The Mugen group specializes in high performance engine and related components. With a rich heritage in motorsport, Mugen manufactuers a wide range of products for street driven and racing Honda vehicles. 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", "Unlimited" or "Vast", (hence the commonly placed word "Power" after, denoting "Unlimited Power") is an engine tuner and parts manufacturer that manufactures OEM parts such as body kits and sports exhausts for Honda Motor Company. Despite the family connections, however, Mugen is not, and has never been, owned by Honda Motor Company; Mugen owner Hirotoshi Honda 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. 

M-TEC Company, Ltd., doing business as Mugen Motorsports (無限), is a Japanese company formed in 1973 by Hirotoshi Honda, the son of Honda Motor Company founder Soichiro Honda, and Masao Kimura.[1] Mugen, meaning "without limit", "unlimited" or "vast", (hence the commonly placed word "power" after, denoting "unlimited power") is an engine tuner and parts manufacturer that manufactures OEM parts such as body kits and sports exhausts for Honda. Despite the family relationship, Mugen is not and has never been owned by Honda Motor Company; however, Mugen owner Hirotoshi Honda has been the biggest 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. Working with Honda, Mugen has gradually expanded its sporting involvement to all levels of the sport. In 1986, Formula 3000 was introduced into Japan and Mugen joined forces with Honda to build an F3000 engine. It was introduced in the 1987 season and leased to 14 teams. The following year, Mugen won four of the top five places in the Japanese F3000 championship. In 1989, Mugen entered European F3000 with the MF308 engine and won the championship with Jean Alesi, driving an Eddie Jordan Racing Reynard. The same year the company produced its own prototype 3.5L  V8 Formula One engine, codenamed MF350.

In 1988, Mugen started tuning Honda engines for use in Formula Three, winning the Japanese series with Akihiko Nakaya, and in 1990 expanded their business to Europe. The same year, Mugen won its first Formula Three championships in Europe, taking the French title with Éric Hélary, and the British crown with Mika Häkkinen at the wheel of a West Surrey Racing Ralt, which repeated the title in 1991 with Rubens Barrichello. As F3000 became a spec-series in Europe starting in 1996 with the Lola-Judd combo, the Japanese series responded by making Mugen the sole supplier to the Japanese championship, now redubbed Formula Nippon. M-TEC lost the supply contract for the 2006 season, with the rules changing to allow Toyota associate TOM'S to join Mugen as engine supplier. Mugen continues to enjoy success in the Formula Three circuit with its tuned 2.0 L Honda engines, having won 9 titles in Asia (8 of which in Japan) since 1988, as well as 19 titles in Europe (15 of them in Britain), and 13 in Latin America. As of 2017, Mugen Formula engines still enjoy use and success across the various European hillclimb championships, employed in former Formula chassis and dedicated hillclimb prototypes. 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 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

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