1967-1968 Plymouth Fury III

During the muscle car era, auto manufacturers were busy cranking out big-block-powered intermediates in an effort to keep up with the purchasing power of performance-minded youth, but the family man was seemingly lost in the shuffle. At least, that's what most books written today would have you believe. Truth be told, full-size cars were leaving the assembly line in an ever-moving conga line just as quickly.

One such popular full-size automobile was the Plymouth Fury III. It was positioned in the middle of the C-body luxury platform, which also included the Sport Fury and upscale VIP models. Offered with several power options, the Fury III takes a very distant back seat to its muscle car brethren today; in many cases, its affordability lands it safely in the under-$15,000 bracket. Did your wallet perk up at that thought? Here are a few things you should know before buying.

ENGINES

According to Mark Olson, a technical advisor and member of the Plymouth Owners Club, both the 383- and 440-cubic-inch V-8 engines were designed with performance in mind. It's been widely known that both powerplants have endured years of punishment under the hoods of Chargers, Road Runners and the like without a whimper; durability is not an issue. The same could be said of the Slant Six and 318 small-block V-8's durability, too.

"Heavy abuse from a previous owner, and even high mileage - maybe 120,000 or more - can wear internals. Fortunately, each engine is easily rebuildable, thanks in no small part to their performance heritage," Mark told us. "Everything from pistons to bearings can be obtained from multiple sources. Finding a complete block in a parts car in the salvage yard could be a bit tricky, though, especially the higher up the performance chain you go. As was the case with other makes, the full-size cars were stripped of their big-block engines long ago. Also, if you're looking for a replacement Slant Six block, the Sport Fury was not offered with that engine."

Several under-hood components do interchange between other Plymouth models, such as the radiator--the same used in B-body Plymouths--voltage regulator and wiper motor.

Plymouth offered its C-body customers a variety of engines; the lineup was consistent between model years. The 145hp, 225-cu.in. Slant Six was offered as standard equipment--perfect for the economy-minded individual; the Slant Six was not uncommon within the entire Fury family of cars, especially among the four-door body styles. There was also an overwhelming number of owners who chose the 318-cu.in. 230hp V-8, which of course provided more power, but was still relatively economical.

For more power, there were two versions of the 383-cu.in. big-block V-8: Topped by a two-barrel carburetor, the base 383 made 270hp in 1967 and 290hp in 1968, while the four-barrel version made 325hp and 330hp in 1967 and '68, respectively. Capping off the option chart was a powerful 440-cu.in. V-8 with a rated 375hp; this engine was more closely associated with the muscular B-body and E-body models, but made a show-stopping sleeper in a C-body.

TRANSMISSIONS

"If you find a Fury III with the TorqueFlite automatic that has been properly maintained, you have nothing to fear, and a well-maintained three- or four-speed manual transmission will last a lifetime. If the car has been sitting in storage without use for a prolonged period, the seals can dry out and lead to a leak," said Mark.

In view of 213.1-inch length, ''Fast Top'' is proportionally correct; fender skirts were optional; reproduction body panels do not exist.

Long heralded as a bulletproof gearbox, the TorqueFlite was perhaps the single most popular option selected by owners over the standard three-speed manual. Also available was a floor-mounted four-speed, making it entirely possible to find one in virtually any Fury III model. Coupled with a four-barrel 383 engine, it would make for quite a sleeper. It's very uncommon, however, as engine selection dictated transmission availability. As an example, the Slant Six was not available with the four-speed, and the "Super Commando" 440 V-8 was only available with the TorqueFlite.

Should a pesky leak or failure occur, rebuild kits--complete with fresh seals--can be obtained at a reasonable cost. If you're not up to the task of performing a rebuild yourself, there are many specialists ready and willing to do it for you.

Owner Ken Abbott

REAR AXLE

Each Fury III left the assembly line equipped with the famed 8¾-inch differential with a variety of gear ratios dependent upon engine and transmission combinations; optional ratios were available, as was the Super Grip option--Chrysler Corporation's version of positive traction. This is the very differential that owners of performance Mopars long for because of its ability to ward off failure under pressure.

