Big. Bold. Honestly, a little intimidating. If you’ve ever stood next to a 1966 Sport Fury Plymouth, you know it feels less like a car and more like a land-yacht with a bad attitude. It’s got that classic C-body slab-sided look that defined the mid-sixties Chrysler aesthetic. While everyone else was losing their minds over the GTO or the Mustang, Plymouth was quietly building these massive, high-trim bruisers for the guy who wanted to go fast but didn't want to feel every pebble on the road.
The 1966 Sport Fury Plymouth wasn't just a commuter. It was the top of the line.
What Most People Get Wrong About the 1966 Sport Fury
A lot of folks look at a '66 and think it’s just a Belvedere with more chrome. It isn't. Not even close. The Sport Fury sat on the full-size C-body platform, making it a sibling to the Chrysler 300 and the Dodge Monaco. It was 209 inches of American steel. That’s huge. You could practically fit a modern subcompact in the trunk.
One of the biggest misconceptions involves the engine lineup. People assume every "sport" model had a Hemi. Nope. In 1966, the 426 Hemi was technically available in the smaller B-body cars like the Belvedere and Satellite, but the Sport Fury was about "Executive Muscle." Most of these rolled off the line with the 318 wide-block (the "A" engine) or the 383 Commando. If you were really lucky—or really specific with the order sheet—you got the 440 Super Commando.
That 440 was a beast. 350 horsepower. 480 lb-ft of torque. It moved that massive frame with a surprising amount of grace. It's the kind of power that doesn't scream; it just pushes you back into the bucket seats until you're doing 80 without realizing you've even left second gear.
The Interior: Buckets and Spinners
Inside, the 1966 Sport Fury Plymouth was actually pretty posh. This wasn't a stripped-down racer. You got standard bucket seats. You got a center console that looked like it belonged in a private jet. It even had that cool "Trans-Audio" AM radio option. Honestly, the dashboard is a work of art. It’s all horizontal lines and textured metal.
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Plymouth enthusiasts often point to the "spinning" center console trim as a highlight. It sounds like a small detail, but in an era of boring interiors, the Sport Fury felt special. It felt like you’d actually made it.
The Engineering Reality: Torsion-Aire and the 727 Torqueflite
Mopar guys will talk your ear off about the 727 Torqueflite automatic transmission. They’re right to do it. It’s arguably the best automatic transmission ever made. It’s bulletproof. In the 1966 Sport Fury Plymouth, the 727 handled the torque of the big blocks without breaking a sweat. It shifted firm. It lasted forever.
Then there’s the suspension. Plymouth used Torsion-Aire. Instead of coil springs up front, they used longitudinal torsion bars. Basically, they’re steel rods that twist to provide springing action. This gave the car a lower center of gravity and much better handling than the "floating" sensation you got in a Ford Galaxie or a Chevy Impala of the same year. It felt planted. Heavy, sure, but planted.
Why the 1966 Year Was Different
1966 was a transitional year for Plymouth. They were moving away from the "weird" styling of the early sixties and embracing the "Crisp, Clean, Custom" look. The 1966 Sport Fury Plymouth featured a split grille that looked aggressive but sophisticated. The taillights were these big, bold rectangles integrated into the rear deck.
Production numbers were decent, but not insane. Plymouth built about 21,000 Sport Fury hardtop coupes and around 3,300 convertibles. That makes the convertibles pretty rare today, especially if they have the original 383 or 440. If you find one in a barn, don't let go.
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The car also featured the "Safe-Stop" braking system. Don't let the name fool you. These were still drum brakes. They worked fine for one or two hard stops, but if you’re driving one today through a mountain pass, you’re going to want to upgrade to discs. Engineering back then had its limits.
Maintenance Realities for Modern Owners
Owning a 1966 Sport Fury Plymouth today is a mix of joy and a little bit of a headache. Parts for the engines are everywhere. You can walk into almost any auto parts store and get a water pump for a 383 or a 440.
The trim is the hard part.
Finding that specific "Sport Fury" script or the unique grille pieces is like hunting for a needle in a haystack. There isn't a massive aftermarket for C-body trim like there is for the Mustang or the Camaro. You’ll be scouring eBay and Chrysler-only swap meets like Carlisle. It’s part of the charm, I guess. You have to really love the hunt.
What to Look for When Buying
If you're in the market for a 1966 Sport Fury Plymouth, you have to check the rear quarters. These cars love to rust right behind the wheel wells. Because they’re so long, the metal tends to trap moisture if the drains get clogged.
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- Check the VIN: The first four digits should tell you exactly what you're looking at. "P" is for Plymouth, "S" is for Special (Sport Fury).
- The Floor Pans: Look under the carpet near the pedals.
- The Transmission: If it’s a 727, check the fluid. If it smells burnt, the bands might be shot, but these units are relatively cheap to rebuild.
- The Rear End: Most came with the 8.75-inch rear axle. It's legendary for a reason. It can handle almost any horsepower you throw at it.
The Performance Gap: 318 vs. 383 vs. 440
Most people think bigger is always better. Usually, they're right. But the 318 wide-block (the "Poly" head) is an underrated engine. It’s reliable as a hammer. However, if you want the 1966 Sport Fury Plymouth experience, you want the "B" or "RB" big blocks.
The 383 was the "Goldilocks" engine. It had plenty of power for highway cruising and enough torque to smoke the tires at a stoplight. The 440, though? That turned the car into a legitimate threat. It turned this luxury cruiser into something that could embarrass much smaller cars.
Back in the day, the Sport Fury was often the car of choice for highway patrol officers in various states. Why? Because it could sit at 100 mph all day long and not overheat. It was stable. It was fast. It was the quintessential American pursuit vehicle disguised as a family car.
Comparing the 1966 to the 1967
People often confuse the '66 and '67. The '67 got a bit more "coke-bottle" styling. It got more curves. The '66 is the last year of that really sharp, angular, "folded paper" look. It’s more dignified. It looks like something a bank vice president would drive on Friday so he could look cool at the country club.
Actionable Steps for Enthusiasts
If you’re looking to get into the hobby or already have a 1966 Sport Fury Plymouth sitting in the garage, here is how you keep it relevant:
- Electronic Ignition Conversion: Ditch the points. It’s the single best thing you can do for reliability. Chrysler made a factory electronic ignition starting in the early 70s that swaps right in.
- Radial Tires: If you’re still running bias-ply tires for "originality," stop. A set of modern radials will transform how this C-body handles. It stops the "wandering" on the highway.
- Dual Exhaust: Many of these came with a single exhaust. Opening up the breathing with a 2.5-inch dual setup makes that 383 or 440 sound the way it was meant to.
- Join the C-Body Dry Dock: There’s a massive community online specifically for these big Plymouths. They have the technical manuals and the leads on those hard-to-find trim pieces.
The 1966 Sport Fury Plymouth represents a specific moment in automotive history. It was the peak of the "Full-Size" era before everything got downsized or turned into a plastic-heavy luxury boat in the 70s. It’s a car with presence. When you pull into a gas station, people don't just look—they come over to talk.
Whether you're restoring one to factory specs or building a "restomod" cruiser, the bones of this car are among the best Mopar ever produced. It’s a testament to a time when Plymouth wasn't just a budget brand, but a serious contender for the best-engineered car on the road.