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Introduction

Everything You Wanted to Know About NASA's American Iron Extreme Racing Series

Created for the kind of racer who loves American muscle and the freedom to create obscene amounts of horsepower within an open rules set, American Iron Extreme is the pinnacle of NASA’s American Iron series. Given the chassis capabilities the aftermarket has created and horsepower potential of American V8 power plants, American Iron Extreme is a showcase for the possibilities of an American muscle car built and set up for road racing. It is as much a series for engineers as it is for drivers to try to control all that power, set fast lap times and capture checkered flags!

The American Iron Extreme Series was created to meet the needs of domestic sedan racers looking for a series specifically tailored to accommodate highly modified vehicles that are currently relegated to racing in Unlimited or Spec limited series. This series is designed to field a large high-profile group of American muscle cars and will unify fields of cars that currently race in other sanctioning organizations. This large field/open modification concept will provide racers and vendors access to a promotional racing venue containing similarly prepared and appearing cars that can run nearly unlimited configurations.

All 1960 through present, American-made sedan vehicles/body styles certified by the United States Department of Transportation for street use at their date of manufacture. OEM and aftermarket “Body in White” type vehicle shells are allowed provided the body style is the same as original DOT manufacture.
  • 2010 Camaro SS $12,000 to $18,000
  • 2005-2009 Ford Mustang GT $4,000 to $10,000
  • SN95 Mustang $4,000 to $6,500
  • Fourth-generation GM F Body $2,500 to $8,000
The American Iron Extreme class has has a 5:1 power to weight ratio restriction.
Minimum weight: 2,700 lbs.
Primary fuels permitted are any grade commercially available unmodified gasoline or ethanol blends such as E85. Secondary fuels such as alcohol or methanol injection are not allowed. American Iron Extreme cars are unrestricted in all performance modifications with the exception of using nitrous oxide power adder systems. Use of nitrous oxide power adder systems is specifically outlawed.
$20,000 to $35,000 depending on modifications
$20,000 to $50,000
  • Replacing windshield with Lexan
  • Single- or double-adjustable coil-over suspension
  • SLA front suspension available to replace McPherson struts
  • Aftermarket brakes
  • Aerodynamics such as a G Stream rear wing, front splitter and Race
  • Louver hood vents
  • Turbochargers
Average cost to run a weekend — $2,200 to $2,800

Tires, size, brand and prices

From Phil’s Tire Service

Toyo Proxes RR 275 35ZR 18 $306

Toyo Proxes RA1 275 35ZR 18 $301

Brakes, brands and prices

  • Front, with stock calipers; Hawk DTC 70 $235
  • Rear, with stock calipers; Hawk DTC 60, $195

Check the NASA Contingencies page for the latest programs.

Yes. Ford Performance.
  • American muscle taken to the extreme.
  • Huge aftermarket.
  • Unlimited modifications and performance potential.
Modifications list can be extensive, thus expensive.
  • Any performance modification is allowed provided the car complies with the class configuration specifications defined in Section 4.
  • All aerodynamic devices must be fixed for competition and shall be made from any material.
  • Venting, louvers, ducting, etc. is permitted anywhere on the car.
  • Brake rotor friction surfaces must be iron.
  • Rear axle assemblies may be modified in any manner. AIX axle housing materials are unrestricted
  • Rear axle assemblies may be modified in any manner. AIX axle housing materials are unrestricted
  • AIX engine blocks are unrestricted, but must use engines from any OEM or OEM equivalent (i.e. no three-rotor Mazdas, Formula 1 BMW’s, or Rolls Royce turbines allowed). Please consult with your local series director if you have questions.

Resources

American Iron Extreme Resources

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FAQ

Questions and Answers to Feed Your Curiosity

Not exactly. You can make as much power as you want within a 5:1 weight-to-power ratio. That’s no more than 1 horsepower for every 5 pounds of vehicle weight. If you exceed those power levels, you will be moved up into Super Unlimited where there are no such limits.
All AIX participants must have a dynamometer certification report prior to the start of the race or make arrangements to have a dyno test performed immediately after the race.
Yes, you can race anything from Ford, General Motors or Chrysler Group LLC. It just has to be a front-engine, rear-wheel drive car with a wheelbase of at least 100 inches.
No, you may not. No full tube-frame chassis or chassis conversions are allowed in American Iron Extreme.
No. AIX engine blocks are unrestricted, but you must use OEM or OEM equivalent.
Yes, independent rear suspension is allowed.
Minimum car weight is 2,700 pounds with the driver.
As big as you want. Any size tire available and sold commercially is allowed, as are tire shaving, tire grooving and tire treatment.
Yes you can. All devices must be fixed for competition, but venting, louvers and ducting is permitted anywhere on the car. You can use splitters and air dams, dive planes, canards, but those can’t extend forward more than 7 inches beyond the outline of the OEM stock bumper cover and can’t extend laterally more than 5 inches from the sides of the car. Rear wings and diffusers also are allowed.
Well, you can’t use water cooling and you must use iron rotors, and the OEM antilock braking systems, but calipers are unrestricted.
Yes. Traction-control devices are allowed.

