Up for auction is my ’66 Fury VIP. 1966 was the first year for the top of the line VIP model, and most books show they made around 2,300 in the 2DR hardtop version. This car has been in my family since about 1982. In 2010 I disassembled it for rebuild, it was finished by 2012. I have several hundred photos of the work if a particular area is of interest. I have several large folders full of receipts, too.
My goal was to put the car good shape and make it a car that could be driven on long trips without problems or ‘bad behavior’. The engine is a 526” Hemi that uses iron manifolds and a fairly mild hydraulic cam; if you want it to be more radical it is roller cam ready and you could switch to headers. I tried to give the engine compartment an OEM type of look.
A great deal of effort went into making the Hemi fit with no clearance issues. These cars never were produced with the Hemi and due to the greater offset within the engine compartment they are much more difficult to fit than an E or B body. Nothing rubs or hits, there are no wires rubbing on or getting burned, etc.
How does it drive? I have driven it about 1200 miles since the rebuild and it runs very well and is free of rattles and unwanted noises. It does not overheat even in the Texas summer, and does everything it is supposed to do. The overdrive gear drops the 4.10's down to about 3.0's so it cruises without a lot of revs and the lockup gives a nice no-slip feel to the drivetrain.
The body was disassembled down to a bare shell. The exterior was soda blasted to remove old paint. The undercarriage was not stripped – the factory undercoating is in good shape and I did not see any value in removing it just to reapply it. I did re-coat the front inner fenders with 3M Body Schutz.
In doing this project, I bought three other 66 Fury and 2 Chrysler New Yorkers as parts cars. I used the best parts from each. In many cases I was able to use some very nice condition pieces as a result of having a selection. For example, the window regulators are all in great shape and have the factory zinc plating.
Many items were Teflon coated by Polydyn in silver or black – this process is a permanent coating which never changes appearance and has the benefit of ‘no stick’ so the parts do not get dirty.
I’m selling this car in order to move on to other projects.
Engine:
Short block assembled by Performance Only in Florida
Mopar Performance siamese bore block
Lifter bores bronze bushed
4.31” bore x 4.500” stroke
FAST XFI 2.0 EFI system
(2) 1350CFM FAST throttle bodies
FAST low profile 65lb/hr injectors
Indy ModMan intake w/ custom black anodized 6061 aluminum 2x4 top
Custom fuel rails, black anodized
Stage V aluminum heads by Ray Barton
Stage V Stainless Steel roller tip rockers
Aluminum rocker clamps
Heavy wall ‘Top Fuel’ spec nitrided rocker shafts w/ o-ring plugs
Smith Bros. 3/8” pushrods, custom length
Custom machined rocker stands to achieve proper rocker tip placement
Custom screen type windage tray/crank scraper, Teflon coated by PolyDyn
Factory oil pan modified for 1.5 quart increase, Teflon coated inside by PolyDyn
K1 4.5” stroke forged crank
K1 forged rods
Diamond forged pistons 10.4:1 actual CR
ARP main and cyl head studs
ARP rod bolts
MP oil pump drive & HV oil pump
Lunati hyd cam, custom grind for low RPM power
New Mopar Performance spark plug tubes
Original 1967 chrome round Hemi air cleaner top
Classic Haulage aluminum base with 5-1/8” necks and custom aluminum anodized spacer rings
K&N element
New chrome valve covers
New Hemi-style “Oil” breather cap
Ignition:
FAST dual synch distributor, advance locked out
Taylor 8MM plug wires with MP boots
Crane ignition module
Crane high output ignition coil
Custom coil bracket, black anodized
All timing functions controlled by FAST ECU
Cooling:
New custom built Griffin aluminum radiator
Correct factory fan shroud, no cracks ever
Mopar Perf aluminum water pump
Mancini aluminum water pump housing
Exhaust:
Original 1967 Street Hemi manifolds
heat riser removed
no cracks or repairs ever
ceramic coated by PolyDyn
2-1/2” aluminized mandrel bent pipes, SS flanged for easy removal
Walker Hemi Turbo mufflers
I had originally installed an X-pipe in the exhaust system but found it made too much of a drone. I removed it and the car is much quieter and there was no loss of power.
Other engine related:
140 amp alternator
Serpentine belt kit – March Performance kit, modified to correct all their mistakes
Sanden 7176 AC compressor
MSD hi-torque mini starter with heat wrap
New starter relay, horn relay, etc.
Transmission:
A46RH Overdrive transmission, w/ big block bellhousing
Output housing with both mechanical and electronic speedo outputs
Diesel straight cut OD gearset
B&M SFI flexplate
Polyurethane mount
Correct torque converter dust shield
Custom low stall lockup torque converter
Earl’s high capacity trans cooler
Converter on/off is controlled by the FAST EFI controller and is programmable
Overdrive on/off is controlled by the FAST controller and is programmable
Steering:
Rare and correct ’66 factory tilt/tele steering column. I machined an adapter to fit a Billet Specialties Vintec half wrap aluminum steering wheel and removed the 6 o’ clock spoke. I sent the rim to Billet Specialties and they wrapped it in the same material as the seats. The turns signal switch is new and I bought a spare switch which is included. I machined a telescopic center nut and wheel center that holds the Plymouth emblem. The wheel and center pieces were all chrome plated by Atlas Chrome so they would not tarnish.
