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line drawing of 1976 Fury The Plymouth Fury

Most information was garnered from The Monstrous American Car Spotter's Guide. Thanks to Andy Garland and Ken Soukup for their help, to Jim Jacobsen of Maine for rewriting (with substantial additions) the 1967 and 1968 sections, and to Thomas Frogh for 1970s corrections.

The Plymouth Fury was a car of history. A favorite of many police forces, reportedly adopted by the tough New York Police Department after proving its ability to take abuse in the hands of a cop (driving his own Fury) chasing a drug dealer, it was a car that could take it.

The development story of the Plymouth Fury is a fascinating tale of intrigue, revenge, and betrayal. Click here for more.

How far can you drive a Plymouth? Joseph Vaillancourt's 1963 Plymouth Fury was driven as a cab since the mid 1960s. With 2,609,698 km on the clock, the taxi was struck and totalled by a truck. Vaillancourt was unhurt, and a Quebec actor, Michel Barette (who currently drives a Prowler) will be spending roughly $20,000 to restore the Fury, which has the highest mileage of any car in North America.

Christine, the famous Fury written about by Steven King, was able to not only fix itself, but also to take revenge upon those who hurt it. Christine had the spirit of the Fury line...though few Furies killed those who insulted their owners. [details on Christine]

The popular Hill Street Blues showed Chicago's Furys (and Royal Monacos and Diplomats) pretty accurately. They accelerated fast, looked sharp, and swung their rears around wildly whenever they went around a turn. (The rears broke loose on most cars on Hill Street Blues! The directors or producers apparently believed in realism, rather than using incredibly well-prepped cars and speeded up film).

Keith pointed out that Furys or their Dodge counterparts were used on T.J. Hooker and Chips; the 1969 Fury III was used on The Brady Bunch (to be replaced by a 'Cuda convertible).

Pete Hagenbuch has reviewed two very good Plymouth Fury models.

1977 Plymouth Fury

In one form or the other, the Fury was a staple of the police forces for decades, and it makes regular appearances even now on TV and in movies (albeit sometimes in Diplomat or Monaco form).

Plymouth Fury Bodies

Aaron M. Gold wrote: Though originally a relatively small, performance-oriented car, the Fury was moved onto the large C body from 1965 through the fuselage cars (early 70s). They split when Fury became a mid-size, and Gran Fury was the full size. By that time, all big Dodges were Monacos. The Polara name disappeared around 1973 or 74.

The [Fury and Monaco are different]: the roofs are the same, and the front fenders are similar, but the sheet metal from the firewall back is very different. Furys and Chryslers are more fuselage-like, while the Polara has more creases. The Furys also differ from Chryslers and Imperials, but the differences are more subtle. Monacos from around 1970 or 1971 had unique covered headlights.

Brief History of the Plymouth Fury

The Beginning: 1956

Introduced in 1956 with a 303 V8, the Fury had sharply peaked tail fins, a Cadillac-like logo, and typical 1950s styling. In 1958, the model year used in the movie Christine, a 350 V-8 (not the GM version) was made available on the Fury, for the first and only year.

Curtis Redgap wrote about the introduction of the FX Fury at the February Speed Weeks in Daytona:

As expected the big 1956 Chrysler 300 "B" blew everything else off the beach, including the stock models of the Chevrolet Corvette and Ford Thunderbird. It set a two way record of 139.373 miles an hour. ... Then the driver, Mr. Phil Walters, took the Fury slowly down to the start of the timing lane. ... It was screaming over the sand so fast, that to look at it was almost like a distorted picture. You couldn't quite focus fully on it. It was moving like the wind! ... With a resounding boom and a flash of gold, it was gone, the engine defiantly pounding out its deep belly staccato tune with bass notes better than any musical orchestra. The timers acted like they were in slow motion. Finally ... the numbers rolled over. ... 143.596 miles an hour! The fastest Plymouth ever built in history. And even faster than the 300 "B."

... Then the big Fury started back. ... About 1/2 way through the run up, approaching the timing lane, the engine started to die. ... It broke the timer at 129.119 miles an hour. ... A defective fuel cap had caused a vacuum in the fuel tank and starved the engine for gas. The next day, with a new cap, and of course without NASCAR sanctioning, the big Fury roared through the timer on a third run at 147.236 miles an hour. On the return trip, it broke the lights at 149.124 miles an hour!

