Don't ever walk up to a Mugen engineer and refer to his company as a tuner. You'll likely be bitch-slapped in the most polite Japanese manner before being sent on your way. That was my mistake. And what also turned a simple visit to Mugen's headquarters into an inquisition headed by a board of engineers and PR staff. My simple assignment to shoot and maybe drive some of Mugen's cars clearly wasn't what they had in mind. Their agenda was to set America straight on what Mugen is all about.
For us Americans, with our grandiose obsessions of squeezing obscene amounts of useless power out of our lawn mower-sized import engines, Japan's top tuners, like Mugen (who prefer being referred to as a manufacturer), might seem like something of an oddity. When it comes to street cars, they clearly don't share our aspirations for massive turbos, Frankenstein engines or questionable head work. Yet we have great respect for these companies because of the quality and pedigree of the machines they crank out, even though most of the parts found in their catalogs are simple bolt-on pieces that, on our shores, are dismissed as tips of the iceberg.
Having never experienced a full-blown Mugen street car, we set out to find just what these bolt-on parts are all about and tried to sneak a peek at its engineering and manufacturing operation. With some luck, we thought we might even be able to put one of its production cars through its paces. That turned out to be wishful thinking, due to the phenomenon we call the Mugen enigma.
Mugen, or (more properly) M-Tec's Japanese headquarters consists of several buildings in a small industrial park just outside Tokyo, not far from Honda. Small by US standards, the collection of secretive buildings constitutes the R&D headquarters for M-Tec's racing and street programs, along with Honda's laboratories around the corner. We only saw the reception/showroom, walked through an immaculate cafeteria and spent prolonged hours in a conference room hidden deep within a maze of sanitary, hospital-like hallways. But the professionalism and efficiency of M-Tec's operation is clearly evident, rivaling that of many OE operations.
Our access to Mugen's cars was similarly limited. It was more like visiting a petting zoo: the patient staff shuffled the Mugen Integra Type-R, Fit Sport, Euro Accord-R (or Acura TSX, as we call it) and the JDM Civic around the rear parking area-just enough for photography, but not enough for the temp needle to even budge from dead cold.
Each car followed a similar tuning template of upgraded intakes, suspension, brakes, cat-back exhausts and, in some cases, headers and radiators. All were fully equipped with complete, aerodynamically functional Mugen cosmetic packages. Of the four, the Integra obviously had the sportiest and most highly developed platform. In addition to the usual bolt-ons, the driveline was bolstered with a clutch-type limited-slip diff and more aggressive clutch, as well as new engine management, suspension bushings, racing oil pan, bucket seats and bolt-in roll cage-all of which are available from Mugen's retail catalog.
The DL5 Integra Type-R was the only car we were given a brief ride in. Our ass-based impression was highly positive, based on the limited number of parts Mugen found necessary to change. Clearly the Integra is lighter, with an engine far more responsive to go-pedal inputs. Even on the small cam lobe, before the i-VTEC kickover point , the car accelerates without the asthmatic feel of our K20 units. With Mugen piping and brains, the engine now reacts to the slightest change, bringing out the true nature that Honda intended for its cars. Ride-wise, the sports suspension was clearly track-capable in terms of spring rate, roll rate and steering response, though probably too stiff for our roads. To say any more would require a telepathic ass.
It wasn't until the inquisition portion at the end of our visit that I understood why M-Tec is so mild in its modification mindset. It has a lot to do with the close ties between M-Tec and Honda. Outside the familial ties between Mugen's founder and the Honda dynasty, Mugen has always chosen to work with Hondas because of the nature of its cars. To Mugen (and many others), Hondas are essentially racing machines detuned for the street. From the ground up, they are engineered as race cars with changes made to increase longevity. Suspension, chassis and engines are all designed to perform and exist under the rigors of racing-as has been proven so many times by showroom stock cars.
Mugen's approach is to take Honda's race-ready cars, remove some of the mass appeal and cost compromises all OEs have to make, and provide a complete package for the purist. The basic character of the car isn't altered-just optimized. Luxury and economy-based cars like the RL and Fit receive fewer parts, while platforms like the Integra (or RSX) and S2000 get the whole treatment. Starting from the most cost-compromised, mass-produced, stamped-steel parts, such as exhaust and suspension, M-Tec completely re-engineers these components using higher-quality materials and hand craftsmanship to squeeze out the last bit of performance Honda couldn't budget for. Exhausts and headers get smoother bends and more consistent geometry, while dampers are built from stronger housings and engineered for more aggressive and consistent valving. Even replacement rotors are completely different, designed to provide as much cooling as possible from a one-piece cast item.
The things that stand out most in M-Tec's street car product line are the tubular exhaust manifolds. Taking trickle-down knowledge from its various race engine development programs (ranging from F1 to Super GT), each header is designed and tested to optimize exhaust gas pulsation, resonance and inertial effects. Just as a race header is designed, each unique application-ranging from tri-Y collectors on K-series engines to four-into-one designs for the S2000-is developed on an engine dyno using a variable-length prototype. M-Tec is the only manufacturer we're aware of that is detailed enough to offer different headers for the 2.0-liter and 2.2-liter S2000 engines.
