Likewise aimed at racetrack handling rather than High Street profiling, the 200SX is set up firmer than a car-dealer’s handshake.  It skitters and crabs over mid-corner bumps and pummels you all over the cabin on what we Australians quaintly call ‘secondary roads’. 

The Nissan is also one of these cars that needs to be driven hard before it starts making any sense.  At urban speeds it is, without being unkind, a pig.  It jiggles and wriggles and the steering is dead thanks to the camber kit that curls the front tyres up on to their inside edges so they follow every groove and side-breeze. 

But get tough with it and the negative camber suddenly starts keeping the treads flat on the road, the steering comes alive and the 200SX is immediately stable, throttle-steerable and ever so fast.  It would easily be the most entertaining on a track and since a race only has the one standing start, it’s more eager nature means it feels more completely tooled up than the Rex.  A scratch race between all three would be something else. 

One thing’s for sure, though, come the end of the main straight, the Nissan is going to pull up consistently time after time.  Check out the front calipers.  See the Porshe logo?  Okay, now you work it out (they’re ridgy didge 911 spec, by the way). 

The Integra, meanwhile, has a more subtle approach, with bigger rotors mated to the original calipers.  Bigger brakes are also a feature of the APS car and it, too, hauls down straight and hard, time after time. 

Inside?  The Rex is the most subtle, with just a boost gauge in a crap plastic housing halfway up the A-pillar.  The 200SX is the next most familiar, with a small trip computer on the right of the dash (which you can’t see most of the time), a turbo-timer down on the fascia and a race seat that makes finding the conventional seta belt (there’s a harness fitted for track days) all but impossible.  Most of the rest is stock.