1971 Plymouth GTX

1971 was the only year the Hemi and Six Pack were offered as options in the GTX. The GTX was introduced as the Belvedere GTX in 1967 and positioned as a mid-sized upscale-trimmed performance muscle car. Styling differences included special rear fascia, a blacked-out grille, and fiberglass simulated hood scoops. Optional performance enhancements included racing stripes, a tachometer mounted on the center console, and a chrome 'pop-open' fuel filler cap. The standard 440 cubic-inch V8 engine, called the 'Super Commando 440' developed 375 horsepower. The 426 cubic-inch 'Street Hemi' was optional.

Plymouth B-bodies received hourglass styling for 1968 that would continue through 1970, replacing the previous rectilinear design. The standard engine in the GTX was the high-performance 440 backed by a TorqueFlite automatic transmission. Body styles included a two-door convertible and a two-door hardtop without a B-pillar. The GTX was similar to the Road Rummer but with more luxury and performance, and fitted with the Sport Satellite trim.

Plymouth redesigned the B-Body for 1971 with rounded 'fuselage' styling with a hidden cowl, a loop-type front bumper, deeply inset grille and headlights, and a raked windshield. Body styles on the GTX were now solely a two-door hardtop coupe priced at $3,730, making it the most expensive within the Satellite group. The base satellite coupe was priced at $2,660 (the sedan at $2,730 and the station wagon at $3,060), the Satellite Sebring hardtop coupe at $2,930, and the Satellite Custom sedan at $2,900 (6-passenger wagon at $3,240 and 9-passenger version at $3,315). The Road Runner hardtop coupe listed for $3,150, the Satellite Sebring-Plus hardtop coupe at $3,180, and the Satellite Brougham sedan at $3,190.

The GTX and Fury GT came standard with a 440 cubic-inch V8 with overhead valves, a four-barrel carburetor, hydraulic valve lifters, five main bearings, and 375 horsepower at 4,300 RPM. Options included the 440 with three two-barrels (Six Pack) and the 426 Hemi. Due to lower compression ratios and faster-acting choke operation, output on the base 440 CID V8 had decreased by five horsepower. The Six Barrel version was down to 385 horsepower, but the Hemi continued to produce 425 horsepower.

1971 was the final year for the GTX and like many other muscle cars throughout the industry, sales were dismal. A mere 2,942 examples were sold compared to 7,748 units the previous year and over 15,600 units in 1969.

From 1972 through 1974, the 'GTX' name was part of the Road Runner and added when ordered with the optional 440, wearing badging from both nameplates.

by Dan Vaughan

Hardtop Coupe

GTO Fighter

The GTX was introduced as Plymouth's first fully packaged musclecar and was designed to compete with the Pontiac GTO. In the GTX's favor was America's largest V8 engine, all standard. The 440 became a trademark for the GTX, serving it well on the street and on the strip. Through 1971, the GTX was a respected muscle car that was able to hold its own against many heavy-hitters; if there was any room for doubt, the Hemi could always be specified. From 1972-1974, the GTX became an option package on the less expensive Road Runner, which was also powered by the trademark 440.

This 1971 edition represents the first year for the 3rd-generation GTX, which had a brand-new modern coupe body and was available in a range of colors and stripe packages to satisfy any kid or mature adult. While production was down due to the diminished musclecar market, it was perhaps the greatest GTX ever. The standard 440 4-barrel V8 engine was complemented with the same lineup as 1970, the 440 6-barrel and the 426 Hemi.

Available painted rubber bumpers and front-and-rear spoilers made the GTX among the raciest-looking cars of 1971, but only 2,942 were built. Far fewer of them came with the pistol-gripped 4-speed 440 4-barrel. This vehicle also has the unique gunmetal gray interior color.

Hardtop Coupe

In 1971, the writing was on the wall for the American Muscle Car as we knew it. With increasingly high fuel prices and government regulations regarding emissions and insurance, the availability of massively overpowered automobiles, aka 'Muscle Cars' was quickly diminishing.

Dodge and Plymouth however, were among the last hold-outs. The B-Body Plymouth Roadrunners and GTX's would benefit from a complete redesign to the all-new fuselage styling that would mark the end of an era. Of course, being the final year for the famed 426 Hemi and the higher compression 440 engine offerings, any 1971 GTX is a rare sight.

This GTX is among the rarest of the breed. With a long list of factory options, this wild Sassy Grass Green example is powered by a 370 horsepower 440 4-barrel engine backed by a pistol-grip shifted 4-speed manual transmission. What really makes it rare is the factory installed sunroof. A mere 32 GTX's left the factory with this option, which listed for a lofty $484.65.

Found in a Des Moines, Iowa salvage yard in 1993, it was largely intact, minus the engine. Although in rough shape with severely faded paint, it suffered from only minor rust in the lower quarter panels. The current owner, a huge fan of this particular body style, knew it deserved to be returned to its former glory. An extensive full restoration was undertaken in 2009 and after several years, it emerged as a prime example of an era gone by.

Hardtop Coupe
Chassis number: RS23U1R108925

In 1971 the Roadrunner and its upscale brother the GTX underwent a complete restyling. With the rounded 'Fuselage' styling, it was entirely new and would never be mistaken for any other car. The GTX would return to the Rapid Transit System lineup with a standard 440 cubic inch V8 engine that produces 375 horsepower and 490 foot-pounds of torque. The GTX model includes additional exterior body trim and a significantly plusher interior.

The original owner of this GTX certainly wanted to be seen, and therefore opted for the retina-burning hue known as Curious Yellow. The interior features a signature Hurst Pistol Grip shifter for the 4-speed manual transmission between the bucket seats. With a base price of 43,733, it is one of just 327 produced with the 440 engine backed by the 4-speed manual transmission. 1971 would be the final year for the GTX as an individual model.

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 joints, and torsion bars. Under the hood was a 440 cubic-inch eight-cylinder engine, dubbed the Super Commando 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 was 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 them $564 over the base $3355 price.

For 1969, the GTX was modified only slightly with most of the changes to the grille 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 engine's single four-barrel carburetors 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 were 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.

by Dan Vaughan