It is essential to be able to keep a secret. That is unless you are a car maker who is trying to market a Special Edition vehicle. That is when secrecy can lead to sales death. That is part of the story behind the Chrysler 300 Hurst Edition. Circumstances contrived to make this car a virtual unknown when it was new, but one whose popularity has grown over the years. This particular example is a tidy and original survivor that is looking for a new home. It is located in Blue Ridge, Texas, and is listed for sale here on eBay. The BIN for the classic Chrysler has been set at $39,500. However, there is the option available to make an offer.
By 1970, muscle and pony car sales in America were looking healthy, but Chrysler perceived an untapped gap in its range. The last of the 300 “Letter Series” cars had rolled off the line in 1965. This marked the end of a badge that had first surfaced in 1955. Ford was experiencing decent sales in the Personal Luxury segment with the Thunderbird, so Chrysler decided to join the party in 1970 with the 300 Hurst Edition. The concept was excellent in both theory and execution, but as we shall see, it failed in one key area. Chrysler decided to enlist the help of Hurst to produce the vehicles. The 300s that were destined for upgrade rolled off the production line in Jefferson Avenue, Detroit, finished in Spinnaker White. They were then shipped to the Hurst shop in Warminster, Pennsylvania, where they received their distinctive treatment. The steel skin on the hood was removed and was replaced with a fiberglass skin. This featured functional twist locks and a non-functional scoop. At the rear, the decklid featured an integrated spoiler and end caps on the rear quarter panels. The original Chrysler trunk lock was removed, and a vacuum-operated lock was installed. This was operated by a button in the glove compartment. Further enhancements came in the form of Satin Tan highlights on the hood, trunk, and down the sides of the vehicle. This made the car a styling winner, and it should also have been a winner in the showroom as well. However, this is where things went awry. The first problem was the fact that approval for the project was running late. As a result, the model was introduced part-way through the model year. However, the 300 Hurst was kept a secret more by accident than design. Chrysler believed that Hurst was going to undertake the model’s promotion, while Hurst believed that Chrysler was. In the end, neither did it. That meant that there were situations where well-informed customers would walk into their local Chrysler dealership to order a “Hurst,” and the dealer had no idea that the car existed! It is little wonder that the project was dropped after a single model year. It also explains why there were only around 501 cars eventually produced. This Hurst is a tidy and original survivor. There are no signs of any rust problems, while the panels appear to be extremely straight. The paint has one or two minor blemishes, but it generally presents well for a survivor from this period. The distinctive body additions appear to be intact, while the original wheels seem to be free from any problems. The 300 Hurst came fully-loaded, and one of the few available options was rectangular chrome exhaust extensions. You will find those fitted to this car.
You can’t criticize Chrysler, because they were canny in how they devised the interior for the 300 Hurst. This was unlike anything that you would find in your average Chrysler because they raided the Imperial parts bin for many of the trim items. In keeping with the exterior accent treatment, the interior was trimmed in Satin Tan leather. The front seats featured power adjustment, along with plenty of luxury touches. As part of the original model plan, Chrysler had intended that Hurst equip these cars with that company’s iconic shifter. However, that didn’t happen, with the standard fare being a column shifter for the automatic transmission. Once again, we are talking about an area of the car that offered very few optional extras. If buyers didn’t want a column shifter, they were free to order a console and a floor shifter. That is what you will find in this car. The condition of the interior is very tidy, with no signs of any significant issues. The leather upholstery still seems to be soft and supple, while the remaining trim is in good condition. There have been no aftermarket additions, with the dash and pad appearing to be excellent. As well as the power seats, the Chrysler features air conditioning, power windows, cruise, and the previously-mentioned remote trunk release.
With an overall length that was just shy of 19-feet and weight of 4,354lbs, the 300 Hurst was by no means a small or light vehicle. A giant car needs a giant drivetrain, and that’s what you got here. This was a “one size fits all” proposition, because there were no mechanical options. It featured the 400ci “TNT” V8, a 3-speed TorqueFlite transmission, an 8¾” rear end with 3.23 gearing, power steering, and power front disc brakes. Front torsion bars and the rear springs were upgraded to provide a firmer and more controlled handling package. All of this work paid dividends because this big and heavy car could still stampede through the ¼ mile in 15.1 seconds. Proving its versatility, it could also wind out to a top speed of 131mph. The original model brief had called for Hurst to fit electronic ignition and a deeper oil pan, but time and cost constraints meant that these changes never eventuated. The news with this Hurst is excellent, with the owner stating that the vehicle runs and drives extremely well. He supplies this YouTube video, which shows the car in action. The 440 V8 sounds crisp and smooth, and there are no signs of any apparent rattles or squeaks.
