It must be understood from the outset that I am deeply in lust with the Nissan 200SX, which utilises the almost universally approved high performance recipe of powerful engine, good balance and rear wheel drive (anyone wanting to argue about rear versus front drive is welcome to hit me with an e-mail).

There were a few complaints about the previous model, entirely to do with its cosmetic treatment.

That first generation 200SX, first proof in years that the creators of the legendary 240Z might still be knocking

In this new version, that has been admirably taken care of by a bolder nose treatment, lower side skirts and a rear wing to make the 200SX look more like the fiery performer it has always been.

Most subtly effective alteration is the headlights, their more angular shape creating a subtly aggressive look (no, it makes no sense to me either), while the range-topping "Luxury" model tested had also acquired different side skirts again, that couple nicely with the front and rear spoilers for greater `kerbside cred'.

For its second generation birthday there was also new interior trim and a revised dashboard, with the carbon fibre look that we are told is fashionable among "real sports car enthusiasts"; (perhaps, but give me fine wood panelling anyday), and of course it has the things that are returning to Japanese cars in abundance, like power windows:mirrors:steering, and a decent stereo system.

But one thing remains unchanged; bouffant hairstyles are not a good idea in this car, especially if it is a Luxury with power sunroof, which puts an even greater premium on headroom.

But there is plenty of legroom (in front, the rear seat is for the vertically challenged only), so with the head tucked into the shoulders if necessary, this is a car for those to whom driving is more pleasure than chore.

Nissan may call it the 200SX, but there is no doubting its ancestral lineage to Z.

Admittedly it has only four cylinders and 2.0 litres, but there is also a fairly large turbocharger using what Nissan calls its "Linear Charge Concept"; basically a computer-controlled wastegate that delivers its boost at lower speeds as well as at the top end, so the near-V8-territory power and torque are always on tap.

And its handling prowess is enhanced by the engine being located behind the front axles, right back almost against the firewall, for better balance that can be felt in hard corners.

Noise levels are about as expected, with the stereo holding sway over a constant rumble from the low profile tyres and the odd whistle from the turbo when it begins work in earnest, but otherwise quite muted and restrained (though a nice rorty mid-range bark can be heard from the tailpipe if the windows are open).

Yet this is also a sports coupe that knows how to be civilised in urban situations, with a very user-friendly gearshift (4-speed auto is available for those who like it - strange that so many do), calm demeanour when driven with restraint, and reasonable all-round visibility.

I also like the swing-out arms that hold the seatbelts, and put them right at hand instead of somewhere unreachable, like many two-door coupes.

All those features were in the first model anyway, and the cosmetic upgrade did not include pricing; this delectable coupe is still selling at the same prices as when I first drove it in 1994, starting at $39,990 for a manual transmission entry-level Limited model and rising to the fulla-fruit auto Luxury at $52,185.

But I think my bank manager knows something - he won't return my calls. Probably just trying to protect my marriage.