C bodys are cool though. A 65 300 2dr. base weight is 4100 lbs. You could get one down to 3700 to 3800 easy. I drove a 65 New Yorker 2dr. ht. that was red with buckets and a console with a 413 for years. A real head turner. If you want to talk heavy my 68 Imp. LeBaron 4dr. with dual air and power everything even wing windows and a heavy Auto Pilot. Base weight 4840 but mine was 5000+. A C Body is not even close to a Imp.

My 68 Fury H/T lists at 3680 lbs with a 383 - 160 more than a 68 GTX with a 440, so one of the "least bulky" C's, BUT it has A/C and a 9 on the build sheet for underbody protection, its pretty thick down there - saw someone say they got 90 lbs off their challenger by removing the all the goop from underneath, scary.

My aim is for 12's (high 11's?) and still be able to drive the 125 miles to my nearest drag strip with a 383 stroked to 450 @500hp comfortably

Have ally intake, radiator, water pump n housing, ally heads are my next purchase.

Ideas swimming in my head:

Loose as much of the front as possible and leave the back end alone until scaled, the ass-end is easy to lose weight from

Split bench in currently, will pull and weigh and evaluate, most likely to be replaced with some Japanese oem seats of some description (safer than cheap sports seats)

LiPo battery in the pass side of firewall, shorter runs for heavy cables

Re-wire with decent new txl wire and get the voltages required down everywhere I can

Replacing all the A/C with lighter options - sanden compressor mounted below alt on pass side and more ally pipe vs rubber hose, same with the heater hoses. Its a huge temp variance where I live, 37 to 115f, need a heater for local regs and A/C cause it gets bloody hot

Replacing as many engine bay brackets with ally as possible

Drilling Vee pulleys in the space at the the bottom of the V and lots of holes wherever I can (evenly for balance)

Cutting the exhaust crossover and coil mounts out of the performer intake and a few strategic holes elsewhere

Steering Rack from one of our local fords, havent done proper measurements but its not too different in width to a mustang rack, which isnt too far off whats needed for a C and way lighter than the box/drag link set up

Front Brakes, have the 2 1/2x11 drums, have the 69-71 11.75x1.25 disk brake set up, its heavier than the drum set up.... will be adapting to 11.75x1.1 disks from the same local ford above initially (cant get the original rotors here) and lighter calipers later

Wheels, tricky here, there are not alot of actual lightweight rims floating around in correct pcd and offset used here, holding out for something that looks good but isnt heavy, 15's or 17's x 8-10, whatever comes up for good value, currently only have 14's so need to go up for the disk setup

Radiator support, bumper brackets & headlight buckets re-done in ally

The inner fenders bolt off, but are structural until some frame connectors get added, then I will look at ally or fiberglass or carbon fiber, steel are 12 lbs ea

Here we are not allowed to use external fiberglass front panels on the street unless its certified by a manufacturer/certified specialist - completely custom and going to be out of my budget for some time, pretty sure my sheetmetal skills arnt as good as FMJ's and I doubt I would be happy with any ally hood, guard or bumper I could produce

If the Windscreen (windshield for you guys) ever breaks, the dash will come out and be done with F/G or C/F , before that will crawl under and have a look at what steel can be replaced with ally, prob at same time as AC

The door vent glass has a winder mechanism, that can become fixed and lexan, small cranks moved to the regular window winders

I can live with the back widows becoming fixed and possibly lexan, I have AC and rear passengers be dammed

Plus lots of the little things mentioned on this thread, drilled bolts and suchlike

Oh and I could lose 30 lbs too lols

A creative suggestion on the direction of that 68' Fury, Perhaps you would consider to go the route of Mopar John as far as weight reduction with lower weight sibling parts that are stock to keep it from becoming something else?
It would seem to me that a C-body would want to scream out super stealth mission because odd ball seats and parts may just scream too loud on such a huge presence like a C-body. It would take more time, bit it would be fun and super trick. Just my 6 cents.

Man, wish I had the time and a C-body chassis to go into and bleed out ideas to bring 'em down on the fat. I'm starting to believe that there are going to be a growing number of super stealthy fast C's that no one will see until it's too late. You know the old saying; "Most people will look, but they won't see"

I would agree with you 100% Lee if I were located in the US, the Fury model was imported to Australia in pieces via Canada as a Dodge Phoenix as a limited production run through to 71 but in RHD and only 4 doors as luxo barges. The "fuselage" years of 69-71 are way more common than the earlier "slab sides". There are no cars in junk yards here to crawl through and no other C's of any variety.

I imported mine from Cali in 2011

I am hesitant to change much in the overall "from 5 foot" view. I love the color and trim combo of the car, but some reasonable looking buckets wont kill it totally.

Under the hood is not as bigger deal to me as any one looking at it would either: not have a clue what its supposed to look like or (hopefully) appreciate the "tasteful" and not too in your face mods that i have done

Well... you could get a pretty stripped out Fury/Polara... whereas every Chrysler, save the VERY odd Newport, got the full treatment. You're looking at a 2-400lb minimum. Also different suspension components, maybe slightly longer (?) and just... MOAR car. The Imperials? Dont get me started. They're WELL bigger/heavier.

Also dont compare to anything 455 Buick. As the saying goes... "Buick math is different". With the torque those engines make (from the factory... not after a few key (not so easy) mods like our 440's need)... they're fast off the lot. The Buick guys have been making sleepers out ov their full-sizes for decades... and that is a game they love. I've seen full-weight (5000lbs) 11 second 70 Electras. MANY full-load GS's (4000lbs+) in that range. 10 second cars on a little nitrous. These were NOT dedicated race cars! Its this profane little amusement they have... those full-size sleepers. I used to run 455 Buicks... they got a lot right that Mopar's didn't. They just topped out at a certain level (like the above), and going beyond that got VERY expensive... unlike a 440... which can run into the 10's, even 9's cheaply.