Tony Scale's 1967 Plymouth Sport Fury

1959 brought immense tail fins and a "tire bulge" on the trunk lid. The Sport Fury, a luxury/performance model, debuted this year. James C. Tessin (1959 Sport Fury with 361 Golden Commando) said it was the first year of the beefed up transmission, to handle the torque of high performance engines, and the last year of the 361.

1960-64: The Fury's character change (second generation)

In 1960, Chrysler introduced the Ram Induction system of tuned intake cross-over manifolds, which increased low end torque for drag racing but reduced high end torque (James C. Tessin); more important, it moved to unit-body construction for greater rigidity and better cornering. The fins dropped off completely, leading to a clean, futuristic rear. The original 318 and 383 were available (not related to the later 318 and 383), along with a 261 and the brand-new slant six, producing 145 hp at 4000 rpm. The 383 produced 330 hp. Click here for 1960 Fury details.

1961 brought the 375 hp 413 to the Fury. More visibly, the grille turned into a "frowning face," with rather unusual styling. This was the year of the "alternator test" - when Chrysler introduced the first alternator, it dramatized the event by driving a Fury from Detroit to Chicago, sans battery!

In 1962, the Fury gained yet another body style, with a cleaner, less styled front end, accentuated lines, and a limited edition turbo. According to Plymouth, it could "fly to 60 mph in 8.5 secs. with the optional 305-hp Golden Commando" engine. The Sport Fury returned with a special interior featuring bucket seats and console, a partially blacked-out grille, and two extra taillights. Later, all Furys received a belt moulding spear that ran unbroken from the front of the car to the rear. The flush C-pillar and slab side drew the eye to the vertical plane, not the horizontal, thus making an already smaller car look stubby. The spear visually lenthened the car.

Perhaps most important, it gained Plymouth's first fully unitized body/chassis. The bolted-on subframe introduced on the 1960 unitized car was eliminated. The change helped the new Plymouth shed 200 pounds in weight and maintain as much interior room as the '61 even though exterior demensions were reduced.

1962 Plymouth Sport Fury - rear view

Aiding the increase of interior space was a new Torqueflite transmission. With an aluminum case, it was 60 pounds lighter than its cast iron predecessor. And it was smaller, making possible a lower transmission hump. The old two-speed Powerflite was now history. For the manual transmission there was a new tubular linkage, concentric with the steering column. Engines were the slant six, two and four barrel 318s, and a four-barrel 361; the 383 was dropped but a short-ram 413 was added midyear. Canada received only the slant-six and 313.

Other unique features included self-adjusting brakes, foot pedal operated rear drum parking brakes, lube-sealed 32,000 mile suspension fittings, printed circuit dash wiring, and the "Hamtramck Hummingbird," a new reduction gear starting motor that would come to signal by sound alone the starting of any Chrysler product on any parking lot anywhere.

In 1963, the engines were the 318, 361, 383. A new 5 year or 50,000 mile warranty was introudced, along with a new, very clean grille and rear.

Click here for a detailed look at the 1963 Plymouth Fury, with a review!

1964 was basically a carry-over year. The Fury had grown to over $3,000, quite a bit for that time. For racers, there was a new option: the 426 Wedge "Super Stock," with 415 or 425 hp and compression ratios of 11:1 or 13.5:1.

Click here for a detailed look at the 1964 Plymouth Fury!

1965: The Fury grows big and heavy, with lots of models (third generation)

1965 brought more new names: Fury I, Fury II, and Fury III. The grille lost some chrome but gained character and vertically stacked, round headlamps. All new Furys got a new 119" wheelbase (121" for the wagons) - one inch more than before. The 426 "Street Wedge" was introduced, rated at 385 hp but finally street-legal. (Wedge info: Dave Hench)

1965 Plymouth Fury dimensions

L. J. Kalfayan wrote: The numerical Fury nomenclature (I, II, III) was first used on the 1965 models, along with Sport Fury, joined in the 1966 model year by "VIP."  In 1964, full-size Plymouths were the Savoy, Belvedere, Fury, and Sport Fury. The 1964 "full-size" models were used as the basis for the 1965 "mid-size" models, which were then designated Belvedere I, Belvedere II, and Satellite, at which time the 1965 Furys used a larger body, which I believe was shared with the Dodge Polara/Monaco/Custom 880, and Chrysler Newport.

1965 Plymouth Fury dashboard

Paul Conomos writes:

1965 is the year that the Fury became a "C" (full size) body. 1965 and 1966 Furys share sheet metal, but have different trim. I have a 1966 Plymouth VIP, with a 383, headers, cam, aluminum intake, etc. The VIP is a member of the Sport Fury family. The VIP has wood colored inlays on the side trim. All other members of the Sport Fury family have body color inlay on the side trim.

