Plymouth Fury Evolution

Plymouth Fury actually came into being in 1958 as an option package for the Belvedere and became its own model in 1959 with the introduction of the Sport Fury. It was the top model for that one year and was available as a convertible and a two door hard top. The Sport Fury was dropped at the end of 1959 but came back to the showrooms in 1962 with the two models; a hard top and a convertible.


Chrysler made a move back to full size cars in 1965 the Fury I, Fury II, and Fury III with the one as the entry level and three was the top Fury model. Both the Fury III and the Sport Fury came with all the bells and whistles to keep you comfortable while getting you where you wanted to go quickly. The Sport model had automatic transmission, power steering, white wall tires with full wheel covers, stereo radio, vinyl top, and air conditioning. A lot of the chrome was gone from previous years and now the Fury sports four stacked headlights. The Sport model came with 119 inch wheel base and is powered by a 426 cu in V8 rated at 365 hp – the “Street Wedge” as it was called; was legal and street ready. From 1966 and for the following three years the Sport Fury came with heavy weight carpet, luxurious upholstery, sound insulation, full courtesy lighting, walnut wood grain dash, and door panels. The optional VIP Sport had automatic transmission, power windows, power seats, and air conditioning.


The whole Chrysler line up had a body change in 1969 to a rounder “fuselage body style. The Sport Fury had a full range of body styles – convertible, two door coupe, four door sedan, four door hard top, and a station wagon. The Sport Fury GT option package had a little more chrome than the other models and under the hood a 440 cu in (7.2 L) V8 engine which could be ordered with “six barrel carburetion” consisting of three two barrel carbs. IN 1971 the Fury Brougham with a few new options became available including: split bench seats with passenger recliner, electric sun roof, tape player with recorder and microphone included.


In 1972 with a large twin loop bumper design was added and hidden headlights were standard equipment on the Sport, Fury Grand, and Grand Sedan. For 1973 the Fury got a new grill, with new style head lights, and a new bumper capable of absorbing a 5 mph (8 km) collision. From 1969 on the engine on the Fury is a 318 cu in as basic with a 318 cu in basic on the Sport Fury connected to a three speed standard or an optional Torque flight transmission.

The body lines changed in 1974 and all the Fury line started to get straighter lines; the cars are sitting a little closer to the ground with a lot more glass around the passenger compartment. The Chrysler uniframe design with the lower sub-frame to hold the engine and transmission is retained as well as the torsion bar front suspension and the rear multiple leaf springs. The basic engine is a 360 cu in V8 with a two barrel on the sedans and the coupes or as an option 400 cu in with a two barrel; if you wanted more the 400 engine could have been ordered with a four barrel. All the Fury line up came with the TorqueFlite automatic transmission, power steering, and power disk brakes in front. The new luxury options for 1974 included cruise control, digital clock, and automatic temperature control, and LED instrument monitors. The split bench seat comes with armrests for driver and passenger in front plus much more.

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5 days ago

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Streamlined roof-mounted emergency lighting pods were beginning to appear by 1940 and Meteor showed a number of ambulances so-equipped in their mailings. Meteor's flower cars were topped by 5-window business coupe-style roofs and featured a fake folded convertible top made of aluminum mounted at the rear of the flower box. Meteor introduced a new driver's door first seen on 1939 S&S carved-panel coaches that featured an unusual A-shaped window frame. Meteor then mounted a miniature coach lamp within the triangular panel that was now part of the body. Although the new arched door looked great on their service cars, flower cars and carved Gothic hearses, it looked hideous when combined with the vertical B & C pillars found on their limousine-style coaches and ambulances. The rear door window frames as well as the B-pillars and C-pillars were still vertically oriented and clashed with the sharply sloping outline of the front door's arched window-frame.S&S did the right thing and used vertical B-pillar front door frames on their regular limousine-style and landau-style hearses and ambulances. Although they could have used a regular door on their limousine-style coaches and ambulances (as did S&S), for some unknown reason, Meteor didn't and continued producing ugly limousine style coaches until 1950, when regular door frames returned.Quite unfairly, LaSalle had acquired the reputation of being a "cheap" Cadillac and was eliminated by GM just as Cadillac released their new Bill Mitchell-designed models in 1941. The new Cadillac was decidedly forward-looking, side-mounted spares had been eliminated and the new Hydra-Matic automatic transmission was available for the first time having been pioneered by Oldsmobile in the previous year. The prow-nosed look seen in the Thirties was gone, replaced by massive front-end highlighted by the now-famous egg-crate grille. Headlamps were now mounted in, rather than on top of, the front fenders. Equipped with a Cord-like coffin-nose hood the new Cadillacs were noticeably different from their predecessors and set the standard for American luxury during the 1940s. A mid-sized 29-passenger transit bus prototype called the 101 was built during 1941, but never saw production. However their experience with the vehicle helped procure a large contract to produce bodies for a post-war Reo transit coach.The A-framed Meteor coaches continued little unchanged through 1942 although a less-expensive series of coaches appeared in 1941 mounted on Chevrolet chassis that featured normal-looking vertically-oriented B-pillars. When seen on a flower car body, Meteor's A-framed front doors looked good and their 1942 version featured a 5-window business coupe roof mounted on top of a standard Meteor coach body that had been built with no structure above the beltline. The coupe's blanked-in rear quarter-windows were covered by a landau bar and the base of the roof flowed straight back to the rear of the flower box which still had a makeshift faux folded-convertible roof. The rear doors were left intact and could be used to load chairs or other graveside necessities. Access to the casket compartment was through the tailgate which had built-in casket rollers that matched those on the compartment floor. The height of the exposed stainless steel flower deck was hydraulically adjustable so that different-sized floral tributes could be accommodated and a tonneau was included to cover the bed when not in use.After an illustrious career with Henney and a short stint at the Des Moines Casket Company, automotive designer Herman Earl (1878-1957) worked for Meteor up until his retirement during WWII. Another famous wartime Meteor employee was John B. Judkins who became a consultant for the firm, when his Merrimac, MA coachbuilding firm folded in 1942. During the War, Meteor manufactured aviation equipment for the US Navy and ramped up for civilian production in early 1945.Immediately after the war Meteor built 969 bus bodies for Reo's post-war 96-HT 'Victory' bus (1945-1947). These Reo-Meteor coaches included a Continental 427cu in 6­cylinder gasoline engine mounted under the floor and featured sectional bodies similar to those produced by Wayne Works.1946-1948 Meteor coaches remained unchanged from the pre-war 1942 models and still included weird A-framed front doors with integral miniature coach lamps. As with other makers, post-war prices increased by about 50% and new Meteor coaches started at $5,000. All Meteor coaches were now built on Cadillac chassis and included rear fender skirts plus optional automatic transmission and air-conditioning. Ambulances could be ordered with built-in roof-top warning lights, a choice of sirens plus a clever front fender-mounted fire extinguisher.Cadillac's new commercial chassis was available beginning 1949, one year after the introduction of their famous P-38 Lightning-influenced rear fenders.

Are the engine and drive train still there?

It's all there folks!

No engine

I like to see them when their done too.

Thing is really trashed


Greg Andry

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4 weeks ago

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One beautiful Car. One of my favorites !!!! I wish I had the money to buy it !!!!!!🚦

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