1956-1958 Plymouth Fury

Once considered an underdog in the sports-car arena, Plymouth made a bold entry into the performance market in 1956 with its exclusive Plymouth Fury, which only improved in 1957 and 1958. These early Furys were the most luxurious and powerful Plymouth models of the era. Today, they are highly sought after for their striking design, limited availability, and impressive performance.

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Chrysler Corporation chairman Kaufman Thuma Keller previewed the company's brand-new 1955 models just before production began. At the Plymouth studio, he encountered a clay model that stood out from any previous design, featuring sleek contours, peaked fenders, and a minimalist bar grille. When stylists remarked that they thought it looked impressive, Keller retorted, "It better be. We can't afford another misstep." Keller acknowledged his role in Chrysler's lackluster styling post-World War II. For the 1949 redesign, he had demanded cars tall enough to accommodate drivers wearing hats, and that's exactly what he got.

Styling wasn't a top priority during the late-1940s seller's market, but as competition intensified and Ford launched its aggressive 1953 sales campaign, Chrysler's vehicles were seen as outdated and unattractive. Plymouth, a key revenue generator, suffered a significant sales decline in 1954, with only 399,000 units sold, marking its first drop to fifth place since 1930. However, Keller had reason to be optimistic. The 1955 Plymouth was a success, as was its 1956 successor with distinctive fins. These models, featuring a complete redesign and Plymouth's first V-8 engine, were vibrant, stylish, and fast.

Plymouth secured fourth place in industry production for both 1955 and 1956, reclaiming third place in 1957. Its sister brands also performed well. Today, 1955 is remembered as a pivotal year for Chrysler Corporation's revival. Lee Iacocca, a key figure in Chrysler's later resurgence, noted that once you're selling well, you can afford to have fun. For Iacocca, fun meant reintroducing convertibles. For Chrysler in the mid-1950s, it meant embracing high performance.

Chrysler introduced its hemispherical-head V-8 engine in 1951. By 1955, this powerful engine was propelling the iconic Chrysler 300s, which dominated NASCAR and AAA stock-car racing. The 300's appeal boosted showroom traffic, encouraging buyers to opt for models like the Windsor or New Yorker. This success inspired other divisions to develop their own high-performance models for 1956. Dodge introduced the D-500 option, DeSoto launched the Adventurer hardtop coupe, and Plymouth debuted the Fury, which outsold all its high-performance counterparts combined. Continue reading to discover more about the 1956 Plymouth Fury.For more information on cars, see:

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1956 Plymouth Fury

Externally, it featured a single-tone eggshell white finish, accentuated by a sweeping bodyside spear with a gold-anodized aluminum strip. The grille center and unique "spoke" wheel covers also showcased anodized gold details. (The wheel covers were interchangeable with those of the DeSoto Adventurer, though the Plymouth versions had plain hubs, unlike the monogrammed "DeS" on the Adventurer.)

Inside, the car boasted eggshell vinyl seats with black jacquard inserts. The 1956 hardtop's sharp fins and overall design gave it a striking appearance. However, the true standout feature was its performance when the accelerator was pressed. Plymouth engineers took a unique approach to enhancing the Fury's performance. Instead of modifying an existing V-8, as Ford and Chevy did, they considered their 277-cubic-inch polyspherical-head engine too small and avoided risks with superchargers or fuel injection.

Surprisingly, they also avoided using one of the corporate hemispherical engines, though it remains unclear whether this was a deliberate choice or due to a lack of cooperation from other divisions. Instead, they opted for an engine from the Canadian Chrysler Windsor and Dodge Royal: the 303-cubic-inch poly-head V-8. This engine was an excellent choice, as it fit perfectly within the NASCAR Class 5 displacement limit of 259-305 cubic inches.

