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In 1967 Plymouth introduced the GTX as an optional package on the Belvedere model line. The GTX was a two-door vehicle that could be purchased in either convertible or hardtop configuration. It had all the performance options pre-installed and packaged in a stylish vehicle design. The excellent handling was courteous of the leaf springs, modified shocks, ball joins, and torsion bars. Under the hood was a 440 cubic-inch eight-cylinder engine, dubbed the Super Cammando 440, producing an astonishing 375 horsepower. A 426 cubic-inch Hemi engine was optional, and boosted horsepower to 425. It cost just a little over $540 for the Hemi engine and only 720 buyers purchased this option. The three-speed automatic transmission was standard but a four-speed manual could be purchased to replace the automatic gearbox.
Plymouth offered a Super Stock R023 version that included the Hemi engine and intended for the drag strip racing circuit. To reduce weight, all non-essential items were removed including the heater, radio, and carpet. Only 55 examples were produced. The 440 was a tunable engine, still able to be driven on the street, and was not plagued with the same tire-spin that the Hemi endured.
In 1968 the GTX was modified both aesthetically and mechanically. The taillights and grill were revised and a new hood design was used in place of the former design. In the front were disc brakes. The suspension was modified, the tires became wider, and it now featured a limited slip differential. It shared many of the same mechanics as the Plymouth Road Runner, an economical, performance machine. The TorqueFlite automatic gearbox was standard but could be replaced with a four-speed manual at no-cost. Only 450 GTX's were ordered with the Hemi option, costing the $564 over the base $3355 price.
For 1969, the GTX was modified only slightly with most of the changes to the grill and taillights. The big news was the Hurst shifter, Air Grabber option, and various rear axles. There were now three engine options. The 440 cubic-inch engines single four-barrel carburetor was replaced with a three two-barrel carburetor resulting in 390 horsepower. It was dubbed the 440+6 and cost just $120 over the base 440 cubic-inch engine that produced 375 horsepower. Only 209 buyers shelled out the $700 for the Hemi engine. This was the final year the convertible option was offered.
In 1970 the GTX was restyled and given a hood scoop that did nothing but add to the aggressive look of the car. A bulge in the hood completed the look of the vehicle. The 440 cubic-inch 8-cylinder engine was standard. The 440+6 and 426 Hemi were optional. The 440+6 was a popular option with 768 buyers opting for the performance increase. Only 72 buyers purchased the Hemi. Sales were slow for the GTX in 1970 with only 7,748 examples being produced. The Road Runner was partially responsible. It was a lost cost alternative that was faster than the GTX. Plymouth decided to produce the GTX in 1971 but it was the final year. The styling was updated, its lines were curvy and it sat atop a shortened wheelbase. To improve the handling, the GTX received a wider track. The Air Grabber was optional. The 440 cubic-inch engine was standard, now producing five less horsepower than the private year. 30 examples of the Hemi was ordered. The 440+6, still available, produced 390 horsepower. With only 2,942 examples sold, Plymouth decided to make the GTX as an option on the Road Runner for 1972.
Plymouth offered a Super Stock R023 version that included the Hemi engine and intended for the drag strip racing circuit. To reduce weight, all non-essential items were removed including the heater, radio, and carpet. Only 55 examples were produced. The 440 was a tunable engine, still able to be driven on the street, and was not plagued with the same tire-spin that the Hemi endured.
In 1968 the GTX was modified both aesthetically and mechanically. The taillights and grill were revised and a new hood design was used in place of the former design. In the front were disc brakes. The suspension was modified, the tires became wider, and it now featured a limited slip differential. It shared many of the same mechanics as the Plymouth Road Runner, an economical, performance machine. The TorqueFlite automatic gearbox was standard but could be replaced with a four-speed manual at no-cost. Only 450 GTX's were ordered with the Hemi option, costing the $564 over the base $3355 price.
For 1969, the GTX was modified only slightly with most of the changes to the grill and taillights. The big news was the Hurst shifter, Air Grabber option, and various rear axles. There were now three engine options. The 440 cubic-inch engines single four-barrel carburetor was replaced with a three two-barrel carburetor resulting in 390 horsepower. It was dubbed the 440+6 and cost just $120 over the base 440 cubic-inch engine that produced 375 horsepower. Only 209 buyers shelled out the $700 for the Hemi engine. This was the final year the convertible option was offered.