FuryDave Planer wrote that the 1965 Fury could have five engine setups: the 225 slant six, 318, 383 (with 2 and 4 barrel carbs), and the 426 Wedge.

We have many details (and more photos) on the 1965 Plymouth Fury - click here.

1966 (by Lanny Knutson; reprinted from the Plymouth Bulletin)

Up front, the '65's fine mesh grille was replaced by horizontal bars set within frames that give a split grille effect. Out back appeared the only sheetmetal change as the taillights were moved to the upper edge of the trunk, set within stamped panels that somewhat imitated the new split grille. On the upper level Sport Fury and Fury III, the remainder of the panel was filled with brushed aluminum material. On the lower-level Fury I and II, the panel was just there as a painted stamped panel. Below the trunk, the upper edge of the bumper featured widely spaced "P-L-Y-M-O-U-T-H" letters. The exterior changes resulted in a .4-inch increase in length and a .7-inch increase in width to 209.8 and 78.7 inches respectively.

The Fury interior displayed minor changes to the dash panel where the bottom edge of the speedometer was given a curve. There was a new console in the bucket seat Sport Fury replacing the one introduced in 1964. The console sprouted a new automatic transmission lever with a reverse lockout button on the top. The desire for a reverse lockout on the four-speed manual cars led to the mighty Hurst shifter being replaced by a willowy Inland unit, a definite step backwards in the opinion of the enthusiasts.

Also new for '66 was an optional telescoping tilt steering-wheel, thin shell bucket seats and four-passenger seat belts with optional front shoulder belts. In another safety inspired move, the previous years' door handles were replaced by handles mounted at the front edge of the armrests where they looked very much like the seatbelt latches. This feature, which would remain on Chrysler cars for years to come, reduced the chance of a door accidentally opening if the handle was caught on clothing or used as an unintentional hand grip.

In response to the success of Ford's '65 LTD, a luxury sedan in the "low-priced" field, Plymouth offered the VIP. Would people pay the price of a Chrysler to buy a "gussied-up" Plymouth? They hoped so, offering a car featuring exterior refinements such as an optional vinyl roof (that was virtually standard since most VIPs came with it), fluted aluminum taillight panels, wood grained inserts in the side trim, rubber bumper strips and special colors and medallions. Inside, luxury was found in deep pile carpet and special tufted block pleated upholstery on seats featuring fold-down armrests. The padded dash was standard as were individually switched reading lamps on the inside C-pillars, seat edge courtesy lights plus plastic walnut grain trim and the special medallions. Introduced only as a four-door hardtop at the beginning of the model year, the VIP line was, on January 1, expanded to include a 2-door hardtop. Like the Sport Fury, the VIP came stock with a V8 engine, a 318 with the larger sizes optional. VIP production totals are unknown since they were included with other four and two door hardtop totals. Unfortunately, the VIP did not prove to match the resounding success of the LTD and it was dropped during the 1969 model year.

The biggest underhood news was the introduction of a 440 cubic inch engine bearing 10:1 compression, dual exhaust and a single four barrel carburetor featuring a dual snorkel air cleaner to put out 365 horsepower.

Emergency four-way flashers were introduced two years before they became mandatory and fender tip external turn signal indicators -- standard on some cars, optional on others in all Plymouth lines -- were also advertised as safety features.

As in 1958, Plymouth put out a Silver Special for the spring of 1966. The Fury II four-door sedan, painted solid silver metallic with an exclusive blue upholstery, came standard with wheelcovers, whitewalls and bright window mouldings.

Spring specials usually indicate slow sales. Plymouth's sales were a bit off this year, a 5.7% drop that could be expected, given the resounding successful year of 1965. However, Chevrolet and Rambler losses led to an actual increase of Plymouth's industry market share. And, in December 1965, the 14 millionth Plymouth -- a Sport Fury hardtop -- was produced.

1967-1969

1968 fury frontIn 1967, another restyling made the Furys appear quite large, although the chassis was mostly unchanged. Plymouth actually used the size as a selling point in their ads! They retained the stacked headlights and quartered grille styling from 1965 & 1966, but shared no body panels with the previous two years. Available engines were the 225 slant six, non-poly 318 (first year for this engine), 2 barrel 383 Commando, 4 barrel Super Commando 383, or the 4 barrel Super Commando 440. A sort of "Coke bottle" styling was featured, which included a dip in the body reveal line below the rear quarter windows, and a separate dip (not connected to the reveal line) beneath the front vent windows.

