Once both were satisfied, the slicing began. The quarters were removed for widening and the entire front vacated to make room and provide foundations for the new carbon parts Matt was developing. The biggest question was how much flare would look right. Lucky for Matt, the question almost answered itself; the aforementioned ’66 fastback project had stalled out and the exotic JME billet front suspension was available for a deal. The JME suspension pushes the hubs out a great deal, so Matt devised a way to compensate for that with 11/8-inch flares so that the wheels could still have some appropriate dish. The quarters also got 1½ inches more metal.
But the most controversial choice of all turned out to be the bland hue: white. The ’04 Range Rover Alaska White, to be precise, was chosen because it has a certain warmth to it almost like vintage Wimbledon White. Strope posited that it would make the Mustang unique, but Matt wasn’t sure white would be impactful enough. The contrast with carbon would be striking, though, so they decided to take the gamble. Perhaps the blood-red interior would make up for it.
Ironically, after all the agonizing it wasn’t until after all the paint was sprayed and the interior stitched that Matt and Strope discovered that the Mustang was originally a Wimbledon White car with a red interior. It’s like it told them what it wanted to be.
The boys were right on about ’69-70 Mustangs being the next great thing. At the 2010 SEMA show those Mustangs were by far the most populous car with at least five others debuting in the main hall alone—much more competition than they had anticipated. While it looked amazingly clean, Strope was afraid their hard work at integrating the custom touches might be overshadowed by some of the flashier cars. Looking around, he and Matt even began to question some of their choices. Maybe that white paint would come back to haunt them after all.
To ensure the judges’ gazes didn’t glance over the best parts of the car, Strope hung out by the car dusting and polishing while he waited. It made all the difference too; Strope was able to point out the details and explain the subdued looks. The unique understated execution easily won the judges over, and the Mustang was awarded the prestigious Ford Design Award for 2010. Not a bad way to introduce some new parts.
We couldn’t agree with the judges from Ford more; we’ve long been fans of Pure Vision and the typical aesthetic choices Strope makes that somehow seamlessly blend American muscle with European and vintage race car touches, but Anvil gets our vote as the finest car Pure Vision has ever created. It’s just right from every angle and is a study in how to perfectly balance modern performance with vintage style.
The Jon Kaase–built 520-incher...
The Jon Kaase–built 520-incher makes a heart-stopping 805 hp and is set back 3.5 inches for better weight distribution. We love the custom-fabricated air cleaner that started as an original lid and base, but now is a true cowl-induction cold-air system.
So far it’s been mildly tested out at Goodguys autocross events and at the hands of an experienced driver at Willow Springs Raceway, but Matt has yet to take his own aggressive turn. “Honestly, with the money invested I’m a little afraid, but I’ve got to get it out on the track eventually to really see what it can do.” We say do it and don’t look back; the other benefit of white paint is that it’s easy to touch up!
Type: 520ci Jon Kaase Racing Engines Boss Nine
Rotating assembly: Kaase 520ci forged stroker crank and rods
Cylinder heads: Kaase Boss
Camshaft: Kaase-spec hydraulic roller
Valvetrain: 2.30-inch intake and 1.90-inch exhaust valves, WW Engineering 1.75:1 aluminum roller rockers.
Induction: Kaase aluminum single-plane intake
Oiling: Aviaid dry-sump system
Exhaust: custom stainless headers by Resurrections by Mike, Spin Tech 3-inch stainless mufflers and pipes
Fuel system: Fuel Safe bolt-in fuel cell, Aeroquip lines
Engine management: Electromotive
Ignition: Electromotive eXtreme Direct Ignition System (XDI)
Cooling: custom Griffin radiator
Built by: Jon Kaase Racing Engines
Transmission: Tremec TKO-600 with Kevlar clutch and Quick Time bellhousing prepared by Modern Driveline
Rearend: Speedway Engineering Grand National 9-inch full floater
Front suspension: JME Enterprises billet aluminum cradle, control arms, and spindles with in-board cantilever style pushrod-activated JRI coilovers and Hyperco springs; electric power assist rack-and-pinion from Flaming River
Rear suspension: Maier Racing cantilever-style pushrod-activated with JRI coilovers, Hyperco springs, and Maier Racing torque arm with inverted Watt’s link system modified by Pure Vision
Brakes: 14-inch Baer Brakes with 6S six-piston calipers
Wheels: 18x9.5 and 19x12 Evod Industries patterned after ’69 Gurney Eagle Indy Car wheels
Tires: 275/35ZR18 and 345/30ZR19 Michelin PS2