In 1970 the GTX was restyled and given a hood scoop that did nothing but add to the aggressive look of the car. A bulge in the hood completed the look of the vehicle. The 440 cubic-inch 8-cylinder engine was standard. The 440+6 and 426 Hemi were optional. The 440+6 was a popular option with 768 buyers opting for the performance increase. Only 72 buyers purchased the Hemi. Sales were slow for the GTX in 1970 with only 7,748 examples being produced. The Road Runner was partially responsible. It was a lost cost alternative that was faster than the GTX. Plymouth decided to produce the GTX in 1971 but it was the final year. The styling was updated, its lines were curvy and it sat atop a shortened wheelbase. To improve the handling, the GTX received a wider track. The Air Grabber was optional. The 440 cubic-inch engine was standard, now producing five less horsepower than the private year. 30 examples of the Hemi was ordered. The 440+6, still available, produced 390 horsepower. With only 2,942 examples sold, Plymouth decided to make the GTX as an option on the Road Runner for 1972.
| | Hardtop Coupe Chassis Num: RS23J71188748 |
This 1967 Plymouth Hemi GTX Fastback Coupe was offered for sale at the 2006 Worldwide Group Held on Hilton Head Island. It was expected to fetch between $125,000-$150,000. It is equipped with the 426 cubic-inch Hemi engine and matted to a four-speed transmission. It is finished in a red exterior and complemented by a red interior. At the conclusion of the auction, the vehicle was left unsold.
This maroon colored 1967 Plymouth GTX shown at the 2006 Hilton Head Concours was ordered on 10-17-66 and delivered to a dealer in Louisa, VA. The sticker price was $4,086. The car came equipped with 'Hemi' engine rated at 425 horsepower. This engine option added $426 to the sticker price.
The car served as daily transportation for the original owner and an occasional trip to the drag strip. The car was stolen from a church parking lot and later found in a ditch and the thief long gone. The current owner purchased the car in 2003 and has undergone a complete restoration. The car has received AACA Junior, Senior and Grand Nation National Awards.
The car served as daily transportation for the original owner and an occasional trip to the drag strip. The car was stolen from a church parking lot and later found in a ditch and the thief long gone. The current owner purchased the car in 2003 and has undergone a complete restoration. The car has received AACA Junior, Senior and Grand Nation National Awards.
| | Hardtop Coupe Chassis Num: RS23L75103984 |
The GTX was the optional performance car based on the Belvedere and introduced in 167 as a serious contender for street prowess. It had power and reliability with engine options ranging from the 383 cubic-inch unit, to the middle-line 440 wedge head, to the 427 Hemi that was a dominant force at the quarter-mile scene.
This vehicle was brought to the 2007 Monterey Sports & Classic Car Auction presented by RM Auctions, where it was estimated to sell for $35,000 - $45,000. It was offered without reserve with the winning bid reaching $29,700 including buyer's premium. The lot was sold.
An American automobile, the Plymouth Belvedere was produced by Plymouth from 1951 through 1970. Unveiled on March 31, 1951, the 1951 Belvedere was first showcased as a two-door pillarless hardtop. The Belvedere was Plymouth's first vehicle of this design and was built to combat Chevrolet's Bel Air. The Bel Air had been introduced in 1950 and was a great success as the first two-door hardtop in the low-priced American market.
Not a separate model, the '51 Belvedere was the top-trim Cranbrook and built on that vehicles 118.5 wheelbase that gave the two-door Belvedere very complimentary proportions. The Belvedere featured the flathead 6-cylinder engine with a displacement of 217.8 in³ (3.6 L), with a compression ratio of 7.00:1 and had output of 97 hp. During its release year, the Plymouth Belvedere sold at $2,114.
For its second year on the market, the Cranbrook Belvedere remained basically unchanged except for the alteration in the color scheme to further distinguish the top-level Belvedere from the other Plymouths. Referred to as the ‘saddleback' treatment, the two toning color scheme now flowed from the roof over the beltline onto the trunk. Saddle Bronze over Suede, Black over Mint Green and Gray over Blue were the two tone color schemes available.
On the 1952 Belvedere overdrive was offered as an optional equipment feature. The engine made three revolutions for each rear wheel revolution in overdrive and against four without overdrive. The 1951 engine carried over completely. The price though did jump an additional $100. From 1951 until 1952 the total count of Belvedere's was strong at 51,266 units, a better record than a quarter of Chevy Bel Air and Ford Victoria production for the same period. The Oriflow shock absorber with ‘sea-leg' mounting became well known for its contribution to Plymouth's level, comfortable ride.
