Plymouth's standard low price car, the Fury, has been given a new look from bumper to bumper.
LS HIGH FRONT
LS HIGH REAR
LS PAN WITH FURY III TO SPORT FURY
CU GRILLE - ZOOM TO CONCEALED HEADLIGHT
CU SIDE WINDOW
LS 3/4 FRONT
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Background: Plymouth's standard low price car, the Fury, has been given a new look from bumper to bumper. A new full loop front bumper which encircles the grille gives the Fury a wider, more massive look. The same effect is achieved at the rear with the bumper enclosing the taillights. The rear wheel track has also been widened to 62 inches. Standard in the Fury I, II and III are the 225 cubic inch six cylinder or the 318 cubic inch V-8 engines. The top-of-the-line Sport Fury has been expanded to include four door sedans and hardtops as well as the two door hardtop.
The Sport Fury has its own distinctive grille which features concealed headlights. Ventless side windows are standard on all Sport Furys. In addition to regular sedans, hardtops, convertibles and station wagons, Fury will offer a high performance Sport Fury GT for 1970 with power plant options ranging up to 390 horsepower.
Big, bigger, biggest.
Everything about production of the big, new L-1011 TriStar jetliner at the Lockheed-California Company fits one of these descriptions.
The world's largest autoclave -- a kind of oven for manufacturing -- bonds fuselage panels. The panels are the largest aircraft "skins" ever bonded. They are, in fact, the largest fuselage panels ever. Even larger transports -- like the world's largest C-5 -- are not manufactured in single sections of such size -- to thirty-eight feet long and fifteen feet wide. Large sections mean fewer seams, make for a stronger yet lighter-weight structure.
Manufacturing is mechanized for the L-1011, since panels are too large for moving manually. Overhead conveyors carry panels through a huge factory building -- which was completely gutted and re-equipped with some eleven million dollars worth of the latest -- and largest -- machinery in the world.
Value of the huge skins -- as much as one thousand dollars each -- dictates a protective coating for the easily-marred aluminum. A new plastic spray -- applied as the skins travel the automated conveyor -- is virtually impregnable even by sharp instruments.
Carried by vacuum-lift machines, the huge skins are laid on a specially-constructed stretch press -- largest of its kind -- where a forty-foot sheet of aluminum can becomes a forty-two foot sheet. The press is operated mechanically for an exact and rapid repeated action. A forming roll -- largest such precision machine -- contours the large skins.
Trimmed, washed in an automatic seven-section washrack, they pass through a "clean room" where employees work in virtual quarantine to keep panels completely dirt-free before layup and bonding.
Huge steel jigs -- production fixtures -- indicate size of the new jet transport as they await the separate sections which will be joined to form the aircraft fuselage. Square rather than conventionally round, they re-assemble easily and precisely when moved, and accept the design changes to be expected in growth versions of the aircraft without major re-work.
L-1011 manufacturing at Lockheed is set up to go "at rate," as the production men sav -- at the rate programmed to insure scheduled airline deliveries. First flight of the TriStar is set for late next year.