Unlike modern tilt/tele columns which don’t move much, this column will tilt way higher than you want, and so low it hits your legs. It also telescopes in and out a good deal, so you are sure to find a position that you like.
The steering box was sent to Firm Feel for a rebuild and was done to their Stage 1 specs. New Pitman arm and nut. The steering coupler is NOS and has the proper heat shield.
New Saginaw PS pump with March aluminum housing/reservoir
Custom GSI high pressure hose, low profile design to clear Hemi head
Wheels / Tires:
Boyd’s wheels 18x9 rear 17x7 front
Continental Extreme Contact tires
275/45-18 ZR Rear
235/50-17 ZR Front
Seats:
Factory power bench seat: I started with a hard-to-find original power seat with the original molded seat foam in excellent condition. I blasted the seat frame/springs and sprayed them in urethane black. The power mechanism was completely disassembled, cleaned, and rebuilt. The seat tracks were blasted and sprayed in urethane black. The center armrest was rebuilt with new wood and firm foam, and the hinges use the correct screws plastic slide washers. The seat tracks have the correct and hard-to-find plastic seat track covers with the correct star retaining washers. Correct factory wiring is used for the electrical feed.
The aluminum seat trim pieces were polished and re-anodized by King of Trim and I replaced the factory wood grain inserts with 3M carbon fiber-look vinyl.
The rear seat frame was also blasted, painted, and mint condition factory foam used.
All seats and door panels were covered in vinyl by Blanchette Auto Upholstery. The red color is a close match for the original red interior.
Power windows:
Regulators cleaned and greased. New Dorman HP motor/gear assemblies. All switches are NOS and the wiring harness is factory correct.
Power vent windows:
Rare factory option taken from a ’66 Chrysler 300. All parts are correct for 1966 C Body and the motor/gear assemblies were cleaned and rebuilt with new worm gears (the part which usually fails). One motor is NOS. Both door power switches are very difficult-to-find NOS pieces and are retained in the door panels with proper OEM brackets which are also hard to find. Factory correct wiring harness.
Vent window frames were rechromed, rubber gaskets in excellent shape
Dash:
The original dash frame was blasted and resprayed, and I used Dynamat sound mat on back side of dash for low noise.
All gauges rebuilt by Instrument Specialties (the ammeter is not connected)
All dash plastic was rechromed & painted by Instrument Specialties, starting with nice, uncracked originals.
All factory wiring was removed, cleaned, and retaped. All wiring is OEM except in cases where OEM wiring did not exist (such as the FAST EFI harness).
Electrical:
Because of the added electrical loads, the main power feed to the interior (through firewall) was replaced with a 4ga cable. This also runs to the trunk area to power the amp and fuel pump.
The battery positive side uses a fused connector that has a 140 amp circuit for the alternator and a 100 amp circuit for the remainder of the car.
Rear End:
8-3/4” differential
Rebuilt with new axle bearings/seals
4.10 gear, clutch type SG unit
Custom fabricated front spring hangers to move springs in ½” for tire clearance. The leafs are stock and work well, I have not had any reason to go into them.
Brakes:
Rear 11x2.5” drums, all new parts
1972 Chrysler front discs – rebuilt calipers, new pads
Dual diaphragm power booster rebuilt by Dewey Booster. Outer shells were Teflon coated by Polydyn.
Proper vacuum-rated booster hose
Underhood brake booster linkage Teflon coated by Polydyn and modified for added stiffness
New Strange/Mopar dual reservoir aluminum master cylinder
All brakes lines are stainless steel with spiral wrap in critical areas
New rubber flex hoses
SSBC adjustable prop valve
Brake pedal assembly cleaned, blasted, & painted
Fuel system:
Custom designed and built stainless steel tank by Rick’s
Tank designed to fit in stock location and use stock filler neck
Filler neck Teflon coated by Polydyn
Aeromotive Stealth in-tank EFI fuel pump
Fuel lines are stainless steel (hard) and Aeroquip AN Startlite braided (flex) hose
Aeromotive filter, custom machined aluminum mount
Aeromotive fuel pressure regulator w/ gauge
Suspension:
All front end parts new from Just Suspension/Rare Parts
Firm Feel 1.12” torsion bars
Subframe and all control arms powdercoated semi-gloss black
Just Suspension stainless steel heavy duty tie rod adjustment sleeves
Bilstein front shocks
Correct style underhood insulation pad - expensive reproduction, not the low cost version.
Interior:
A/C & heater box – completely rebuilt
New heater core from Classic Auto Air
New inner control valve from Classic Auto Air
Professionally rebuilt Ranco water control valve
Custom machined blower motor mount to allow clearance for Hemi heads
All air ductwork flexible hoses are factory correct and in excellent shape with no repairs or tears
All plastic ducts are correct and with no repairs
Rechromed dash vents with properly functioning and unbroken vanes
All interior windshield, drip rail, and rear window moldings were rechromed
Day/Night rearview mirror, mounting stem rechromed
Door sill plates were polished and re-anodized by King of Trim
Best-of-5 cars seatbelt buckles, anchors and shrouds with new red webbing.