Engineers enhanced the base engine with a high-lift camshaft, solid lifters, domed pistons, a four-barrel carburetor, free-flow dual exhausts, and a 9.25:1 compression ratio. These modifications produced 240 horsepower, equating to approximately 0.8 horsepower per cubic inch. (For context, Chevrolet achieved 1.0 horsepower per cubic inch just a year later, and the 1956 Chrysler 300B also reached this milestone with optional high-compression heads.) To manage the increased power, the Fury featured heavy-duty springs and shocks, 11-inch Dodge brakes, wide 7.10 x 15 tires, and a front anti-sway bar. Power was delivered through a robust three-speed manual transmission with a reinforced clutch, while the optional two-speed PowerFlite automatic came with pushbutton controls.

While other 1956 Plymouth models appeared tall and bulky, the Fury sat an inch lower, thanks to its well-tuned suspension, giving it a more aggressive stance. Its distinct appearance hinted at its performance capabilities. But how did it actually perform? Continue to the next page to find out.For more information on cars, see:

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1956 Plymouth Fury Performance

For anyone questioning Plymouth's serious intentions, the performance of a pre-production 1956 Fury at Daytona Beach, Florida, on the same day the model debuted in Chicago, spoke volumes.

Piloted by Phil Walters, who had recently raced with Chrysler-powered Cunningham cars, the 1956 Plymouth Fury achieved a flying mile speed of 124 mph, with a peak one-way speed of 124.611 mph, and completed the standing mile at 82.54 mph. These results were remarkable for a nearly stock vehicle weighing 3,650 pounds. (The only modifications for aerodynamics were covering the headlamp housings and removing the wheel covers.) The Fury seemed poised for victory at Daytona Speed Weeks in February, but NASCAR rules disqualified it from the Stock class due to insufficient production time. Instead, it competed as a Factory Experimental, facing tougher rivals. Plymouth upgraded it with a high-lift cam, high-compression heads, and a twin four-barrel carburetor setup. On its first run, it hit 1496 mph, but a faulty fuel cap caused fuel starvation on the return trip, limiting Walters to under 130 mph.

Even so, the Fury would have been outpaced: A Mercury tuned by Bill Stroppe achieved a 147.26 mph average in the same class. Still, the Fury's performance was noteworthy.

But how would a Fury perform straight from a dealership, without aerodynamic tweaks or factory tuning? Surprisingly, it delivered nearly the same impressive results.

Motor Trend magazine noted, "Though not a Daytona contender, the Fury still reached an impressive 114 mph with a 3.73 axle ratio; the somewhat imprecise tachometer showed 4,400-4,600 rpm. Plymouth engineers estimated that with more distance, it could have approached 118-120 mph at 4,900 rpm." The test car accelerated from 0-60 mph in 9.5 seconds and completed the quarter-mile in 16.9 seconds at 8 mph. It offered a ride comparable to the Belvedere but with reduced body roll and pitch, resulting in sharper handling.

The editors observed that some Fury features seemed hastily added. The tachometer was awkwardly placed beneath two small gauges, and the relocated ignition switch required a long reach. Despite these quirks, the Fury proved to be a powerful and speedy vehicle. Continue to the next page to learn about the 1957 Plymouth Fury.For more information on cars, see:

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1957 Plymouth Fury

Even more impressive developments were on the horizon. The 1957 lineup underwent a complete redesign, costing approximately $300 million, led by Virgil Exner. Although Exner had been with Chrysler since 1949, his influence on styling had been limited until this point.

Virgil Exner was one of the rare automotive designers whose name became widely recognized, thanks to the bold designs he introduced to a traditionally conservative company. He was responsible for many of the iconic Ghia-bodied Chrysler concept cars, starting with the 1951 K-310, and his elegant 1954 Imperial Parade Phaetons influenced the 1955 Imperial, Chrysler, and DeSoto models. However, Exner's involvement in the 1955 Dodge and Plymouth designs was indirect. When K.T. Keller asked for his opinion on early proposals, Exner dismissed them as inadequate, and Keller took his critique to heart.