Click here for a surprising amount of information on the 1967 Plymouth Fury.

In 1968, the Fury gained a new rear end look, somewhat similar to other '68 Plymouths in that there was a predominantly horizontal rectangle theme. The grille was now horizontally split, with the lower half a body color metal mesh. Another minor styling difference from the prior year was a new separate dip in the body line beneath the rear quarter windows, which mirrored the dip beneath the front vent windows.

Tony Scale's 1967 Plymouth Sport FuryA new body style was offered for the Fury III, the "Fast Top", which was a two door semi-fastback hardtop previously only available as a VIP or a Sport Fury. Available engines were the 225 slant six, 318, 383 Commando (2 barrel), 383 Super Commando (4 barrel and "special cam" per the dealer brochure), or the 4-barrel Super Commando 440. Transmissions were 3 speed manual, four speed manual, and 3 speed Torqueflite automatic. Between the feature options (VIP, Fury I, Fury II, Fury III, and Suburban) and the body styles (2 door Fast Top, 2 door hardtop, 2 door sedan, four door hardtop, four door sedan, convertible, and wagon), Furys were available in 27 configurations. The rarest option for 1968 Furys was the four speed manual transmission with floor-mounted shifter, with only 0.2 percent of the run being so equipped.

1969 to 1972: Uncluttered, restyled Plymouth Fury (fourth generation)

In 1969, Plymouth claimed to have a "completely new Fury." The wheelbase was 120 inches, 1.5 inches longer than in 1968, and there was more shoulder room in both front and rear. Concealed windshield wipers and more curves in the glass helped the shape to be less boxy. 15 inch wheels where standard, and air conditioned two-door hardtops had ventless side windows (other models had vents). A split bench front seat (with reclining passenger seat) was available on some models, as well as a new electric seat adjuster that allowed an extra inch of head room (the redesign, not the adjuster itself).

 Ragtops had improved header controls for easier release and securing of the top, and the rear seat was widened to nearly 60 inches.

 There were 60 Fury models, including:  (source: Automotive Industries, 9/15/68)

Fury Model Engine and Body Options
Fury I Six and V-8, two and four door sedan
Fury II Six and V-8, two door and four door sedan
Fury III 6 and V-8 2 door hardtop, 4 door sedan, convertible V-8, 4-door hardtop V-8
Sport Fury two-door hardtop and convertible V-8
VIP V-8, two-door and four-door hardtop
Suburban Six and V-8, two-seat station wagon
Sport Suburban V-8 two- and three-seat wagons
Custom Suburban V-8 two- and three- seat wagons

1969 Fury III In 1970, the Fury continued its uncluttered appearance, but without making the size appear so large. Concealed headlamps and full-loop bumpers were introduced.

1971 saw the absence of the full-size Fury ragtop, and was the last year of the 426 Hemi.

1972 brought the Gran Fury name, as well as the 400 cid V-8 (a bored 383 that generally gets little respect). The front end received a new treatment, with two separate blackened grille areas and the word "Fury" in the middle. The upper level models were the Fury Gran Sedan and Fury Gran Coupe (depending on the doors). (Gran Sedan/Coupe: Bob Kecskemety).

1973 Plymouth Fury (courtesy Lanny Knutson): new platform

(For full details, click here. We've summarized Lanny's article.)

1973 Plymouth Fury dashboardIn 1973, yet another cosmetic change was introduced, and the Fury began to look even larger. The 360 (enlarged 318) was brought in, replacing earlier performance engines. The word "Plymouth" appeared in the center of the rear bumper. 1974 brought a new C-body to Chrysler, and the Fury moved to the massive but redesigned platform.

sport suburban station wagonsAlthough extensively restyled the previous year, the standard size Fury received a new hood, grille, bumper and fender caps. For the first time in five years, hidden headlights were not an option. Each quad light had its own bright bezel in a body color panel. To add some character to the much plainer front end, a prominent wide arrow-shaped raised center section was stamped into the hood. The taillights were changed to vertical elongated teardrop-shaped units arising out of the bumper corners. A rectangular backup light resided in the upper center of a massive chromed bumper.

Front vent windows were back--on four-door sedans only--as an extra-cost option. New on the option list was a security alarm system. Steel beams were now installed in the doors for side-impact safety, and Federally mandated bumpers were used.