News

Latest American Iron Extreme News Around The Country

Reviews

What American Iron Extreme Competitors Say

“AIX first caught my attention many years back because of the wild builds that were running in the class. Legends like Paul Faessler and his son Brian, Chris Griswold, and Ernesto Roco managed to take cars that usually run in a straight-line and make them extremely nimble and fast on a road course. In fact, so fast, that this class typically is one of the quickest on the track besides real downforce cars. We all typically see speeds in excess of 170-plus in the straights. For example, at Road Atlanta, we typically see about 170-175mph on the back straight and then around Turn 9. One of the coolest factors about the class is the freedom allowed to express one’s creativity as a car enthusiast and builder. The rule book for this class is only several pages so you can get pretty wild as long as you follow the few basic guidelines. Power adders are a must in this class if you want to be competitive, which then ramps up braking and suspension, so these are some extreme builds. Jim Walters, who is one of my best friends and a pro-mod drag car fabricator, has been by my side since the beginning, and is credited for the wild side of our AIX car. Again, this class allowed him to apply his straight-line turbo kit knowledge to design a rocket in the straights. Beyond that, it has been trial and error, and practice getting the car dialed in on braking and turns. It’s always a work in process. I truly feel that this class exemplifies the builder and that’s what makes it special. Yes, the driver is important, but to be competitive in this class, you have to bring the right machine, and it takes skill to transform a Mustang or whatever heavy unibody car you are bringing to the table. There’s only a few of us out there but I hope lots of other people will catch the bug! This class is ‘extreme’ to say the least!”
Robert Shaw
Robert ShawNASA Southeast
“I have always been a Ford/Mustang guy. When I moved from DE events to racing in my ’65, it was already above the AI power to weight ratio, so I ran it in the AI Vintage class. When that class was dropped two weeks before Nationals (2005 or 2006), I decided to build flairs, borrowed wider wheels and entered AIX. What I like about AIX is that there is no dyno compliance. I get to think out of the box, and developed my unique turbo system, suspension etc. I also like running toward the front of the pack in our regional races.”
Paul Faessler
Paul FaesslerNASA Great Lakes
“I decided to race in AIX because my dad’s business (Paul's Automotive Engineering) works on Mustangs. I first started racing in 2010, and we wanted to showcase what our shop could do with a custom-built Mustang. I’ve raced my 2010 in AIX and my dad (Paul Faessler) raced his '65 in AIX, and we’ve had success. We love racing in AIX because we love showing everyone what American Muscle can do on the race track.”
Brian Faessler
Brian FaesslerNASA Great Lakes
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American Iron Extreme Series Contacts

American Iron Extreme
Bob Collins
Region: Great Lakes
Title(s): National Series Director
Series: American Iron,American Iron Extreme,Spec Iron
Email
Ed McGuire
Region: Southeast
Title(s): Regional Series Leader
Series: American Iron,American Iron Extreme,Spec Iron
Email
Griffin Gamcsik
Region: Northeast
Title(s): Regional Series Leader
Series: American Iron,American Iron Extreme, Super Touring
Email
Joe Duksa
Region: Rocky Mountain
Title(s): Regional Series Leader
Series: American Iron,American Iron Extreme,Spec Iron
Email
Marshall Mosty
Region: Texas
Title(s): Regional Series Leader
Series: American Iron,American Iron Extreme,Spec Iron
Email
Patrick Wehmeyer
Region: Florida
Title(s): Regional Series Leader
Series: American Iron,American Iron Extreme,Spec Iron
Email
Rob Capetz
Region: California-Southern
Title(s): Regional Series Leader
Series: American Iron,American Iron Extreme,Spec Iron
Email
Ted Johnson
Region: MidAmerica
Title(s): Regional Series Leader
Series: American Iron,American Iron Extreme,Spec Iron
Email
Wesley Dearing
Region: Mid Atlantic
Title(s): Regional Series Leader
Series: American Iron,American Iron Extreme,Spec Iron
Email

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