It's EG Friday here at King Motorsports! Here's our roundup of Mugen EG models and the parts offered at the time! Above is the Mugen EG hatch with NR-10 wheels. Below is Mugen's red sedan with MR-5's.

The catalog offers additional details for the aero parts and a unique sports exhaust system called the Aero Exhaust.

More images from the catalog show wheel, valve cover, exhaust, steering wheel and suspension possibilities for both the EG hatch and sedan ...

This is the first-gen Aero Exhaust, which Mugen made specifically for the EG Civic. As usual, Mugen includes all the mounting hardware and bits to ensure a perfect fitment.

This streamlined and slim exhaust design was later replaced with the Mugen Twin Loop design around 1996. A version of the Aero Exhaust is also popular with the EF Civic crowd.

And here's how the Aero Exhaust looks bolted up under the EG sedan! We love how Mugen used to badge these exhaust systems. "If you care enough to look down here, then we want you to know this car is equipped with Mugen AWESOME."

And here's the exhaust on the Mugen EG hatch (thx Gerado D. for the find):

You can see all of our currently available performance parts for the EG Civic on our online store.

One of our favorite Hondas is the DC2 Type R (DC2R). Mugen fitted new aero and performance parts to improve upon Honda's already formidable track-worthy Integra Type R. The aero kit fits the JDM front clip and features an aggressive, taller wing. Bronze 16" MF10 wheels and suspension upgrades make sure this lightweight Integra transfers power from the Mugen-equipped motor to the pavement.

Three-quarters rear view: clean, simple and functional!

This Mugen sketch illustrates the aerodynamic theories supporting the bold design of Mugen's functional aero body parts for the DC2R. We love how the Mugen front bumper cover and hood work together to pull hot air out of the engine compartment.

Theory is put to the test in an aero analysis in a full scale wind tunnel. Form follows function!

The Mugen intake and exhaust manifold for the DC2R!

See our currently available performance parts for the 1994-2001 Integra (DC2) in our online store!

Poll any driver of a Honda B Series what their favorite exhaust system is and you're likely to hear "Mugen Twin Loop" as a top pick.

Here are a few rare pictures of the genuine Twin Loop as seen in Mugen's showroom in Tokyo.

In this cutaway you can see that the pipes are looped back through muffler chamber a second time. The theory behind this unique muffle is based on low frequency sound waves canceling the high frequency sound waves. Because this dampens the sound so effectively, the muffler can be very unrestricted and still be nice and quiet. The tone of the Mugen Twin Loop is truly amazing -- almost musical!

Here is a cutaway of the Mugen center resonator. The workmanship is brilliant!

You can check out the currently available Mugen exhaust components in our online store.

Today we're taking you on a short tour of the Mugen exhaust/header fabrication shop. Located behind the main showroom in Tokyo, this ultra clean and efficient facility is where all the Mugen headers and exhausts are fabricated.

All Mugen exhausts and headers are constructed from polished T304 stainless steel, including all attachment points. T304 is considered the best steel available for corrosion resistance and all-around toughness. The flanges are cast stainless steel and use OEM gaskets and hardware for a precision fit.

Each exhaust and header is TIG welded on an extremely robust jig to ensure absolute perfect fitment.

Here a center resonator is packed with sound deadening material before being welded to the B pipe:

The finished product is racked before being packed up for shipping. This represents a typical production run of B Series headers.

You can check out the currently available Mugen exhaust components in our online store. You can also order a custom header made by King Motorsports. In the tradition of the Mugen headers, the dyno-proven King headers are hand-fabricated with T304 steel for any H, B or K Series and built for perfect fit and maximum horsepower gains.

In late November we posted up pictures of the prep and loading of a special Mugen shipment leaving Tokyo. We're happy to say that the shipment has officially arrived to our facility here in Wisconsin, USA!

Although this shipment contains a variety of Mugen parts, the lion's share of the cargo allocation was for the FRP Mugen S2000 hardtops. We've already pre-sold most of this shipment's hardtops and they will head out to customers very soon. The remaining hardtops will go fast so if you've been eyeing one of these quality pieces, now's a good time to order since (for now) they are in stock and ready to ship!

Here are pics of this latest Mugen shipment, freshly unloaded in the warehouse area of our facility! You're looking at ten Mugen S2000 hardtops, Mugen wheels, Mugen SS S2000 bumpers, DC5 aero and more ...

There are few Honda enthusiasts who don't have a soft spot in their hearts for the CRX. We found a few rare pics in our photo archives of Mugen's influence on the first-gen CRX in the 1980's.

