2004 Acura TSX

Its styling, handling, creature-of-leisure interior and overall build quality makes Acura's TSX a staff favorite. Which is why we're puzzled about the aftermarket's slow response to this fine sedan. Even in Japan, the CL9 (Accord Euro R) gets the short end of the cool mods list, compared to the Integra and Civic. Feels has some nice aero and Mugen has several catalog pieces for it, even though the JDM version gets around with a smaller displacement K20.

We predict, however, that in two or three years, when TSXs start coming off of lease programs or stray out of warranty, second- and third-gen owners will start asking for more power. Soon you'll be able to get into a three-year-old TSX with 50,000 miles for less than 20 grand. Tuning companies will respond with a small array of cams, valvetrain upgrades and chip tuning to optimize the TSX powerband and drive-by-wire throttle.

Daniel Desmond couldn't wait that long and we don't blame him. Truth is, the TSX arrives from the factory underpowered. Two-hundred horsepower doesn't go very far when it's asked to haul around 3,200 pounds. Blame the car's world-class interior and creature comforts for some of that, but anything you can do for a bump helps.

When we reach Desmond at Desmond Performance, the tuning shop his family owns in North Carolina, he's been making inquiries into some of his parts on order: a one-off silver carbon-fiber hood from VIS, Rotora big brake kit, a set of Volk GT-AV Mercury silver wheels, and a Comptech supercharger and aftercooler kit.

Having relocated to Charlotte from Los Angeles two years ago, Desmond Performance shines a lone beacon for Japanese and European car enthusiasts stranded in the dripping, pumping heart of NASCAR country. They're likely the only game in town within 500 miles if you want Volk or Work wheels, or maybe some grip from Power Enterprise. For the discriminating S2000 and 350Z owner, Desmond carries ARC parts.

Without the blower kit available, Desmond gathered a quality configuration of bolt-on power adders, including an Injen cold-air intake, DC Sports 4-2-1 header and DC exhaust. He noticed the gains at the pedal largely from the intake and header, and credits the Sun Auto Hyper Voltage and Hyper Ground system for a noticeable increase in throttle response and power delivery at highway speeds.

Desmond doesn't have any dyno or quarter-mile evidence, which bums us only slightly. We're more excited to see a nicely styled TSX with well-crafted I.C.E. install that, frankly, cancels out any gains in power-to-weight ratio.

Even though Desmond is waiting on Comptech to deliver the additional power boost, he used his downtime wisely on the TSX's suspension. Koni Yellow shocks up front feature adjustable damping and spring perch, and paired with Neuspeed springs offer a wide range of ride height.

"I don't like the stock stance," he says. "It almost looks lifted."

We agree. The TSX does stand tall for a car that wants to play in the sports sedan class, but looks much better when, like Desmond's, it's dropped about 3 inches.

A 3-inch drop, 17-inch Racing Hart rims and Nitto 225/35 tires. How does it ride?

"The ride is still comfortable, but the handling is amazing compared to stock," he explains. "The ride quality is good and definitely firm. There's not much body roll at all."