The 1955-1956 Dodge designs were a collaboration between Exner and Maury Baldwin, while the 1955-1956 Plymouth was shaped by Exner and Henry King. By 1957, Exner had full control over Chrysler's design direction. His transformative work allowed Chrysler to surpass GM in design innovation, though GM eventually reclaimed its leading position.

While Exner is often unfairly associated primarily with tailfins, which reached exaggerated sizes by 1959 on some models, the tailfin was just one aspect of his broader, cohesive design philosophy.

The 1957 Plymouth Fury stood out as one of the most revolutionary Chrysler designs, embodying the company's "Forward Look." Its strikingly low beltline and expansive glass areas made it a leader in automotive design at the time. It was also among the first cars to align the hood and deck levels with the fenders, a design feature still prevalent today. Virgil Exner, Jr. remarked, "The 1957 models were sculpted, making Ford and Chevy look bulky in comparison." Maury Baldwin noted, "Initially, the fins were aerodynamic, but they eventually became more about style." Advertisements even claimed the fins acted as "directional stabilizers," though their practical impact on driving was likely minimal. For details on the 1957 Plymouth Fury's performance, continue to the next page.For more information on cars, see:

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1957 Plymouth Fury Performance

Similar to the 1956 version, the 1957 Plymouth Fury was released slightly later than other models, and Plymouth continued its limited production strategy. Exner kept the off-white and gold color scheme, which looked even more striking on the new, sleeker body.

The anodized gold was removed from the wheel covers, which were now slightly altered stock versions, and applied to the entire grille. Bumper extenders, optional on other Plymouth models, came standard on the Fury, adding 1.5 inches to its overall length.

Like other models in the lineup, the Fury featured a three-inch longer wheelbase (118 inches) and was 5.5 inches lower in height. Wheel diameter decreased by an inch, while tire size increased to 8.00 x 15.

Optional features included "Full-Time" power steering, power brakes, air conditioning, electric seats and windows, whitewall tires, and dealer-installed seatbelts, though the latter weren't heavily advertised. Standard features comprised a two-tone steering wheel, variable-speed electric wipers, a padded dashboard and sun visors, foam-rubber seat cushions, and a "sweep-second self-regulating watch."

Once again, the major updates were mechanical. The Plymouth Fury's engine was upgraded from the Canadian 303 to a 318-cubic-inch version (with a bore and stroke of 3.91 x 3.31 inches) and equipped with dual four-barrel carburetors. It retained the high-compression heads, domed pistons, free-flow dual exhausts, high-lift cam, and heavy-duty valve springs from the 1956 model.

Known as the "V-800," this engine produced an impressive 290 horsepower and 325 lbs/ft of torque. (Interestingly, it was also available as an option for other 1957 Plymouth models, from the Belvedere to the Plaza, making the latter a surprisingly fast sleeper and inspiring a clever ad targeting Chevy.) Adding to the 1957 model's appeal was Chrysler's new three-speed TorqueFlite automatic transmission, which would become one of the best in automotive history. Still featuring pushbutton controls, it was paired with a 3.36:1 rear axle in the Fury, with other ratios available for both the TorqueFlite and the standard heavy-duty manual transmission.

Chrysler introduced a new torsion-bar independent front suspension across its lineup, a significant upgrade over the previous system. It delivered smooth high-speed performance, improved handling on rough roads, and unmatched precision. This made Plymouth the best-handling car among the "Low-Priced Three" that year.

Equipped with heavy-duty suspension, the Plymouth Fury excelled in performance. Motor Trend editor Joe Wherry noted, "The Fury handles sharp turns with ease and can be expertly drifted. The only drawback is the lack of self-centering in the power steering, but the quick steering response (just under turns lock to lock) allows for rapid adjustments." While the Fury could outpace a fuel-injected Chevy or a standard Ford on winding roads, its straight-line speed was equally impressive.