Through the 1953 model year the Belvedere remained a part of the Cranbrook series, though all Plymouth models underwent a complete redesign for that year. A shorter 114 wheelbase was one of the major updates for the Belvedere along with a one-piece windshield, flush rear fenders, and a lower hood line. Plymouths received the Hy-Drive semi-automatic transmission in April of 1953. Chevrolet had introduced the fully automatic Powerglide transmission in 1950, and Plymouth was attempting to catch up. The engine only received a slight increase to the compression ratio to 7.10:1, which yielded a gross horsepower rating of 100, basically a carryover from the year before. Unfortunately for this year the demand was much lower, and even with the lowered price of $2,132, only 35,185 units were sold for the 1953 model year.
For 1954, the Belvedere replaced the Cranbrook as the top-line offering. Buyers could now choose a convertible, two-door station wagon, four-door sedan or two-door hardtop (now called the Sport Coupe) as the Belvedere was now a separate model rather than just a two-door hardtop. The body design stayed basically same only receiving slight styling updates, while for the first time, small chrome tailfins appeared on the rear fenders. A fully automatic transmission was finally offered by Plymouth in March of 1954, the Chrysler Corp's well-regarded PowerFlite 2-speed. The engine was also new, borrowed from the Dodge Division, a larger standard engine, a 230.2in³ six-cylinder with power now rated at 110 hp. Unfortunately Belvedere production slipped to just 32,492 for the 1954 year.
For the 1955 model year, all Plymouths received a major overhaul that included Belvedere returning as the top-of-the-line model. 1955 was the first year of Chrysler Stylist Virgil Exner's 'Forward Look.'
The following year Plymouth style finally began evolving from those of the 1955 years look. Achieving what no other car manufacturer in the world was doing, Plymouth featured more dramatic rear tailfin treatments along with the addition of the first pushbutton transmission used in American cars. The Fury joined the Belvedere lineup in early 1956 as a special edition high performance model.
'Suddenly, It's 1960!' was the trademark slogan on the banner ad promoting Plymouth in 1957. Introducing a design that was so revolutionary, a new 318in³ V8 with dual four-barrel carburetors was available on all Plymouth models. The Fury was once again included on the Belvedere lineup and the 318in³ V8 engine was the standard engine on this model as well.
For 1958 the Belvedere returned as a top level trim model, while the styling of the newest model was sleek and refined. New quad lights were features, along with ‘Golden Commando', a big block 350in³ V8 with dual four-barrel carburetors.
In 1959 the Belvedere lost its place as the middle priced model, and the Plymouth Fury was expanded to become the top model for Plymouth in 1959.
Introduced as Plymouth's ‘gentlemen's' hot rod, the Belvedere GTX was introduced in 1967. There have been many performance Plymouths over the years, but it was until 1967 that Plymouth offered one model with all of the necessary performance enhancements as standard, the Belvedere GTX. The GTX offered stylish performance for the very discriminating buyer. Remaining as Plymouth's mid-priced full-size model through 1964, the Belvedere name was applied to Plymouth's new ‘mid-size' model. The higher-trimmed Satellite, the muscle car GTX and the budget musclecar Road Runner where the Belvedere-based models in the lineup. The Belvedere name lasted throughout 1970 before all mid-sized models took the Satellite name.
The GTX was based on Plymouth's stylish two-door Belvedere hardtop and convertible though it received a unique grille and tail panel, simulated hood schools, and ‘pit stop' chrome gas cap. Optional features included twin racing stripes. The GTX featured standard six-leaf rear springs, heavy-duty socks, ball joints and torsion bars. Another optional feature was disc brakes. The interior of the GTX was considered to be completely luxurious with bucket seats, plenty of brightwork and embossed vinyl.
Inside the GTX was the impressive 440 cid V8 engine that was rated at 375 bhp standard. Typically this engine was reserved for Chrysler's big cars, but was tuned for more high-repm performance with a revised camshaft and valve train along with free-flowing intake and exhaust systems. One could choose to add the MOPAR's 426 Hemi that was rated at 425 bhp as an optional feature. During its release, only 720 buyers purchased the Hemi at its cost of an additional $546. The Hemi was truly dominant on the drag strip though the 440 could maintain the Hemi's speed up to 70 mph. MOPAR's three-speed automatic transmission was the standard transmission, while a four speed manual was optional and included a larger ring gear, double-breaker distributor, free wheeling fan and an oil-pan windage tray.
For those looking for even more power and performance, Plymouth offered a R023 version of the Hemi GTX. This model was called the ‘Super Stock' version and was not marketed by Plymouth. The R023 didn't have hubcaps, radio, body insulation, heater or even carpet pad and sealers. The R023 kept the same 426 Hemi engine, hand modified for performance that was rated at the same 425 as the normal Hemi. Only 55 R023 models were ever produced, making it quite rare today.