Cadillac... on the other hand... is the best ov all worlds. Its still the best kept secret in the big block world. Like the 440's... you recognize and address a couple key weaknesses, and you've got some SERIOUS power to play with. For the cost ov some tricky machining (about a grand), guys have made 542, even 572cid junkyard engines. Cadillac sh!te can get scary...

This car was for sale here a few years ago... PERFECT for a sleeper. First year ov the chassis (lightest), stick, 6-cyl car (so EVERYTHING would be minimalist), no options, and a Fury I... base model. Really wish i'd bought it. The black one... well... this was where i was going with my 71 Fury III (NOT the best model to start with), before i sold it.

If we still had a street-racing scene here... i tell ya...

Lee,why was the the right corner of that 225's rear bumper all scratched up??LOL!
Can't remember his screen name,but a guy in Sweden has that crazy fast "C" body!!

He was taking weight off that rear bumper one wheel stand at a time. LOL.
Those Buixes as they were called at the time were something to watch.
My friend whom I helped lighten his 70' GS to a respectable 3200 Lbs was running rare 72 Stage 2 heads and he totally went off the deep end in lightening the car further against my advise and cut off an important part of his cars strength. Don't know how it turned out after that.

Weighed mine at the track since some recent weight reduction. Did the front weight, whole car, and then rear. Not exact, but close enough to get us in the ball park

3365# Total W/ Driver
1790 Front 53%
1580 Rear 47%

Gonna work on taking some weight off the nose to even out the distribution and bring overall weight down to 3300. Fiberglass hood is step one that should net about 40 pound reduction.

I see Lexan windows and a fiberglass dash in your future...

My 'glass hood arrived last week from AAR/Stinger. Have to say it seems lighter than I expected. Didn't weigh it yet but it can't be more than 25-30 lbs if that. I will compare the steel and 'glass when I take the steel one off. If I remember, OE A body hoods and hinges are like 62 lbs? Probably in this thread somewhere.

Got a increased height dual snorkel scoop for it, still debating whether I want to put it on or not. Doesn't weigh a whole lot, maybe a few pounds.

The aluminum hood pins I got weigh next to nothing but I'm thinkin' they might need some fairly beefy mounting brackets to keep it solid.

"The Palm Reader" is waiting for your hood in the near future RMCHGR.
Was just in the A51 tonight giving a hand of sanding on the Pass door. Straighter than the rest of the car. LOL.

Buttoned up the new exhaust today. Stainless collector extensions to an aluminum x-pipe and home-grown aluminum mufflers. 3.5" dumping before the axle.

I could have found some thinner stainless for the collector extensions, but I already had the 0.065" wall stuff.

Took a test drive today...just as a realtor was showing off the neighbor's place...haha. It is quite a bit louder, but has a good sound. Car feels a bit more responsive. Wednesday is supposed to be a T&T session if the weather holds out

Since this is the Jenny Craig thread...

Old 3" TTI system was 60 lb

New system, clamps and all is 24 lb

Saved a bit of weight, and hopefully got rid of some of the backpressure, plus it kept me out or trouble for a couple weeks.

I might need to look into the stainless exhaust deal, that's a nice weight savings.

My exhaust is REALLY heavy!

Louder hah?
Interesting.
Mine got quieter. Perhaps there is a difference of wall thickness between our respective systems.
36 lbs is a very nice amount of weight removed along a long corridor. I mean, exhaust is just a exhale system that shouldn't be so heavy in any car for that matter.
It looks good.
Give it a double once over check before turning on the coals.
Let us know how it performs.

When I used the wafer thin 341 stainless, it was rather noticeable on the street but saved a good amount of weight over the steel version. You for sure could hear the car approaching which could be a good thing nowadays with all the distractions.

Heavier gauge wall would make it just that, heavier, but not by much. Quieter is byproduct of a heavier gauge unit.

Then my stainless is as thick as the Berlin wall,,,,,,,,

On the lighter exhaust you can move the center of gravity of the car up. That can be good or bad. For a drag car I would go lighter but if you want to the car to handle maybe. If you lower the car a lot you can move the center of gravity to below ground level and that is bad so lighter exhaust is better. But if the car wasn't lowered to scrap the ground you could be raising the center of gravity higher in the car and it will not handle as well. This just means you need to look at the hole package. This is food for thought.

The aluminum tube is 0.065" wall as well, fairly thin for aluminum.

I went from a full 3" system to the bumper with Flowmaster 2 chambers to 3.5" "glass packs" that dump before the axle. I wasn't expecting quieter, but this thing sounds like I'm on the infield during a nascar race when its "on the pipe"

In terms of messing up the balance...I removed 1% of the total weight. I have /6 torsion bars an no sway bars. I am not burning any corners. Besides, for a race car, you should probably make it as light as possible, then add ballast where you need it as necessary.

On a related weight-loss note, I had to get a tooth pulled last week. I am down 10 lbs likely due to not being able to eat too many solid foods, I doubt the tooth was that heavy...

10 Lbs and an ounce for the tooth.
Was it a molar or a fang? Big weight and aerodynamic difference. Don't mean to snap on your situation, just wanted to bring some humor to what must be an agonizing process.

On the weight thing, I've been noting all my weight loss sessions to the T and a dotted i so that I could ballast where ever I might need it. Have not come to that just yet, especially since I don't get out too much or at all anymore.

Itis, your exhaust is the great China wall end to end, never mind the paper mache Berlin wall comparatively.
Though I'm a deer in the headlights when it comes to how a supercharger will like a thin wall exhaust. Perhaps it likes heat in the tubes?