Mugen S2000

History

Mugen Motorsports (M-TEC Co., Ltd) (無限) is a Japanese company formed in 1973 by Hirotoshi Honda, the son of Honda Motor Company founder Soichiro Honda, and Masao Kimura. Mugen, meaning "Without Limit", or "Unlimited",
(hence the commonly placed word "Power" after, denoting "Unlimited Power") is an engine tuner and parts manufacturer closely associated with the Honda Motor Company. Despite the family connections, however, Mugen is not, and has
never been, owned by Honda. Things were complicated for some time as Mugen was owned and run by Hirotoshi Honda, who has been the major shareholder in Honda since his father's death in 1991.
The company tunes and races Honda vehicles in the Super GT championship, and, additionally, sells aftermarket parts to amateur enthusiasts. It was part of partnerships that won the Formula 3000 championship in 1990 and 1991, and
that eventually led to Mugen's involvement in Formula One, from 1992 to 2000, and up to 2005 was the exclusive supplier of Formula Nippon engines.
The company has a strong racing heritage, as Hirotoshi Honda began building his own racing car in a workshop at his father's house, shortly before he graduated from Nihon University in 1965. Masao Kimura is a veteran racer with
more than 50 victories in Honda sports cars and single-seaters and worked for Honda R&D and then Honda Racing Service before helping Hirotoshi Honda establish Mugen.
The company specializes in tuning Honda engines. Beginning with the 1200 cc Honda Civic engine, it went on to develop, and now designs and builds, both two-stroke and four-stroke engines, manufacturing many of the major
components itself.
Mugen ultimately intends to build its own road cars and the first step towards this was the creation of bodykits for the Honda Ballade CR-X in 1984. Since then, the company has produced a number of body kits for Honda machinery,
culminating with the Mugen NSX prototype in 1992.
Following Hirotoshi Honda's tax evasion allegation in late 2003, Mugen was restructured in early 2004 with the establishment of M-TEC. The new company retained the right to use the Mugen trademark and its headquarters in Asaka,
Saitama, in the northern suburbs of Tokyo close to the Honda R&D facility at Wako. Although it is a legally separate entity, M-TEC kept Mugen's existing staff and is headed by former Mugen board member Shin Nagaosa, who was the
engineering division manager at Mugen and been involved with running Mugen's NSX racing program.

Sportscar racing

In 1998, Mugen built four NSX models, two for the Mugen/Dome partnership, one for Team Kunimitsu and one for Nakajima Racing. The cars were fast but unreliable at first, until the Nakajima NSX scored the car's first win at the
fourth round in Fuji. This was followed by three more wins (one of them by the Mugen/Dome team), which led to a second place championship finish for Tom Coronel and Kouji Yamanishi. In 1999, the Honda took three more wins, one
of those with the Mugen/Dome team of Juichi Wakisaka and Katsutomo Kaneishi scoring a victory at the opening round in Suzuka and finishing the third best team in the championship. In 2000, the Mugen/Dome team was champion with
Ryo Michigami, but the car's performance was limited by regulation changes and Michigami reached the title without a single win. Still, Honda won four races, one of them by the second Mugen/Dome car.
In 2001, Mugen concentrated once more in the JGTC, the NSX winning two races, and finishing second (Mugen/Dome) and third (ARTA) in the series. More importantly, in June, the company announced development of the a new 4.0 L V8,
dubbed MF408S, for the main prototype class in the 24 Hours of Le Mans and American Le Mans Series. At the time, Mugen acknowledged that international sportscar racing was a new category for them. The concept of the MF408S was
high power, compact size, durability and reliability. Mugen chose a 4.0 L (N/A) Naturally aspirated engine because they felt through their experience in Formula Three that restrictor size was key to performance. The idea was to
save fuel with a smaller displacement engine, since, theoretically, restrictor size will bring power in any engine to a similar level. The main engines in use at the time were producing around 600 hp, including the turbocharged
Audi and Cadillac, as well as the larger displacement BMW and the Roush-prepared Ford. Mugen excluded a turbo as this necessitated use of intercoolers to extract maximum performance, which added to the weight and reduced
performance.
2002 was a good year for Mugen at the track. The Mugen-prepared NSXs won five rounds, with the Mugen/Dome team winning two races outright, which gave them the Team's championship title. The debut of the MF408S was in a Panoz
chassis in the 2002 Sebring 12 Hours, first round of ALMS.
In 2004, M-TEC decided to drop down to GT300 and help train Japanese drivers for GT500 speeds. By grabbing promising drivers early in their careers, M-TEC would then be able to mold them and have definite access to future
champions. M-TEC driver, Hiroyuki Yagi, was sourced from the Integra Series. Giving the drivers experience was more important than developing the car to take the championship. To this end, M-TEC simply detuned the car for the
GT300 class without optimizing it for the new power level. Winning the GT300 series by one point over the ARTA Garaiya was simply an unintended bonus for a dedicated, championship-level team.
Breaking into the United States is another goal for the M-TEC team and the Mugen name. Currently, the authorized dealer of Mugen parts in the US is King Motorsports. Team director Junichi Kumakura thought racing the NSX in the
United States was a great way to promote the company in a previously unvisited environment. When asked what else M-TEC would like to accomplish in America with the golden NSX, competing at Sebring and Daytona were marked as
attractive goals.

 

GT5 Specs

 

Country
Production
Start
End
Cost
US$
Body Style
2 DR
4 DR
Hatch
Wagon
SUV
Seats #
Engine
Type
Displacement (cc)
Power (HP)
Matrix Power (HP)
Best
Stock
Stealth
Max
Torque
LB/FT
Stock
Stealth
Max
PowerPoints
Default
Minimum
Maximum
Stock
Stealth
Weight
Min
Max
Aspiration
Stock
Supercharger
Turbo
Drivetrain
FF
FR
MR
RR
AWD