The GTX was moved upscale in 1968 when the Plymouth Road Runner joined the lineup. Both models shared the same redesigned Belvedere platform. The GTX received a different non-functional hood vents, revised taillights and a new grille. The GTX was available as either a two door hardtop or convertible, while the Road Runner was only available as a pillared coupe. The GTX came with the 440 V8 as a standard feature while both models carried the impressive 426 Hemi as the only engine option.Jessica Vaughan
Not a separate model, the '51 Belvedere was the top-trim Cranbrook and built on that vehicles 118.5 wheelbase that gave the two-door Belvedere very complimentary proportions. The Belvedere featured the flathead 6-cylinder engine with a displacement of 217.8 in³ (3.6 L), with a compression ratio of 7.00:1 and had output of 97 hp. During its release year, the Plymouth Belvedere sold at $2,114.
For its second year on the market, the Cranbrook Belvedere remained basically unchanged except for the alteration in the color scheme to further distinguish the top-level Belvedere from the other Plymouths. Referred to as the ‘saddleback' treatment, the two toning color scheme now flowed from the roof over the beltline onto the trunk. Saddle Bronze over Suede, Black over Mint Green and Gray over Blue were the two tone color schemes available.
On the 1952 Belvedere overdrive was offered as an optional equipment feature. The engine made three revolutions for each rear wheel revolution in overdrive and against four without overdrive. The 1951 engine carried over completely. The price though did jump an additional $100. From 1951 until 1952 the total count of Belvedere's was strong at 51,266 units, a better record than a quarter of Chevy Bel Air and Ford Victoria production for the same period. The Oriflow shock absorber with ‘sea-leg' mounting became well known for its contribution to Plymouth's level, comfortable ride.
Through the 1953 model year the Belvedere remained a part of the Cranbrook series, though all Plymouth models underwent a complete redesign for that year. A shorter 114 wheelbase was one of the major updates for the Belvedere along with a one-piece windshield, flush rear fenders, and a lower hood line. Plymouths received the Hy-Drive semi-automatic transmission in April of 1953. Chevrolet had introduced the fully automatic Powerglide transmission in 1950, and Plymouth was attempting to catch up. The engine only received a slight increase to the compression ratio to 7.10:1, which yielded a gross horsepower rating of 100, basically a carryover from the year before. Unfortunately for this year the demand was much lower, and even with the lowered price of $2,132, only 35,185 units were sold for the 1953 model year.
For 1954, the Belvedere replaced the Cranbrook as the top-line offering. Buyers could now choose a convertible, two-door station wagon, four-door sedan or two-door hardtop (now called the Sport Coupe) as the Belvedere was now a separate model rather than just a two-door hardtop. The body design stayed basically same only receiving slight styling updates, while for the first time, small chrome tailfins appeared on the rear fenders. A fully automatic transmission was finally offered by Plymouth in March of 1954, the Chrysler Corp's well-regarded PowerFlite 2-speed. The engine was also new, borrowed from the Dodge Division, a larger standard engine, a 230.2in³ six-cylinder with power now rated at 110 hp. Unfortunately Belvedere production slipped to just 32,492 for the 1954 year.
For the 1955 model year, all Plymouths received a major overhaul that included Belvedere returning as the top-of-the-line model. 1955 was the first year of Chrysler Stylist Virgil Exner's 'Forward Look.'
The following year Plymouth style finally began evolving from those of the 1955 years look. Achieving what no other car manufacturer in the world was doing, Plymouth featured more dramatic rear tailfin treatments along with the addition of the first pushbutton transmission used in American cars. The Fury joined the Belvedere lineup in early 1956 as a special edition high performance model.
'Suddenly, It's 1960!' was the trademark slogan on the banner ad promoting Plymouth in 1957. Introducing a design that was so revolutionary, a new 318in³ V8 with dual four-barrel carburetors was available on all Plymouth models. The Fury was once again included on the Belvedere lineup and the 318in³ V8 engine was the standard engine on this model as well.
For 1958 the Belvedere returned as a top level trim model, while the styling of the newest model was sleek and refined. New quad lights were features, along with ‘Golden Commando', a big block 350in³ V8 with dual four-barrel carburetors.
In 1959 the Belvedere lost its place as the middle priced model, and the Plymouth Fury was expanded to become the top model for Plymouth in 1959.