As in 1972, the Fury was a V8-only series. The 318 was standard on all models except the Sport Suburban in which the 360 was standard. Other engines available were the 400 2 barrel and 440 4 barrel.

The Fury I was limited to a single four-door sedan. Fury II had only the sedan and the Suburban wagon. The largest line was the Fury III with the sedan, hardtop coupe and sedan, and two and three-seat Custom Suburban wagons. The Gran Fury came as a hardtop coupe and sedan as well as two Sport Suburbans. The Fury Special was a striking mid-year trim package.

The fifth generation "small" Fury

In 1975, the Fury was restyled and "downsized," with the Gran Fury maintained on the newly redesigned C-body platform.

Suddenly, in 1975, there was a Fury-based Road Runner! The Road Runner was to visit the Fury for a single year before moving on to the Volare, where it would finish its life as only a shadow of its original self, and the basic concept of a rugged, pure-performance machine forgotten.

Priced ranged from $3,700 to $6,344 (Gran Fury Sport Suburban wagon). Plymouth bragged about the "good mileage," 16/23 with automatic. Ironically, these downsized Furys - made from 1975 until the end - are probably the ones most people know best, because they were heavily used by television and local police.

Lanny Knutson wrote in the Plymouth Bulletin (reprinted by permission):

Realizing the bottom had fallen out of the big car market, Plymouth sought to downsize. Unable to do so with a car, they did it with a name. The popular Fury nameplate was now being affixed to the mid-sized line, making the "New Small" Fury, on paper at least, seem more fuel efficient.

There was still a big Fury, carrying on with bodies that were brand new in 1974. To distinguish this car from the new "smaller" Fury, Plymouth dubbed it the Gran Fury. Applied' to the top-trimmed Fury the previous three years, Gran Fury moniker now identified the entire full-sized line.

The new "small" Fury (huge cars by today's standards) line consisted of the aforementioned 1I5-inch wheelbase coupes and the carry-over 117.5-inch wheelbase sedans and wagons with new front clips restyled to accept the coupe's grille and headlight panel. As such, these cars would carry on until the B-body's demise at the end of the 1978 model year.

Single-unit headlights returned to the B-body Plymouths for the first time since 1966. Once considered down-scale from dual-headlight systems, these headlamps were enjoying a resurgence, perhaps because they evoked a certain formality auto designers were then seeking to convey. As such, the top-of-the-line Gran Fury Brougham was also given single-unit headlights while lesser Gran Furys had to'make do with the out-of-fashion duals. In 1976 the whole Gran Fury line would get these headlamps and keep them through the line's final year in 1977.

Plymouth's mid-sized offerings entered 1976 virtually unchanged. A noticeable variation was an opera window/vinyl roof treatment on the 115-inch wheelbase Fury Sport (not Sport Fury) hardtop coupe. The traditional hardtop look remained on the Fury (no special name) hardtop coupe. Noticeably absent from the Fury lineup was the Road Runner which had moved to the new compact Volare line.

The 117.5-inch wheelbase sedan line also came in two levels: the "just plain" Fury sedan and the Salon sedan, a high-line model, not a package as in the previous year.

The Suburban wagon line, also with a 117.5-inch wheel-base, came in base form with the Fury name only and as a woodgrain-trimmed Sport Suburban.

The 225 and 318 were the standard six and V8 engines. The 360 was the basic engine for the Suburbans. The four-barrel 360 and 400 V8s were optional on all Furys; the 400 two-barrel was available on all but the wagons.

A new electronic spark advance module called Lean Burn was introduced by Chrysler on all its 400 and 440 engines. Six sensors monitored the engine RPM, manifold vacuum, water temperature, ambient temperature, intake air temperature and throttle position, sending the data to a small computer unit mounted on the air filter housing. A pioneering version of what is now under the hood of nearly every contemporary car, Lean Burn was designed to avoid the driveability problems usually arising from manually leaned carburetors. Although it gained approximately one mile per gallon, the primary purpose of the system was controlling emissions inside the engine. For a time, it permitted Chrysler to avoid use of expensive power-robbing catalytic converters. In 1977 Lean Burn was extended to the 360 engine.

The big, full-sized, Gran Fury entered its second year with that name, and the third year with the body. There was some change: the '75 Brougham's single headlight units (the first in a full-sized Plymouth since 1957) with integrated vertical parking lights were incorpo-rated across the board.