Although the differential appears to be identical between C- and B-body Plymouths, there is a difference in track width: The axle tubes are actually longer under the Fury models, even though the gearing and centerpiece is universal.

SUSPENSION

As with any car, constantly moving suspension parts will wear, leading to poor handling. Parts were once scarce--there was a time when the front lower ball joints were very hard to come by, for instance--but even that has changed in recent years, thanks to the resurgence of the Mopar muscle cars; virtually all the suspension components have been reproduced. Most of the Fury III parts are the same as those installed on every other Plymouth, which means that there's a lot of interchangeability. Items such as shackles, shocks and upper ball joints are as easy to obtain as walking into your local parts store.

The front suspension incorporated torsion bars and tubular shocks, which make these Furys ride very smooth and handle well. In the rear resides a standard parallel leaf spring setup with coil springs and tubular shocks. These springs have a slightly different rating in six-cylinder models than those with the heavier V-8.

BRAKES

While a standard 11-inch drum brake system was deemed adequate when the Fury III was new, it's a system that has its faults under certain road conditions, especially hilly terrain. Drivers new to a four-wheel drum setup will experience brake fade on longer downhill runs, especially if they have the habit of riding the brake the entire distance. Brake cooling then was not what it is today. Front discs were available, which helps in keeping the car straight, but it was an option not many owners sprung for.

Much of the brake system is obtainable or rebuildable. Several companies have the ability to re-sleeve wheel cylinders and master cylinders, even though a supply of new-old-stock wheel cylinders is readily available. As for the drums, a search for replacements will be more difficult, but not impossible. A stop at Rockauto.com revealed front drums costing $134 each.

CHASSIS

Mark cautioned that build quality began to slip as Fury III production rose. As a result, new cars were rolling from the assembly line with body panels and doors with a less than stellar fit. "When restoring these cars, you really have to work hard to get the alignment just right; same for the hood and trunklid. Once everything is lined up, you rarely hear of a problem with door sag and rattles."

Rust can be another worry, especially considering the vehicle's point of origin when new. Mark alluded to the fact that the undercoating used at the time failed to reach all areas. "The lower corners of the rear window on any hardtop can be an area of concern; it can be a pretty big repair job. The source of the problem had to do with the rear window seal. Rear fenders are another problem area, especially around the wheel openings where trim or fender skirts attach.

Mark went on to say, "Trunk floorpans can be just as problematic as any other B-body Mopar. This was the result of the junction between the inner and outer panels: caulking--if you will--was used in the seal, which over time becomes brittle, allowing water to seep in and migrate to the low floorpan."

Conversely, the rocker panels are less of a concern than on other makes of the time. Because they were part of the Fury III's actual structure, they were made of 8-gauge steel and sealed against the rest of the structure well enough to ward off corrosion for decades at a time.

Unfortunately for restorers, reproduction body panels simply do not exist, and finding clean panels from parts cars can be a difficult task. Likewise with brightwork, especially the aluminum trim surrounding the vertically stacked headlamps. Due to their location on the body, nearly all these trim pieces have some sort of damage.

The Fury III, as was typical of Plymouth at the time, was constructed on a unit-body platform with sub-frames. No matter the body style--two-door or four-door--each sported a 119-inch wheelbase and an overall length of 213.1 inches (the station wagon dimensions varied).

Changes in body design between the two model years were minimal and reserved for the front and rear fascia updates typical of the time. These minor alterations proved successful: Production rose from 138,275 units for the 1967 model year to 168,001 for the 1968 models; this excludes station wagons. Among that figure was an added body style for the 1968 model year: the two-door "Fast Top" hardtop, such as the example gracing these pages, owned by Ken Abbott of Valley, Alabama.

INTERIOR

The vinyl upholstery, while very durable when compared to cloth, can wear over time, particularly the armrests. Floor carpet is a another common problem area easily susceptible to wear. "Several companies do offer replacement seating material for those restoring their cars. Complete door panels are available upon request for two-door models currently, and floor carpet and headliner material is also obtainable rather easily," Mark said. "Power window switches are not impervious to wear and moisture, but they can be rebuilt by specialists."

