Plymouth GTX
History
1967-1971
Introduction: Although there had been numerous performance Plymouths, it
wasn't until 1967 that Plymouth offered one model with all the necessary
performance goodies standard, the 1967 Plymouth Belvedere GTX. Positioned
as Plymouth's "gentlemen's" hot rod, the GTX offered stylish performance
for the discriminating buyer.
1967 Plymouth GTX
Comments: The Plymouth Belvedere GTX was introduced in 1967 as Plymouth's first
unified performance model. Based on Plymouth's stylish two-door Belvedere
hardtop and convertible, the Belvedere GTX received a special grille and tail
panel, simulated hood scoops, and "pit stop" chrome gas cap. Twin racing stripes
were optional. The GTX boasted superb handling, thanks to standard six-leaf
rear springs, heavy duty shocks, torsion bars, and ball joints, though many
believed that the power steering was too overassisted. Disc brakes were
optional, though didn't seem to provide much advantage over the standard
drum brakes. The interior was pure luxury, with bucket seats, embossed vinyl,
and lots of brightwork. To make sure the GTX had the necessary firepower
to back up its performance image, Plymouth made the mighty 440 cid V8 (which Plymouth
called the "Super Commando 440") rated at 375 bhp standard. This engine was
usually used for Chysler's big cars but was tuned for more high-rpm performance
with a revised camshaft and valve train, and free-flowing intake and exhaust
systems. Optional was MOPAR's mighty 426 Hemi, rated at 425 bhp. Only
720 buyers forked over the extra $546 for the Hemi. Although the 440 could
keep up with the Hemi up to 70 mph, the Hemi was truly dominant on the
drag strip. The standard transmission was MOPAR's three-speed automatic
transmission. A four speed manual transmission was optional, and included a
larger ring gear, double-breaker distributor, free wheeling fan, and an oil-pan
windage tray.
For those that wanted even more performance than a Hemi-powered GTX, Plymouth
quietly offered a R023 version (Standard Belvederes were RH23 and GTX's
were RS23 - Dodge had a similar high performance version called W023) of
the Hemi GTX. Called the "Super Stock" version, the R023 was not marketed
by Plymouth and only serious racers would have heard of it or even consider
ordering it. The R023 GTX was notable for what it didn't have. The hubcaps,
radio, heater, body insulation, and even the carpet pad and sealers were
removed to save weight - several hundred pounds in fact. Although their
stripped appearance made them look more like a Plymouth Belvedere, they kept
their GTX badges. Under the hood was the familiar 426 Hemi, hand-modified
for performance with the addition of a transistorized ignition and a
dual-point distributor with no vacuum advance, metal core-plug wires,
Carter 4139 and 4140 Carbs, and a free-air system that sealed the
breather to the underside of the hood - which made the big, wide hood
scoop fully functional. Plymouth rated this heavily massaged Hemi at the
same 425 bhp rating as the normal Hemi, which was under-rated to begin with.
Plymouth built only 55 R023 GTX's, making them quite rare today.
Production: 2D Coupe: 11,429 2D Hardtop: 686
Engines: 426 Hemi V8 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 375bhp@4600rpm,
480lb-ft@3200rpm.
Performance: 440/375bhp: 0-60 in 6.6 sec, 1/4 mile in 15.2 sec @ 97 mph.
426/425: 0-60 in 4.8 seconds, 1/4 mile in 13.5 seconds @ 105 mph.
1968 Plymouth GTX
Comments: In 1968, the GTX was moved upscale with the addition of the budget
Plymouth Road Runner. Both shared the same redesigned Belvedere platform.
Styling changes included a new hood design with different non-functional hood
vents, a new grille, and revised taillights.
In keeping with its upscale image, the GTX was available as either a two door
hardtop or convertible, whereas the Road Runner was only available as a pillared
coupe. The Road Runner came with a strengthen 383 cid V8 as standard, while the
GTX came with the 440 V8 standard. Both had the mighty 426 Hemi as the only
engine option. Both cars had similar suspension upgrades, and wide-oval tires;
front disc brakes and a limited slip differential were options on both.
Non-functional hood vents were common to both. The GTX came with the
TorqueFlite automatic transmission as standard (it cost $206 extra on the
Road Runner), with a four speed manual transmission as a no cost option.
