-hand drive conversion, too, there’d be no excuse not to drive it at every opportunity. Just remember we aren’t all Jean Ragnotti, even if you’ll certainly look the part in this…

It’s sometimes easy to forget just what a motorsport career the MC12 had. It was utterly dominant in GT racing during the 2000s; from 2006 to 2010, every FIA GT Championship driver was in a Maserati MC12. Team and manufacturer titles inevitably came with those victories. The MC12 was so successful, ultimately, because it was designed that way – this was a road-legal race car in the most uncompromising, unapologetic fashion possible. It was preposterously long and low, which was great for speed and downforce but a nightmare to manoeuvre; there was barely any space for people, let alone stuff, because why do you need more than one body in a race car? Brought back into the limelight with the arrival of the MC20, the ’12 is undoubtedly a 21st-century supercar icon. This one was stunningly refinished in exposed blue carbon years before it was cool, and is a recent award winner as well. Set aside millions…

Before the Challenge Stradale, and before the posturing of the XX programme, there were the Ferrari Challenge cars. The 348 was the first and the 355 followed, where the mid-engined V8 berlinettas were kitted out for racing – think bucket seats, harnesses, roll cage, better suspension and so on – but retained their road-legal status. They were loud, raw, focused Ferraris, and now very much in demand as rare, thrilling, manual classics. Because who doesn’t love V8 Ferraris made even better still? This 348, chassis #93559, is more interesting than most, as a right-hand-drive car; produced in 1992 and converted in 1993 by Maranello Concessionaires (hence the colour scheme), it’s still only covered 11,000 miles and is actually now eligible for Ferrari Corse Clienti events. Where it’ll surely be the slowest thing by miles, with just 300hp or so. But we wouldn’t be surprised if it’s also one of the most enjoyable drives in the whole paddock.