From the May/June 2026 issue of Car and Driver.

If existence mirrors a three-act drama, and I am not claiming it must, then Nissan's 240SX echoed phases of my personal journey: an unsteady early stage filled with mishaps and simple cravings. A productive middle period marked by reliability and occasional shortcuts. And a later phase of cranky outbursts and repeated slips. And so:

Act One: Launched in 1988, the initial Nissan 240SX lacked strong performance and featured a noisy engine. It appeared appealing yet unfinished.

Act Two: The 1991 model introduced dual overhead camshafts in place of one and four valves per cylinder instead of three. Producing 155 horsepower, acceleration remained modest, yet the revised cylinder head improved throttle feel noticeably.

Act Three: By 1995, buyers in the U.S. were turning away from compact coupes and hatchbacks as SUVs gained favor. Nissan responded with a 240SX design closer to its Japan-market Silvia. Gone was exceptional balance. Added was a heavier feel.

In a three-act story, the central portion often delivers the richest satisfaction. The Act Two version earned strong appreciation. Power reached the rear wheels through a sophisticated multilink suspension and optional four-wheel steering that minimized body roll. This steering feature distinguished the Nissan from rivals including the Toyota Celica, Honda Prelude, Eagle Talon, Ford Probe, Mitsubishi Eclipse, and VW Corrado. An updated lineup of those six models today would generate real excitement.

The 240SX's even handling most encouraged purchases. It accepted aggressive maneuvers with composure rather than resistance. A near-even 53/47 percent weight distribution made it a favorite among emerging Japanese drift enthusiasts. As the style spread to California, the car's reputation grew further. Drivers addressed limited power with large aftermarket turbos visible through modified hoods.

The 240SX achieved 0.85 g of grip, leading its 1992 comparison group. It halted from 70 mph in 164 feet, matching Porsche standards of the period.

Enthusiast versions included the $500 handling package with limited-slip differential, firmer suspension, four-wheel steering, and summer tires. Buyers first needed to add air conditioning and ABS at extra cost. Equipped this way, the car approached a $20,000 price point.

Styling drew attention with a drag coefficient down to 0.31. Air flowed smoothly over the body, enhancing its sporty appearance.

As noted by Car and Driver's Art St. Antoine, greater power improves function, though not in every case. The 240SX needed over 7.9 seconds for 60 mph. Power delivery felt buzzy near the 5600-rpm peak. A balance shaft might have helped reduce vibration from the 2.4-liter four-cylinder.

Within the sports-coupe segment, only the 240SX and Prelude excelled as long-distance cruisers. Comfort came partly from supportive monoform seats similar to police car designs, along with a precise five-speed shifter reminiscent of contemporary Maxima and Sentra models.

C/D tested an Act Three 240SX for over a year. It felt less engaging over time. Production ended in 1998 amid weak sales, concluding the U.S. run of the Silvia lineage.

Decades later, fans still react strongly to mentions of the 240SX. Yet the car represented a talented performer that fell short of full potential.

Close, yet incomplete.

John Phillips began covering cars in 1974 at Car Weekly in Toronto. He later joined Ford Racing and served seven years as Executive Editor of Car and Driver. His writing has appeared in Harper's, Sports Illustrated, The Toronto Globe and Mail, The Cleveland Plain Dealer, and Conde Nast Traveler. He interviewed Joe Biden and authored God Wants You to Roll plus the memoir Four Miles West of Nowhere. He received the Ken Purdy Award in 2007 and resides with his wife Julie in the Bitterroot Valley.