Introduced as Plymouth's ‘gentlemen's' hot rod, the Belvedere GTX was introduced in 1967. There have been many performance Plymouths over the years, but it was until 1967 that Plymouth offered one model with all of the necessary performance enhancements as standard, the Belvedere GTX. The GTX offered stylish performance for the very discriminating buyer. Remaining as Plymouth's mid-priced full-size model through 1964, the Belvedere name was applied to Plymouth's new ‘mid-size' model. The higher-trimmed Satellite, the muscle car GTX and the budget musclecar Road Runner where the Belvedere-based models in the lineup. The Belvedere name lasted throughout 1970 before all mid-sized models took the Satellite name.
The GTX was based on Plymouth's stylish two-door Belvedere hardtop and convertible though it received a unique grille and tail panel, simulated hood schools, and ‘pit stop' chrome gas cap. Optional features included twin racing stripes. The GTX featured standard six-leaf rear springs, heavy-duty socks, ball joints and torsion bars. Another optional feature was disc brakes. The interior of the GTX was considered to be completely luxurious with bucket seats, plenty of brightwork and embossed vinyl.
Inside the GTX was the impressive 440 cid V8 engine that was rated at 375 bhp standard. Typically this engine was reserved for Chrysler's big cars, but was tuned for more high-repm performance with a revised camshaft and valve train along with free-flowing intake and exhaust systems. One could choose to add the MOPAR's 426 Hemi that was rated at 425 bhp as an optional feature. During its release, only 720 buyers purchased the Hemi at its cost of an additional $546. The Hemi was truly dominant on the drag strip though the 440 could maintain the Hemi's speed up to 70 mph. MOPAR's three-speed automatic transmission was the standard transmission, while a four speed manual was optional and included a larger ring gear, double-breaker distributor, free wheeling fan and an oil-pan windage tray.
For those looking for even more power and performance, Plymouth offered a R023 version of the Hemi GTX. This model was called the ‘Super Stock' version and was not marketed by Plymouth. The R023 didn't have hubcaps, radio, body insulation, heater or even carpet pad and sealers. The R023 kept the same 426 Hemi engine, hand modified for performance that was rated at the same 425 as the normal Hemi. Only 55 R023 models were ever produced, making it quite rare today.
The GTX was moved upscale in 1968 when the Plymouth Road Runner joined the lineup. Both models shared the same redesigned Belvedere platform. The GTX received a different non-functional hood vents, revised taillights and a new grille. The GTX was available as either a two door hardtop or convertible, while the Road Runner was only available as a pillared coupe. The GTX came with the 440 V8 as a standard feature while both models carried the impressive 426 Hemi as the only engine option.Jessica Vaughan
1967 Plymouth Belvedere GTX |
|
| Year | 1967 |
| Make | Plymouth |
| Model | Belvedere GTX |
| Body Style | Hardtop Coupe |
| Engine Location | Front |
| Drive Type | Rear Wheel |
| Body / Chassis | Steel unibody |
| Production Years for Series | 1960 - 1970 |
| Price | $3,180.00 |
| Weight | 3536 lbs | 1603.9 kg |
| Chassis / Engine Numbers Shown | |
| Chassis Number | RS23J71188748 |
| Chassis Number | RS23L75103984 |
| Engine [Optional Engines] | |
| Engine Configuration | V |
| Cylinders | 8 |
| Hydraulic valve lifters | |
| Aspiration/Induction | Normal |
| Displacement | 440.00 CU IN. | 7211.6 cc. | 7.2 L. |
| Valvetrain | OHV |
| Horsepower | 375.00 HP (276 KW) @ 4600.00 RPM |
| HP to Weight Ratio | 9.4 LB / HP (Vehicles with similar ratio) |
| HP / Liter | 52.1 BHP / Liter |
| Compression Ratio | 10.1:1 |
| Main Bearings | 5 |
| Fuel Type | Gasoline - Petrol |
| Fuel Feed | Carburetor |
| Carter AFB 4326S 4-barrel carburetor | |
| Block | Cast-iron |
| Vehicles with similar horsepower and weight | |
| Standard Transmission | |
| Gears | 3 |
| Transmission | Manual |
| Optional Transmission | |
| Gears | 3 |
| Transmission | Automatic |
| Final Drive | 2.93:1 |
| Optional Transmission | |
| Transmission | Automatic |
| TorqueFlite | |
| Optional Transmission | |
| Gears | 4 |
| Transmission | Manual |
| Floor Shift | |
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The white ragtop is a standard Belvedere, not a GTX. Still a great cruiser with the 318!
Replies: 1 Sunday, February 05, 2006 |
| 1967 Plymouth models |
| Belvedere II |
| Satellite |
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Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com
Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com