Wherry's test car accelerated from 0 to 60 mph in 8.7 seconds, aided by a manual transmission. He estimated a well-maintained model could achieve the same in eight seconds, with a top speed of 120 mph. "For the average driver, this car can be quite demanding," he admitted. Despite a base price under $3,000, most 1957 Furys sold for around $3,500 (compared to the Belvedere V-8 hardtop at $2,449). Yet, demand remained strong, with 7,438 units produced that year, marking the highest three-year production for the Fury as a standalone model.

Plymouth may have gone overboard with advertisements depicting refined gentlemen enjoying Scotch by a fireplace, a 1957 Fury painting adorning the mantel. However, there's no denying the division had created something extraordinary.

The Fury's primary issue was shared by most Chrysler vehicles of that era: vulnerability to rust. Many 1957 and 1958 models succumbed to corrosion, which is why so few remain today. Unfortunately, the Fury's lifespan was limited to just one more year. Continue reading to discover the story of the final Fury model.For more information on cars, see:

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1958 Plymouth Fury

The V-800 engine returned with its 290 horsepower rating, but it became the standard V-8 across all models, delivering 225 horsepower due to a slight compression drop (to 9.00:1) and without the performance enhancements of the 290 version. The Fury's "power pack" engine remained available for any 1958 Plymouth.

A new 350-cubic-inch wedge-head V-8, dubbed "Golden Commando," was optional for all models, including the Fury. It produced 305 or 315 horsepower (the latter with fuel injection), making it the fastest Fury to date. A 315-horsepower model could accelerate from 0-60 mph in 7.5 seconds and complete the quarter-mile in 16 seconds at nearly 90 mph. Sadly, 1958 marked the end of the limited-edition Plymouth Fury. The economic downturn that year hit Plymouth hard, with sales dropping by approximately 300,000 units, including just 5,303 Furys.

As the Fury was essentially a more athletic Belvedere hardtop with minor upgrades, it didn't take much corporate deliberation to leverage the Fury name, if not its original concept. This led to a new "standard" Fury series in 1959, replacing the Belvedere as the top-tier model and offering the same variety of body styles, along with a new Sport Fury hardtop coupe and convertible, which truly carried on the legacy of the 1956-1958 Fury.

Like other models, the Sport Fury received a significant redesign, featured standard torsion-bar suspension, and was available in any color (though without the gold sweepspear). Optional extras included swivel seats and a "Highway Hi-Fi" record player. A 260-horsepower 318 engine, optional on lower-tier models, was standard here, while a new 361 Golden Commando V-8 with 305 horsepower offered even more power.

While the Sport Fury stood out, it didn't quite match the pedigree of the 1956-1958 Plymouth Furys and was short-lived. The subseries was discontinued by 1960, when a six-cylinder engine became an option for the four-door Fury sedan. Explore the specifications of the 1956-1958 Plymouth Fury on the next page.For more information on cars, see:

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1956-1958 Plymouth Fury Specifications

While Wally Parks of Hot Rod magazine won the Experimental class flying mile in a Fury, his car was equipped with a Chrysler engine featuring Hilborn fuel injection. The Stock class was dominated by Chevrolets, with the fastest car reaching 118.460 mph in the flying mile (notably 5.5 mph slower than the 1956 Fury's unofficial record).

Even without restrictions, the Fury would have been a rare sight once its engine was made available in lighter Plymouth models. The factory's stock-car team preferred the stripped-down Plaza two-door, and some independent racers followed suit.

Chrysler's choice to turn the Fury into a higher-volume model made sense from a marketing perspective. For collectors, the iconic gold-and-white 1956-1958 Furys are not only the first but also the finest examples of the breed. Whether these high-performance machines will run smoothly on unleaded gasoline remains uncertain, but they will undoubtedly consume plenty of fuel regardless.

Despite its challenges, the Fury holds a firm place in Chrysler's history and in the hearts of enthusiasts, which speaks volumes. Explore the charts below for detailed specifications of the Plymouth Fury.1956-1958 Plymouth Fury Basic Specifications

1956-1958 Plymouth Fury Drivetrain Specifications

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