Limitless Enigma - Mugen Cars

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.

By Jay Chen

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