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Everything You Wanted to Know About Spec Iron Racing Series

Spec Iron was devised to give late-model Ford Mustang enthusiasts an affordable series in which to race. It represents a step above Camaro-Mustang Challenge and a notch slightly below American Iron, making it a viable go-between offering with all the cost-containment benefits that spec-series racing has to offer. If you’re a die-hard Ford guy, and reliable, affordable racing is appealing to you, Spec Iron might be the series you’ve been looking for.

The American Iron Spec Iron series was created to provide racers with the best value in amateur level road racing by combining the thunder and excitement of American style pony cars with the best possible reliability and durability of the racing platform, thereby minimizing total cost of ownership for racers.

All 2005-2010 Ford Mustang with the 4.6-liter, three-valve V8

Horsepower — 300 (2005-2009), 315 (2010)

Torque — 320 pound-feet (2005-2009), 325 (2010)

Compression ratio — 9.8:1

Redline — 6,250 rpm

Minimum weight is 3,350 pounds, with driver

Spec Iron has a strict 11.75:1 horsepower-to-weight ratio and 11.25:1 torque-to-weight ratio limit as measured at the rear wheels. All cars that compete in this class may have less than the specified amount, but may not exceed the 11.75:1 horsepower and 11.25:1 torque ratios.

All Spec Iron 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.

93 octane, no need for race gas
$6,000 to $12,000 depending on mileage and condition
$15,000 to $25,000 for a complete build, donor price included
$35,000 to $40,000 from a professional shop. Average cost to buy used car $20k to $30k.
Removing door glass, replacing quarter windows with Lexan, air ducting for cooling allowed components, coated manifolds, engine, transmission and rear axle breathers, Ford Racing M-2300 big brake kit, Ford Racing ABS brake module, slotted rotors, air cooling ducts to brakes, removal of unnecessary wiring, battery relocation, PCM relocation, HVAC removal, aftermarket gauges, Ford Racing M-6017-463V Control Pack, numerous Ford Racing suspension components, Motion Control Suspension shock package SET-1WNR-NS1-01, front strut tower brace.
$500 to $1,000, depending on towing distance, and not including consumables

Tires, size, brand and prices

Spec Toyo Proxes RR 275-35ZR-18, $306 each

Front, with stock calipers; Hawk DTC 60 $219

Rear, with stock calipers; Hawk DTC 60, $177

Check the NASA Contingencies page for the latest programs.

Yes. Ford Performance offers contingency prizes for first through third places at the National Championships, and prize money for regional championships and for regional races.

Ford Performance Contingency Program

Spec Iron is a spec class with the added benefit of dynamometer testing to ensure all cars create no more than 11.75 horsepower per pound of vehicle weight and 11.25 pound-feet of torque per pound. With larger fields on the East Coast and Great Lakes regions, Spec Iron is a close, competitive class, with bumper-to-bumper racing, according to National Series Director Al Watson.

The S197 Mustang comes with reliable engines and transmissions, so consumables are the biggest recurring expense. Tires are good for three race weekends. Front brake pads are good for three or four race weekends and the rears last even longer. Spec Iron cars all have ABS. Oh, and then there is that glorious V8 soundtrack.

The permitted aftermarket Motion Control Suspension shocks are kind of pricey at $2,500 for a set of four, but are a must for a new build.

“It’s one of those things that makes the biggest improvement to your car, so it’s definitely money well spent,” said National Spec Iron Director Al Watson. “It just happens to be a lot of money — but you can’t always get around that in racing.”

  • All official Spec Iron dynamometer tests will be open. All Spec Iron competitors have the option to be present for official chassis dynamometer testing.
  • A restrictor between the throttle body and intake manifold may be used to reduce horsepower and torque. The diameter and thickness of the restrictor plate orifice(s) shall be noted on the dyno sheet and must match at all times. No other means may be used to reduce horsepower and torque.
  • OEM exhaust manifolds may have a coating that is bonded to the parent material. This includes any paint or ceramic type coatings, but does not include header wraps.
  • The PCM may be relocated to inside the body for protection.
  • The battery may be relocated and may be any size capable of supplying enough current to start the car.
  • Traction control devices are expressly prohibited. Factory installed units must be disabled. See section 8.8 – Burden of proof that unit is disabled lies with the competitor. i.e.- switch disabled, computer indication, etc.
  • Rear wheel negative camber may not be more than 0.50 degrees.
  • Water or other liquid cooling of brakes is not permitted. Air cooling is allowed and recommended.
  • Hood and trunk may be “gutted” by removing structure from their underside and their struts and associated brackets may be removed.
  • The grill and front bumper cover may have openings enlarged or added for the purposes of routing cooling air to allowed components. However, any such modification that improves or appears to improve aerodynamic performance (increased downforce or decreased drag) is not allowed.
  • All other OEM light assemblies may be replaced with facsimiles, plates, covers, or mesh covered cooling duct openings as long as these maintain the stock external appearance. Replacements for recessed lights must also be recessed.


Questions and Answers to Feed Your Curiosity

Spec Iron is open to 2005-2010 Ford Mustangs with the 4.6-liter three-valve V8 engines.
Yes, there are lot of parts available from the Ford Performance Racing catalog, and Ford also offers prizes for regional and Championships podium finishers.
No. Save the convertibles for cruising by the beach.
Minimum weight for Spec Iron cars is 3,350 pounds with driver.
Yes, Spec Iron has a strict 11.75:1 horsepower-to-weight, and 11.25:1 torque-to-weight ratio limit as measured at the rear wheels.
Yes, ballast can be placed securely in any location, but front weight percentage of total weight must be no less than 53.5 percent.
No, but you can remove the door windows and replace the quarter widows with Lexan or Plexiglas.
Brake pads and fluid are unrestricted, and you can use the Ford Racing M-2300-S brake upgrade kit.
Yes, but not by more than .50 degrees.
Nope. The factory installed units must be disabled.
Yes, the battery can be any size and relocated to an installation farther toward the rear of the car.
Yes, ECU tuning is permitted.


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Spec Iron Series Contacts

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