So why the bitch-slap for being called a tuner? Calling M-Tec a tuner is like calling McLaren a kit car company. Although the line of distinction between tuning and manufacturing is a fine one, the caliber of work and no-compromise attention to detail is what ultimately defines the difference. Few other companies in the world can claim the same capability to build an engine from scratch, while at the same time being able to prove its products' worth under track punishment.
While it's hard to say if an M-Tec header is better than one we might find at home, there's little denying the reputation and racing success the company has achieved. Why else would every other Honda tuner be gunning for a piece of Mugen pie?
As for the closed-door enigma we so frustratingly ran into, maybe it's the Willie Wonka mentality that allows operations like this to stay on top. Either that, or it's the green-faced Japanese Oompa-Loompas hiding in the secretive workshops. We'll know when the Mugen Civic finally arrives Stateside and we find out who's the top when it comes to fast Hondas.
2006 Mugen Accord Euro-R EngineEngine Code: K24A3Type: 2354cc, DOHC in-line four, aluminum block and head, i-VTECInternal Modifications: StockExternal Modifications: Mugen CF intake, tri-Y header, cat-back exhaust, high pressure radiator cap, aluminium radiator and oil filterEngine Management Modifications: Stock
DrivetrainLayout: Transverse front engine, front-wheel driveDrivetrain Modifications: Stock
Suspension Front: Mugen sport springs and five-way adjustable dampersRear: Mugen sport springs and five-way adjustable dampers brakesFront: Mugen 11.8-in. slotted and vented rotors w/Type-S brake pads, stainless steel braided brake lines and brake fluidRear: Mugen 10.2-in. slotted rotors w/Type-S brake pads, stainless steel braided brake lines and brake fluid
ExternalWheels: 18x7.5 +48mm Mugen NRTires: Dunlop DirezzaBody: Mugen front bumper, grille, front and rear undertray spoilers, sideskirts and rear spoilerInterior: Mugen Assist meters, shift knob, short shifter and cabin mirror cover
2006 Mugen Civic sedanEngineEngine Code: K20Z2Type: 1998cc, DOHC in-line four, aluminum block and head, i-VTECInternal Modifications: StockExternal Modifications: Mugen panel filter, cat-back exhaust, high pressure radiator cap and oil filterEngine Management Modifications: Stock
DrivetrainLayout: Transverse front engine, front-wheel driveDrivetrain Modifications: Stock
Suspension Front: Mugen sport springs and dampersRear: Mugen sport springs and dampers
BrakesFront: Mugen 11.1-in. slotted and vented rotors w/Type-S brake pads, stainless steel braided brake lines and brake fluidRear: Mugen 10.2-in. slotted rotors w/Type-S brake pads, stainless steel braided brake lines and brake fluid
ExternalWheels: 17x7 +48mm Mugen GPTires: Bridgestone PotenzaBody: Mugen front and rear undertray spoilers, grille, sideskirts and rear spoilerInterior: Mugen S1-R seats, Assist meters and sports pedal kit
2006 Mugen FitEngineEngine Code: L15AType: 1496cc, SOHC in-line four, aluminum block and head, VTECInternal Modifications: StockExternal Modifications: Mugen panel filter, tri-Y header, cat-back exhaust and oil filterEngine Management Modifications: Stock
DrivetrainLayout: Transverse front engine, front-wheel driveDrivetrain Modifications: Stock
Suspension Front: Mugen sport springs, five-way adjustable dampers and aluminum strut tower braceRear: Mugen sport springs and five-way adjustable dampers
BrakesFront: Mugen 10.2-in. slotted and vented rotors w/Type-S brake pads, stainless steel braided brake lines and brake fluidRear: Mugen stainless steel braided brake lines and brake fluid
ExternalWheels: 15x6.5 +45mm Mugen NRTires: Dunlop DirezzaBody: Mugen front lip, grille, hood, rear bumper/undertrays spoilers, sideskirts, rear spoiler, tail gate cover and garnish Interior: Mugen Assist meters, shift knob, short shifter, cabin mirror cover and sport pedals
2006 Mugen Integra Type-R EngineEngine Code: K20AType: 1998cc, in-line four, aluminum block and head, i-VTECInternal Modifications: Mugen valve springs, metal head gasket and oil panExternal Modifications: Mugen CF intake, tri-Y header, twin loop cat-back exhaust, high pressure radiator cap, aluminium radiator, low temp thermostat and oil filterEngine Management Modifications: Mugen ECU and FPR
DrivetrainLayout: Transverse front engine, front-wheel driveDrivetrain Modifications: Mugen one-way clutch-type LSD
Suspension Front: Mugen sport springs, five-way adjustable dampers, anti-roll bars, lower control arms, steering rack bushings and aluminum strut tower braceRear: Mugen sport springs, five-way adjustable dampers, anti-roll bars and aluminum strut tower brace
brakesFront: Mugen 11.8-in. slotted and vented rotors w/Type-S brake pads, stainless steel braided brake lines and brake fluidRear: Mugen 10.2-in. slotted rotors w/Type-S brake pads, stainless steel braided brake lines and brake fluid
ExternalWheels: 17x7.5 +52mm Mugen GPTires: 225/45/17 Bridgestone PotenzaBody: Mugen front bumper, side canards, hood, rear bumper/undertray spoilers, sideskirts and rear spoiler Interior: Mugen six-point roll cage, S1-R seats, Assist meters, shift knob, short shifter and cabin mirror cover,Takata four-point harness