Models were reduced to "basic" Gran Fury, Custom and Brougham (or Sport Suburban) designations. The Brougham hardtop was given a new opera window/vinyl top configuration.

Wheelbases remained at 121.5 inches on the sedans; 124 on the wagons. The 318 V8 was standard on the basic Gran Fury; the 360 two-barrel on the Custom; and the 400 two barrel on the Broughams and Suburbans. Optional, in a complex availability combination, were the 360, 400 two-and four-barrel, and the 440 four-barrel engines.

Plymouth Fury Salon cars - 1975

Lanny Knutson wrote in the Plymouth Bulletin (reprinted by permission):

For 1977, the Fury line received minor styling alterations. Most notable were the latest fashion, rectangular quad headlights mounted in the already squared front fenders. The grille texture and tail-light design were also changed, the coupe's backup lights were moved from the tail lamps to the bumper and the "oh-so-significant" opera windows were changed from a dual to a single pane appearance. [This was the year amber turn signals were introduced.]

With General Motors downsizing all its "full-sized" cars to mid-size dimensions, the handwriting was on the wall for all land yachts, including the Gran Fury. Bowing out at the end of the 1977 model year, the big Fury spent its final season with with just two trim levels, basic and Brougham/Sport Suburban and no other changes. Interestingly, the 1977 Gran Fury outsold its 1976 edition, 47,552 to 39,510. Too little, too late.

1977 Fury (rear 3/4 view)

After The End: The Gran Fury (sixth generation?)

1979 had no Fury. In 1980, the Gran Fury name was brought back and applied to the R-body Chrysler Newport (an odd decision, since both were sold in the same dealerships). It came only as a four door sedan, and was intended mainly for fleets. Sales were dismal, and it was cut loose in 1981.

1982 brought a new and different Gran Fury, much smaller than its predecessors. This one was basically a Dodge Diplomat M-body, and was based on the Volare (which, in turn, was based on the Valiant. The Gran Fury therefore brought Chrysler's compact car legacy through to 1989, basically unchanged except for some cosmetics and the loss of the slant six sometime in the middle of the run. The M-bodies were remembered for their durability as taxis and police cars (mainly squads). They were much more popular with the police than with taxi fleets; a few were also sold to ordinary people, but not many.

1989 was the last year of the Gran Fury, the last official Mopar squad sedan.

Police Fury

The Fury was one of the best-loved (by patrolmen) police cars of all time. It was immortalized on TV in innumerable series as the squad car - in Hill Street Blues, T.J. Hooker, and many other shows. The New York City police department standardized on Plymouths after the real-life chase that was portrayed in The French Connection, where the detective's own car stayed in one piece while the criminal's disintegrated, so the Fury became ubiquitous in the city...until the Gran Fury and Diplomat replaced it. Not until the 1990s did GM and Ford take over, and even then, the NYPD waited as long as it could - along with thousands of taxi drivers.

Curtis Redgap wrote:

The New York Police Department always got police packages for their cars once they were made available by the manufacturers. The department is divided into two separate groups: a neighborhood patrol and a highway patrol, whose vehicles are all equipped with the pursuit packages.

In the neighborhood division, they got the 225 cubic inch slant six. At that time, the 6 was equipped for police work with dual camshaft drive chains, an extra oil ring on the pistions, dual engine mount rings, and a larger drive for the oil pump.

The highway patrol usually got a 383 cubic inch 4 barrel, dual exhaust equipped V-8, suitable for extended police work.

The 1968 models were 2 and 4 door Fury I. 1968 was the last year for 2 door sedans in the police packages. The major differences were the engines. Otherwise, the pursuit paks were identical. NYPD stayed with MoPar for years, since Chrysler HQ was in the city.

Virtually all the cars from the 1965 models to the 1976 models were about the same specs, except after 1973, the slant six was not available in the big bodied cars. In 1974, the 360 ci V-8 with a 2 barrel carb was standard. The 383 became the 400.

NYPD did not really make use of high performance vehicles, so they never really became a great requirement for them. Reliability and economy were the main considerations. Equipment wise, the Plymouths were made with the black vinyl interior, rubber floor mats, radio delete, torqueflite, sure grip 3.21 rear axles, power steering and power brakes. A driver mounted spot light was standard. Special equipment was put on by the special services division at the city garage.

Plymouth Fury Links

The Dodge Diplomat/Plymouth Gran Fury squad car

Read Plymouth Fury stories!

Other Fury links!

Fury bulletin board!

Dodge Monaco

Plymouth Fury engines

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