However, when Nissan unveiled the swish new Primera in Europe, it left this particular puppy back in Japan. Why? Because, in Euroland, the new Primera is all about mainstream petrol engines and diesels. Besides which, the 20V's hard-revving SR20VE four-cylinder 16-valve twin-cam engine isn't EC-ratified and Nissan engineers say that's not about to change.

So here's what you're missing. Think of this 1998cc variable-cam engine as Nissan's answer to Honda's VTEC. Producing 204bhp, it breaks through the normally aspirated 100bhp-per-litre barrier and generates 152lb ft of torque at 5200rpm.

Nissan's variable valve timing and lift (VVL) system has been around in Japan since 1997 yet remains one of the company's best kept secrets. Dropped into this new 20V (originally tipped to wear the far sexier GT badge), this particular VVL engine is all new bar the cylinder block. It brings high/low-speed cam profiles and independent electronic control of the exhaust and intake valves, giving three cam profile and valve combinations. A variable intake manifold tract and drive-by-wire throttle also join the party. When it comes to engine tech, Nissan can turn it on as well as anyone, as the Skyline GT-R has proved.

Bigger front brakes and high-spec 215/50 R17 91V Dunlop Performa tyres complete the picture.

The act of sportifying the rest of the 2001 Primera is quite subtle. No bolt-on wings or go-faster stripes, thanks very much. Instead Nissan has created a car somewhere in the Honda Accord Type-R and Lexus IS 200 ballpark.

Inside, the new Primera is pretty groovy with a Star Trek dash and bold central dials. The 20V adds leather-rimmed wheel, drilled aluminium pedals and some titanium-look panels, though everything else is uniformly grey, grey or grey.

Under way, the VVL engine is a real Jekyll & Hyde. Drive the 20V gently and you'd never know it has a full-on high-G side to its character. Trundling through traffic is easy with a light clutch, sweet gearchange and good torque to smooth your progress.

But push on and the 20V is immediately on the case. The engine spins fast and furiously, howling like a good 'un when it gets to 6000rpm with another 1800rpm still to go. Rather like a Mk 1 Integra Type R, the 20V sounds loud and angry when it's really in the groove. Character? This engine has got it in spades.

The 20V chassis is also the real deal. It's 40 per cent stiffer than regular Japanese-spec Primeras, giving superb poise and precision. Slam the 20V through a series of S-bends and the way it turns-in is astounding. Up the pace and it's the same story: no understeer, minimal roll, phenomenal front-end grip and no hint of back-end bolshiness if you suddenly lift off. Its limits really are exceptionally high, yet the 20V's fine chassis also delivers a decent ride.

So what's wrong with the Primera 20V? Not a lot, really. Decent looks, well-sorted chassis, manic 204bhp engine and plenty of pace. In Japan, it's up for the equivalent of just ΂£13,400 at current rates. You can even have an estate version. Just makes you wonder how Nissan can justify the engineering programme for a car that it predicts will sell just 500 units a month in Japan with no exports planned.

That's right; no exports. The first Nissan Primera to appear on the evo radar officially won't be sold in the UK. Over to you, grey marketeers.