1996 Ford Mustang Kenne-Bell Cobra - 392HP - American Muscle Car - Dyno Tuning

The nimble upper- and lower-control-arm suspension was improved with custom DC Sports springs, a carbon-fiber rear strut brace, and Koni five-way-adjustable shocks, allowing the car to be easily dialed in to suit driving needs. While working with carbon fiber, an engine cover was crafted with an integrated Lexan window to show off the Formula One-inspired engine. To provide optimum grip for this eager-revving rear-driver, Racing Peaks RPO-1 three-piece wheels (17x8.0 front, 18x9.5 rear) were shod with Dunlop SP 8000 tires (215/40ZR17 front, 265/35ZR18 rear). Once up to speed, Brembo "Indy" four-piston calipers squeeze pizza-sized 13-inch cross-drilled brakes, stopping the erotic exotic faster than a spilled truckload of chilled molasses.

Around town, the silky-smooth DC Sports car felt distinctively stronger than a stock NSX yet it didn't have the less-than-factory-refinement that often plagues modified cars. Low-range torque was improved vastly, providing brisk traffic-slaughtering acceleration without tapping into the VTEC end of the rpm range. (But with the intoxicating sound and fevered high-rpm pull, you won't be able to restrain yourself for long.) Performance numbers substantiated our subjective impressions as the DC Sports NSX quarter-mile time (13.2 seconds at 108.7 mph) outgunned the last stock NSX we've tested (13.6 seconds at 105.7 mph)-a significant improvement from basic upgrades. Real-world rewards of the modified power curve provide a turbocharged feel as the tach climbs past 3500 rpm.

The NSX proved it takes more than brute force to navigate a track like a charged electron circling an atomic accelerator. Roaring through the slalom course like it was a straightline, the NSX deftly danced between the cones, tying the Lingenfelter Corvette for the group's fastest time. On the road course, its neutral steering and flat cornering abilities made the NSX child's play to drive hard. Stopping distance from 60 mph at 118 feet merely matched the distance of the last NSX coupe we tested. This weakness hurt the road course lap times, which otherwise would have been dizzyingly quick due to the car's katana-sharp handling. The NSX's overall balance of performance and handling makes the DC Sports NSX one of the finest street-legal fighters to roam the land.

Engine: 3.0-liter DOHC V-6Major engine modifications: DC Sports headers, 67mm throttle body, port-and-polish heads and manifold, modified camshaftsHorsepower @ rpm: 338 @ 7400 (est.)Torque, lb-ft @ rpm: 247 @ 6600 (est.)Transmission: Stock five-speed man.Brakes, f/r: Brembo discs/discs, ABSWheels, f/r, in.: 17 x 8.0/18 x 9.5,Racing Peaks RPO-1Tires, f/r: 215/40ZR17/265/35ZR18, Dunlop SP 8000Other mods: DC Sports exhaust, DC Sports springs, Koni shocksModifications and labor: $18,000

The Horsepower Litmus TestEach of the tuners in this test is among the very finest in the nation; their reputations are as impeccable as their cars. But we strapped each of their cars onto a chassis dynamometer to verify power outputs, just to be certain.

Pro Dyno (602/967-5530) in Tempe, Arizona, was the host for this aspect of our testing adventure. Pro Dyno's brand-new Dynojet 248E automotive dynamometer now resides in its pristine shop right next to the motorcycle dyno, where the company has developed some of the most wicked Honda CBXs and other two-wheeled road rockets around. Partners Jeff Morrow and Chris Hines (crew chief for Billy Kann's Winston West NASCAR stock car) use this ultimate tuning tool for both cars and motorcycles.