Instead of the plain exterior of the Road Runner, the GTX looked upscale
with standard chrome wheel-lip moldings, tailpanel brightwork, and double
side stripes. Inside, whereas the Road Runner had a fleet-grade interior,
the GTX came with the well-appointed Sport Satellite cabin featuring
shiny details and fake woodgrain. These differences were reflected in the
base prices, $3,034 for the Road Runner pillared coupe and $3,355 for the
GTX hardtop. Serious racers loved the Hemi, but only 450 GTXs (414 hardtops
and 36 convertibles) were ordered with the $564 option. The 440 was easier
to tune, and churned out a surplus of low-end torque, which was more useable
on the street, than the rev-happy Hemi. Deficiencies mirrored those of the
Road Runner and most muscle car intermediates -- a stiff ride, over
assisted power steering, and unsure handling on rough roads. But overall,
the GTX was a true gentleman's super car.
Production: 2D Coupe: 17,914. 2D Convertible: 1,026.
Engines: 426 Hemi V8 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 375bhp@4600rpm,
480lb-ft@3200rpm.
Performance: 426/425bhp: 1/4 mile in low 13s. 440/375bhp: 0-60 in 6.6 sec,
1/4 mile in 15.2 sec @ 97mph
1969 Plymouth GTX
Comments: The Road Runner gained a convertible and two door hardtop for
1969, which hurt GTX sales. The GTX received minor front and rear cosmetic
changes, which included new rectangular side markers, and a new (but very similar)
grille and taillight treatment. On the performance side, the GTX was now
available with a wider choice of rear axles, and a Hurst shifter. Also new was the
Air Grabber option, which consisted of dual air intakes in the hood with a
dash-controlled shut off. The Hemi, a $700.90 option, was ordered on
just 198 hardtops and only 11 GTX convertibles. A third engine option
for the GTX appeared in mid-1969. Plymouth took the 440 V8 and replaced
the single four barrel carb with three two barrel carbs and put out a solid
390 bhp. Called the 440+6, it was just a $119 upgrade over the standard
440, still rated at 375 bhp.
Production: 15,602.
Engines: 426 Hemi V8 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 375bhp@4600rpm,
480lb-ft@3200rpm. 440+6 V8 390bhp@4700rpm, 490lb-ft@3200rpm.
Performance: 440/375: 1/4 mile in mid 14s at mid 90s mph.
1970 Plymouth GTX
Comments: The 1970 GTX received new smoother lines, but lost its convertible model.
The new styling featured a power bulge hood and non-functional rear brake scoops.
Optional 15x7 Rallye wheels with F60-15 Goodyear tires became available for the first
time. Under the hood, buyers could choose from a 440 with 375 bhp (the same as
the year before, but with a lower compression ratio), the 440+6 with 390 bhp
and the 426 Hemi rated at 425 bhp. Optional with the 440+6, and standard
with the Hemi was the latest version of the Air Grabber hood, which featured a
single flap which could be raised or lowered from inside the car. Typical of
the time, the flap featured a shark decal on the side, just the thing for psyching
out the competition at the stoplight. But the GTX was always heavier than the
Road Runner and thus it was slower. Sales continued to suffer and only 7,748
GTXs were sold. Only 72 were ordered with the Hemi and 768 with the 440+6.
Production: 7,748.
Engines: 426 Hemi V8 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 375bhp@4600rpm,
480lb-ft@3200rpm. 440+6 V8 390bhp@4700rpm, 490lb-ft@3200rpm.
Performance:
1971 Plymouth GTX
Comments: As somewhat of a surprise, the GTX returned for 1971. It was slightly
smaller than the year before, and rode on a wheelbase one inch shorter at 115
inches. Its new styling was curvaceous and very attractive, The fuselage
styling featured rounded fenders and a loop bumper front and rear. A new hood
with cutouts was standard and a revised Air Grabber was optional. The
windshield wipers were now hidden and the side markers were larger. The GTX also
received a wider rear track to improve handling. Under the hood, the GTX was not
watered down like some of its competitors and still came with its 440 standard
(though down 5 bhp to 370 bhp) and the 440+6 and Hemi were still optional. Sales
were down to just 2,942 units (only 30 with the Hemi), and this would spell the
end of the GTX, and the Hemi engine. The GTX would reappear as an option on the
Road Runner for 1972.
Production: 2,942.
Engines: 426 Hemi V8 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 370bhp@4600rpm,
480lb-ft@3200rpm. 440+6 V8 390bhp@4700rpm, 490lb-ft@3200rpm.
Performance: 440/370: 1/4 mile in 15 seconds @ 95 mph.