Smaller items, such as dash switches and courtesy lamp bulbs, can still be easily bought; the same applies to convertible top parts, including pumps, weather seals and both canvas and vinyl top material. Brightwork items, such as interior door handles and steering wheel horn rings, will have to be replated.

Fury III interiors were significantly plusher than the earlier Fury I, and even Fury II, models. This included all-vinyl interiors on hardtop and convertible models. This same upholstery was optional on sedans, which were still clad in a combination of cloth and vinyl; the foam padding under each bench seat measured 2¼ inches thick. Front and rear armrests, radio, safety lamps, cigar lighter and an "instrument panel with non-glare floodlamps" were also standard equipment. Customers could have sprung for tinted windows, power steering, power brakes and air conditioning.

REPRODUCTION PARTS

As is typically the case with full-size cars, reproduction parts for the Fury III of 1967 -'68 are reserved mostly for those items mechanical in nature. No body or trim parts have been reproduced, and at this time, it's not likely that they will be.

Specialists

Hydro-E-Lectric

800-343-4261

www.hydroe.com

New convertible tops, parts, seals and carpet

Great Lakes N.O.S.

616-754-7295

New-old-stock trim and mechanical parts

Kanter Auto Products

800-526-1096

www.kanter.com

Engine, brake and suspension rebuild kits; new exhaust and electrical parts

Legendary Auto Interiors

800-363-8804

www.legendaryautointeriors.com

New reproduction seat upholstery and door panels

Robert's Motor Parts

800-231-3180

www.robertsmotorparts.com

New and NOS parts

Rock Auto

866-762-5288

www.rockauto.com

New brake and mechanical parts

SMS Auto Fabrics

503-263-3535

www.smsautofabrics.com

Reproduction upholstery material

Steele Rubber Products

800-425-0849

www.steelerubber.com

Reproduction weather seals

Production

1967 Plymouth Fury III

Two-door hardtop 37,448

Two-door convertible 4,523

Four-door sedan 52,690

Four-door hardtop 43,614

1968 Plymouth Fury III

Two-door hardtop 60,472

(Includes Fast Top hardtop)

Two-door convertible 4,483

Four-door sedan 57,899

Four-door hardtop 45,147

What to Pay

Owner's View

"My first true family car was a 1968 Sport Fury. After I retired, I started looking for a replacement and came across this Fury III fastback in 2006; it's very close to the car I once owned. Aside from the great overall styling of the fastback, I love the performance of the Super Commando 383-cu.in. V-8. It's a great platform that is extremely comfortable to drive, with plenty of power in reserve. Owning this car has offered me many opportunities to participate in several shows a year, and I enjoy the excitement of not only driving to these meets, but the camaraderie that exists with fellow enthusiasts."

-Ken Abbott

Parts Prices

Battery cable: $19

Brake drum: $134

Brake shoe, front: $39

Camshaft, 318-cu.in. V-8: $160

Carpet set, molded: $149

Dimmer switch: $25

Master cylinder: $76

Piston, 383-cu.in. V-8: $66

Piston, Slant Six: $28

Rocker arm, 440-cu.in. V-8: $13

Shock absorber, front: $43

Speedometer cable: $13

Top cylinder, convertible: $139

Top, motor pump: $229

Top, canvas w/glass window: $694

Top, vinyl w/plastic window: $309

Tune-up kit, six-cylinder: $28

Weatherstrip, top: $179

Weatherstrip, windshield: $169

Wheel cylinder: $25

Club Scene

Plymouth Owners Club

P.O Box 416

Cavalier, North Dakota 58220-0416

www.plymouthbulletin.com

New membership: $28/year

Renewals: $26/year

Membership: 3,200

WPC Club

P.O. Box 3504

Kalamazoo, Michigan 49003-3504

269-375-5535 (fax)

www.chryslerclub.org

Dues: $35/year; Membership: 4,000

National Chrysler Products Club

P.O. Box 64

Fayetteville, Pennsylvania 17222

Dues: $25/year; Membership: 350

www.nationalchryslerproductsclub.com