Here is one of the two Mugen prototype CRX's built for American Honda in 1984. These cars were used as a test bed to develop parts for the American market. Some of you may have never seen CF-48 wheels with the aero discs installed on them. So few aero discs have survived the years.

Test fitting the Mugen exhaust to a brand new CRX Si in 1986 at American Honda in CA. Damn- they were cool....We always loved the way the Mugen kanji badge peeked out from under the bumper!

The Mugen CRX (called the "CR-X" in Japan) demonstrated the huge tuning potential of the Honda platform and from that, a whole generation of Honda tuner enthusiasts were born!

We love the white on white look with the racing red equator line and clean gray door graphics!

When it was introduced in 1984, the CRX turned the automotive world upside down. A small, efficient package that punched far above its weight. The simple addition of a set of Koni shocks and a set of 175/70/13 Yokohama A001R tires would turn any CRX or Civic into a world-class handler with just enough horsepower to surprise the many unsuspecting driver of "marque" cars...

The Mugen body kit accentuates the simple design of the CRX without being over-styled.

The Mugen SCCA GT-4 CRX. This race car was very important step in Mugen history, as it introduced Mugen to the American market. It was designed and built in 1984 by the Special Projects division of American Honda in Gardena, CA.

This team was led by Dix Erickson, Charlie Curnutt and Mugen lead engineer Takashi Uno. The 1.5 EW engine was designed and produced by Mugen and produced 165hp. Design features included a dry sump lubrication and twin 45DCOE Weber carbs on a Mugen intake manifold. The transmission was a close ration 5 speed also designed and built by Mugen.

This car destroyed the GT-4 competition and won several SCCA National Championships between 1985 and 1989.

Yes- Mugen had arrived.....

Here is the exhaust manifold for the GT-4 CRX being made at Mugen. The Mugen technician that built this exhaust manifold also built all the early Honda F1 exhaust manifolds!

Here is a finished Mugen GT-4 exhaust manifold. Amazing craftsmanship!

Here is a very rare picture of the Mugen GT-4 CRX at a pre-race season test session. Notice no decals, numbers or race markings yet- early days in its life as a racer!

Update 8/14/2012: An old friend from American Honda "Special Projects Department" stopped by yesterday and dropped off some really great old articles on the Mugen GT-4 CRX. Check out this one from the 1985 Runoffs edition Sports Car Magazine:

Update 10/19/2012: Below are scans from an article about the SCCA GT-4 RACING PROJECT. The race car was a key promotion for the launch of Mugen performance parts in the US. It was quick, biblically quick ...

Here's the text of the article and specs:

The 1984 American Honda Motor (A.H.M.) and Mugen jointly decided to enter into Sports Car Club of America GT-4 racing using the Honda CRX. The CRX is the car that Honda produced as their second generation sports car. When the CRX started rolling off the production assembly line, A.H.M. and Mugen started making race plans. Mugen took care of engines and drive trains, and A.H.M. took charge of the suspension and body works, which were done by Dix Erickson and the Special Project Team.

In 1984 two prototype engines were made and sent to the United States. The engines were tested in the stock CRX body. Based on those prototype engines, 3 race engines were built by Mugen's Formula-II racing team. The engines were equipped with a dry sump lubrication system. This project was completed within two months. Even though they primarily worked on Formula-II V-6 engines, the team really enjoyed developing this in-line 4 cylinder engine.

Meanwhile, Dix Erickson's team was hard at work, stripping down the CRX and installing the roll cage. They believed in the CRX's potential and left the standard suspension layout on it. They did not use tube frame construction for the same reason. The body was painted in traditionaly Mugen colors.

In May 1985 the car won its very first race at Road Atlanta. After that, gears, exhaust systems, brakes, wheels, and suspensions were continually refined. In 1985 Doug Peterson won the National Championship in GT-4 driving the CRX and 1986 Parker Johnstone won the National Championship in GT-4 driving the Mugen CRX.

"On August 8th, 1985 we went Carlsbad Raceway with Mugen GT-4 car to attend SCCA National race. There we saw several GT-1, 2, 3 cars, and our GT-4 CRX had to race with them. But by Doug's Driving, at the qualifying Mugen CRX beat big cars and got the pole position. During the race it was repeated again, Mugen CRX finished First and became the overall winner."

