Also in 1978, the Michigan State Police launched its yearly performance-based police car tests, a true best-bang-for-the-buck evaluation that dramatically differed from those done jointly, since 1956, by the Los Angeles County Sherriff’s and Los Angeles Police Departments. Michigan’s result: the 440 Fury handily bested the competition. Supplied with a 2.71 rear gear, it went from 0-60 MPH in 9.2 seconds; top speed was 132.7 MPH.
How did that compare against John Q. Public’s options?
The test Fury out-accelerated a Corvette and could match a Ferrari’s pace at the top end; it was simply the fastest new car on the road in 1978. More so, the ’78 police Fury’s top speed would not be surpassed by another police-package model until the release of the Chevy Caprice 9C1 police package in 1994, with its LT1 engine. But, as we’ve already mentioned, officers could not celebrate the 440’s power advantage for long, as all variations of this engine were gone by ’79.
“I was hired in January 1971,” Barry begins reflecting on his police car experience, “and became a member of the State Police troop in June. We were not assigned cars, so as a rookie I never got a newer one; I usually had a ’69 Fury with a high-performance 383. In the ensuing years, the Delaware State Police sent bids to Plymouth for service vehicles, and while I was still in slightly older fleet cars, a friend of mine ended up with one of these ’78 440 Furys. He said that he could come off the access road onto I-95 south and was in three figures by the time he got to the end of the ramp. Until then, our fleet was comprised of C-bodies, so the B-body was about the hottest thing going. He loved that car. Unfortunately, I never had one. My first opportunity in a new police car came in ’79 when we had Chrysler Newports [editor’s note: These were R-body models, like the Dodge St. Regis] equipped with a 360. By ’81 we had 318-powered Plymouth Furys in the fleet, then Diplomats. So as a force we went from a ’78 with a 440 to a 318 in ’81. That was a disappointment. That was a fairly large automobile with a 318.”
After Barry retired, a friend reached out stating he had found and purchased a long-decommissioned 1973 Fury with a 440. “I always loved that car–they were the loudest in the fleet; their exhaust was fairly straight. At the time, they were built right in Newark, Delaware, and some of the Chrysler Corporation employees didn’t like being stopped by us on the interstate for various violations. So with all of these memories, I said that I would like to have a ’73 as well,” recalls Barry. It didn’t take long for him to get his chance.
“In late summer 2001 my friend called to tell me about a ’78 Fury with a 440 that he found for sale in Eureka Springs, Arkansas. It was a former Kansas State Patrol car. It had to have been in storage for a bit because it wasn’t placed in service until August 24, 1978–I have that documentation. At some point, the Fury was sent to Texas before it went to Arkansas. As a Kansas car, it was a marked unit in a silver-over-dark blue scheme with a light bar on the roof. By the time I got it, the light bar had been removed and the top had been painted blue.”
Over the course of about 18 months after its purchase, another of Barry’s friends resurrected the tired body and paint after tending to some quarter-panel work due to salt corrosion. Meanwhile, Barry obtained permission from the superintendent to replicate period Delaware markings in magnetic form. To complete the look, the cabin was fitted with period gear, including an equipment stack and functioning radar system. As Barry explained, “I am not permitted to make arrests any more, but I had it certified and installed to use as a speedometer because it gives a better readout than the factory gauge–its arm moves a bit, and the radar is spot on anyway.”
Which means Barry drives his last-of-the-440s Fury on a rather regular basis, including parades and regional vintage police car gatherings. So what’s it like to drive an A38 Pursuit?
BEHIND THE WHEEL: MATT LITWIN
“Getting settled on the bench seat, clearly a plush feel was present–even in heavy-duty trim, support and comfort were key during a long shift. The 140-MPH gauge seemed out of place, in terms of period instrumentation; however, the array of police equipment doesn’t let you forget you’re at the helm of a cruiser.
“Gearing was set for long hauls on the highway, so before you even get on it, you know the real power band kicks in at the top end. It made negotiating onto a fast-paced three-lane stretch of Delaware highway, from the median, interesting during our drive. Get it past 60 and it wants to keep running, with a subtle squat managed nicely by the tuned suspension. Steering response was spot on, but road feel was more seat-of-the-pants than through the wheel. Just as surprising was its even cornering and weight distribution–this from a sedan chassis that had been initially designed with boulevard duty for the masses, rather than those with badges.
“Keeping it all in proper context, it’s easy to understand why the 440 Fury of ’78 captured the attention of officers and heavy-footed gearheads alike.”
BEHIND THE WHEEL: TERRY SHEA
“The big Fury was not at all what I expected, but given a relatively steady diet of peak-era muscle cars and modern performance automobiles, perhaps my expectations should have been checked at the door.
“The Fury’s big blue bench seat should have also been a sign that we weren’t in for any tire-scorching antics. Fortunately, as the last of the 440 cop cars, it still made decent power–255 hp from the factory, though said to be higher here with an overbore and higher-compression pistons at rebuild. Likewise, the 355-lb.ft. torque rating also spoke volumes about the 440’s intentions when it comes to moving the near 4,000-pound sedan.