All interior door panels were rebuilt as closely to OEM standards as possible. The steel top frames were blasted and sprayed with black urethane, and the ‘star’ holes used to fasten the fiberboard were carefully straightened before new fiberboard was cut and pressed into place. In other words, the factory method of construction was retained rather than pop rivets or other non-OEM methods.
I went to great lengths to use factory fasteners and clips wherever possible throughout the interior (and for exterior trim).
Correct style windlace used on rear door jamb, held in place with factory fastening clips.
Floorpan covered in Dynamat sound deadener
ACC carpet set with premium rubber backing for low noise
Roof interior surface covered in Dynamat then lined with 3/8” thick jute underlay
New headliner
New repro dome light lenses and bezels
Trunk floor covered in dense 3/8” jute then carpeted
Body:
Factory VIP-only Charcoal Metallic in 2 stage PPG paint over black expoxy primer. This is the original color for this vehicle.
I removed the hood ornament and hood letters for a cleaner look.
NOS factory fender skirts with correct new rubber stripping.
The hood, fenders, doors, roof, floor pans, trunk have never had any rust. The lower quarter panel on the left side needed new metal welded in, and there was a very small area – about the size of half a stick of gum – of new metal that was welded in at the lower right corner of the rear glass.
I had a hard time finding a trunk lid with no rust under the rear lip. The trunk lid came from a different car that had no rust under the lip but did have some on the inside structure. I blasted it and treated it with POR prior to repaint.
Exterior trim:
NOS front turn signal light lenses
NOS front turn signal housing assemblies
All exterior side trim sent to King of Trim for polishing and refinished in correct bright clear anodizing
All rear tail light bezels sent to Iverson Automotive for rechrome
All tail light lenses are NOS
NOS license plate light assembly/lens
New reproduction exterior door handles
License plate bracket Teflon coated by Polydyn, new & correct rubber bumpers
NOS headlight doors, NOS grille halves, and I removed the flat bars in the grille center and replaced them with rounded bars in order to remove the VIP emblem.
Reproduction driver side mirror
New repro hood blinkers with correct factory wiring
New Steele Rubber weatherstripping (door frames, doors, trunk, hood)
New Top Cat window ‘fuzzies’ on side windows
New window slides (these are the special slides that allow the front door windows to track properly)
All glass is the optional factory tinted, with additional (aftermarket) ceramic film tint on top
New Steele Rubber front windshield gasket
Windshield is new PPG glass, I was told this was the last one in nationwide stocking. It is the proper thickness (not the Chinese-made thinner glass being sold now)
I sponsored the reproduction of the rear windshield gaskets by Steele Rubber. I have a new one in the box that goes with the car.
Door hinges – beadblasted, repainted, rebuilt with new bushings, springs, rollers, and pins.
Radio:
Stock radio converted to AM/FM with MP3 player jack
Digital Designs amp
Digital Designs 8” subwoofer in custom box
Morel 6”x9” speakers in rear deck
Other:
Windshield wiper motor – rebuilt by Passion 4 Mopars with Teflon coated (Polydyn) motor and gear housing, new wiring harness
Windshield wiper arm pivots rebuilt with grease fittings added
Included are spare parts too numerous to mention in detail but including spare doors, fenders, hoods, trunk lid, complete front subframe with control arms and steering gear, front and rear bumpers, many side and rear glasses, inner fenders, AC boxes, exterior trim pieces , and many, many boxes with interior, trim, and underhood items. I estimate there are several pickup truck loads of spare parts.
Loose Ends:
The bodywork and paint was done by well reputed paint and body shop in Houston. Paint is PPG base/clearcoat. I told them to make the body and paint perfect….the job came out good but not perfect; there are a few minor flaws in the paint and one area on the left quarter where a run in the clear can be seen in the right light. They also got some epoxy primer overspray on the rear end.
The kick panels are the original red panels that have not been recolored; they could use some attention but are generally in nice shape. Same for the sun visors. I never got around to connecting the radio power and amp ‘on’ wire, though the wiring is in place. The right door hinge spring broke, it was a new-but-faulty spring. I will try to replace it soon.
I had an Addco front sway bar which never fit properly, so I removed it to change to a Firm Feel bar but never bought the Firm Feel bar. The car drives pretty well without it, but it should probably be added.
There are probably a few other small details I am not thinking of but in general the car is well worked out.
This car is ‘local pickup only’ unless you are in an overseas country in which case I will deliver it to a Houston area exporter. In either case, I must have all funds in my bank account and cleared prior to release of the vehicle or title. No exceptions. Please contact me prior to auction close if you have any special payment or delivery needs.
On May-02-14 at 11:18:33 PDT, seller added the following information:
A few other small items:
The fan is Teflon coated by Polydyn, the fan clutch is a new Hayden clutch
I liked the way the odometer in 'Christine' rolled backwards so I machined a reverse spiral worm gear for this car's odometer, it rolls backwards when you drive it.
The battery was getting weak from too much sitting so I bought a new battery for it today.