QUALIFYING RESULTS

POSITION - CLASS - CAR - DRIVER

1 - GT-4 - MUGEN CRX - DOUG PETERSON

2 - GT-2 - FERRARI 308-GTB - HOWARD F. PYNN

3 - GT-1 - CHEV CORVETT - JIM DOUGHTY

4 - GT-3 - DATSUN 200 SX - JOE CARR

5 - GT-4 - DATSUN 510 - DEREK MCKESSON

6 - GT-1 - CHEV CAMARO - DAN CROFT

DESIGN SPECIFICATIONS

NAME: MUGEN XA-1 USR

TYPE OF ENGINE: IN-LINE 4 OHC 12-VALVE

DISPLACEMENT: 1529cc

BORE x STROKE: 75 X 86.5

COMPRESSION RATIO: 12.3 : 1

HORSEPOWER: over 165ps / 7800rpm

TORQUE: 17.0kg-m / 6000rpm

CARBURETION: WEBER SIDE DRAFT 45-DCOE

IGNITION: C.D.I.

WEIGHT: 111kg (with T/M)

GEAR RATIO:

1ST 1.824

2ND 1.474

3RD 1.227

4TH 1.047

5TH 0.920

FINAL:

4.067

4.267

4.429

Update 12/4/2012: We found this super rare photo of the Mugen SCCA GT-4 CRX race engine in our archives! The Mugen engine code for this engine was XA1 USR. 1592cc with a 75mm bore and a 86.5 mm stroke at 12.3:1 compression with dry sump lubrication, this engine made over 165 PS @ 7800 rpm. At first Webber 45 DCOE carbs were used, then switched to Mikuni 44 PHH. The Mugen GT-4 CRX dominated SCCA GT-4 competition for many years......

Right-click the image to see a larger version of this work of art!

How do you start a journey of over 6000 miles? With a single step!

New Mugen parts are shipped to us directly from Tokyo, Japan. This particular shipment includes ten S2000 hardtops and various other body parts (such as for the DC5). There are countless boxes to track, load up, and transport ... many people are involved in thinking through the logistics. The containers are transported by our partners like Vantec World Transport. By the time we ship these Mugen parts to you, they will have traveled thousands of miles over land and sea. 

These pictures come from a shipment scheduled to arrive to our facility in New Berlin, Wisconsin on or about December 26, 2012. It will take about 5 weeks in all for the parts to complete their journey.

Thanks to our friends at Mugen for snapping these pics of the trucks getting loaded up!

Get your orders in soon for these high quality FRP (fiber reinforced polymer) Mugen S2000 hardtops! Once they arrive at our facility in late December they will be ready to ship out ASAP to your door.

We've dug up a few additional pictures of these high quality hardtops, shown here on the Mugen S2000 Prototype. This prototype features a CRFP (carbon fiber reinforced polymer) hardtop, which is identical to the production FRP hardtop -- the only difference is the construction material.

The unpainted Mugen hardtop and hood create a stunning contrast on Spa Yellow!

Mugen's racing heritage really shines in the craftsmanship of their engine building. This Mugen literature proudly states "We at M-TEC have manufactured the engines of too many cars to count." 'Nuff said!

We love the specs of the Mugen MF408S (pictured below):

Engine 90° V8, naturally aspirated
Displacement 4,000cc
Max Power 590+ hp (440 kW) @ 9,500 rpm
Max Torque 383 lbf·ft (519 N·m @ 7,500 rpm
Restrictor Size 33.4 mm x2 or 46.8 mm x1
Ignition Type Direct Injection
ECU System EFI Technology Inc
CDI System EFI Technology Inc
Clutch Type/Size Carbon / 5.5 inch 4-plate
Maintenance Interval >3,000 km (>5,000 km at Le Mans 24h)
Length 559 mm (not including flywheel)
Height 577 mm (not including flywheel)
Width 720 mm
Weight 131 kg
Crank Height 92 mm

In 1973, the first racing project of the newly formed Mugen Co. Ltd. was the MF-318. Based on the Civic EB1 Civic 1200 engine features dry sump lubrication and Keihin 35mm CV carbs to make 135 ps at 8000 rpm. It was very successful race engine in both formula car and sedan racing. The team at Mugen completely remade or modified every aspect of this engine. Boring the engine to 1300cc, the Mugen MF-318 was victorious in its very first race in the Formula FJ 1300 racing series in Japan. It went on to become the dominant engine in this series for many years to come.

Here is a very rare picture of the Mugen FJ 1200 race car. Pictured here in 1973 at the first Mugen HQ.