“With 2.71 gears in the rear end, the 440 didn’t exactly come alive off the line to get the car moving, but with that giant lump of torque under the hood, acceleration was guaranteed, even if not quite at the pace of, say, a ’69 Charger equipped with a 440 and 4.10 gears. The TorqueFlite, too, did an admirable job of kicking down, but you really had to get into the accelerator to get it to grab second gear.
“The Fury was definitely in its element cruising on the highway, the steering essentially effortless and unfortunately more than a bit vague, making it easy for the guy behind the wheel, which is an excellent quality in a car that might have seen its driver at that wheel for eight to 12 hours a day, sometimes more. There was no mistaking it, driving a seemingly larger-than-life police car, even one that has been retired for three decades, gives you a presence on the road in a way that even a bright red winged Daytona doesn’t.”
OWNER’S VIEW
Right from the start, I had intentions of restoring the Fury to Delaware State Police livery, so the bodywork that was needed was going to have to be done anyway. Although my wife and I were able to drive it from Arkansas to Delaware, I still had the engine and transmission rebuilt, the former to help burn the new high-test fuel more efficiently. It’s an interesting car in that when I drive it without the markings, nobody notices because it’s just an old blue late-Seventies sedan, but once those magnets are on, everyone turns their heads. Although I do several parades and such, driving the final year 440 on the open road is a lot of fun.–Barry Beck
1978 PLYMOUTH FURY POLICE PURSUIT
255 HORSEPOWER @ 4,400 RPM
355-LB.FT. TORQUE @ 3,200 RPM
0-60 MPH: 9.2 SECONDS*
SPECIFICATIONS
PRICE
Base price: $4,512 (civilian edition)
Price as profiled: Due to differences in state/county fleet purchase protocol systems, prices varied based on approved bids
Options on car profiled: A38 Police Pursuit Package; E86 440-cu.in. engine; cruise control; air conditioning; engine-block heater
ENGINE
Block type: Chrysler RB-series OHV V-8, cast-iron block and cylinder heads
Displacement: 440 cubic inches
Bore x stroke: 4.32 x 3.75 inches (currently 4.35 x 3.75)
Compression ratio: 8.2:1 (currently: 9.0:1)
Horsepower @ RPM: 255 @ 4,400 (currently 300 hp)
Torque @ RPM: 355-lb.ft. @ 3,200
Valvetrain: Hydraulic lifters
Main bearings: Five
Fuel system: Carter Thermoquad four-barrel carburetor, 800-850 CFM (Currently Edelbrock four-barrel), mechanical pump
Lubrication system: Pressure, gear-type pump
Electrical system: 12-volt
Exhaust system: Cast-iron manifolds, dual catalytic converters, dual pipes and mufflers
TRANSMISSION
Type: TorqueFlite 727 three-speed automatic
Ratios: 1st: 2.45:1
2nd: 1.45:1
3rd: 1.00:1
Reverse: 2.20:1
DIFFERENTIAL
Type: Chrysler 9-1/4 inch
Ratio: 3.23:1 (currently 2.71:1)
STEERING
Type: Recirculating ball, power assist
Ratio: 15.7:1; overall ratio 18.8:1
Turns, lock-to-lock: 3.50
BRAKES
Type: Hydraulic, power assist
Front: 11.75-inch rotor
Rear: 11 x 2.50-inch cast-iron drum
CHASSIS & BODY
Construction: Unit-body
Body style: Four-door sedan
Layout: Front engine, rear-wheel drive
SUSPENSION
Front: Independent, upper A arm; lower control arm, heavy-duty torsion bars and tubular hydraulic shock absorbers; heavy-duty anti-roll bar
Rear: Live axle; heavy-duty leaf springs and 9tubular hydraulic shock absorbers
WHEELS & TIRES
Wheels: Stamped steel
Front: 15 x 7 inches
Rear: 15 x 7 inches
Tires: Goodyear radial (currently Sumitomo radial)
Front: 78×15 blackwall (currently 225/70R15 blackwall)
Rear: 78×15 blackwall (currently 225/70R15 blackwall)
WEIGHTS & MEASURES
Wheelbase: 117 inches
Overall length: 218 inches
Overall width: 78 inches
Overall height: 54 inches
Front track: 62 inches
Rear track: 62 inches
Curb weight: 3,900 pounds
CAPACITIES
Crankcase: 6 quarts
Cooling system: 16.5 quarts
Fuel tank: 25 gallons
Transmission: 15.5 pints
CALCULATED DATA
Bhp per cu.in.: 0.58
Weight per bhp: 15.29 pounds
Weight per cu.in.: 8.86
PRODUCTION
At the time of publication, cumulative 1978 fleet vehicle sales figures were unavailable.
PERFORMANCE*
0-100 MPH: 24.8 seconds
Top speed: 133 MPH
*From the 1978 Michigan State Police Vehicle Evaluation Tests.