The 1970 Chrysler 300 Hurst Edition is a giant of a car, but it had a couple of fundamental failings. The first of these was the lack of model promotion, which unintentionally made the vehicle a well-kept secret. The other flaw was its price. It had a sticker price of $5,939, and this was before any options were added. That made it the most expensive vehicle in the Chrysler range. To find anything more expensive, buyers had to consider the purchase of an Imperial instead. While build totals are slightly vague, the accepted figure is that 501 of these cars were produced. Of that total, 499 were Hardtops. Hurst also built a single Convertible for its own promotional purposes. It is believed that there was one additional Convertible constructed and that this was dealer-fitted with a 426ci Hemi. However, as far as I am aware, no-one has conclusively proven its existence. Today, a rough example can easily command a price of $15,000 if it is in a roadworthy state. From there, values climb quite steeply. It is not unusual to see excellent examples sell for prices over $40,000. This one is priced well below that latter figure, and it would seem to represent a reasonable sort of a buy. Of course, if you can make an offer that is acceptable to the seller, it could get even better. It’s a point to ponder.
I love this fuselage Chrysler, and I want one, but not for 40K.
Yes, I CAN criticize Chrysler for epic failure in two key areas: one is that the two companies didn’t coordinate the marketing…and two, a Hurst car without a Hurst 4-speed ? Both of those blunders are on Chrysler.
Still, it’s a really nice car with a nice interior, and the 440 with the Torqueflite would be just fine for going fast or just cruising.
All Hurst Oldsmobiles were automatic equipped with the Hurst shifter the later cars had Hurst T-Tops too . The Hurst Grand Prixs were also automatic with dual gate shifters some with Hurst installed power sunroofs . I owned a 69 , 72 and 75 Hurst Olds the 75 had the T-Tops , dual gate and a super rare digital Hurst tach .
No Hurst cars were 4-speeds.
Agreed. Nice ride but limited interest and marketability.
$25k would be great. Above that, I’ll pass…
As a young teenager my dad had a ’70 Newport.
Now I know it wasnt the Hurst model, but these cars were tuna boats! Rolling couches in my humble opinion…lousy handling and wandered everywhere! I’m guessing the Hurst version torsion bars made a huge difference but by jiminy its a boat with a slushbox.
my Uncle was a ’69-71 C Body Guy. You could drive one of his Chryslers, one finger on the road and it handled great, and felt like it was floating on the road.
Agreed. What a miss on a great car. I love the seats and interior lighting. Power and stick too. No Hurst, but it’s a stick. If I were looking for one, this would be the one to get I’d think.
I just reread this and I am getting paranoid. I read floor-shifter as a stick shift. Is that a correct read here? The picture is not 100% clear on this.
No, it’s an automatic, there were no stick-shift Hurst cars built…ever.
i am always amazed by the rear overhang – its a miracle these cars don’t crack over the rear axle…..
You really have to see one of these in person to get an idea how huge they are.
All that wasted space and then they painted them…white!
classic beauty BUT 40 grand …come on !!!
I agree that a 4 speed would have been a must to make it a real Hurst car. With an automatic, what’s the point?
Since they never made any Hurst car with a 4-speed, I’m not sure I understand your confusion?
A good friend of mine bought one of those in 1985 for $100. It hadn’t been run in years, the original 440 was grenaded and replaced with a 383, plus it had sat outside for those years it wasn’t running, so the cosmetics were pretty shot too. This was back when it was just another used gas guzzler that no one wanted, and even back then no one knew what they were (“it’s a 300 Hurst”. Common response: “a 300 WHAT?”)
I love the styling of these cars. Look at how the front and rear bumpers flow right into the fenders. And that full length tail light is perfect.
Manual transmission may not have appealed to the luxury minded buyers of this car, but it should have had a Hurst Dual Gate shifter
I’ve often wondered why Chrysler and Hurst never came up with a Hurst/Charger, or Hurst/GTX. Man, either of those could have been epic! All that luxury in a lighter body with a 440 or a Hemi? Waaaah.
Meh
What do you call interesting?
I had an old Mopar book with a compilation of various road tests from back in the day. This car is the subject of one of them. I don’t recall the article verbatim but I do recall that they essentially said that while nice, the 300 Hurst did not offer anything that a Newport with a 440 could not insofar as performance was concerned.
That makes sense considering there was no horsepower upgrade. It was just a trim package. The modern equivalent would probably be the Camry TRD. Cool car but criticized because you don’t get any power bump.
What would a 440 Newport from this era cost? I bet a lot less than 40k!
Try to find a fuselage body Newport with a 440 TNT. I’d bet you would look forever and not find one. Not only were few probably produced but any surviving cars drivetrains were pilfered for B and E bodies (chargers, challengers, etc). Either that or they went to the demo derby. Most survivors recently have a 383 engine of the 2 or 4 barrel sort.
The same holds true for Polaras, Fury’s, etc of the same era. The 440HP cars are pretty much non-existent and so these Hurst cars remain the only game in town.
Trust me, I have been looking very hard. I wonder what one would bring if it went to auction.
Closest thing would be an old Highway Patrol car. I was lucky enough to have had a 1971 Fury in Ohio in 1975. The pushbutton in the glovebox operated an electric solenoid in the trunk.
Considering how many thousands of them were made you’d think that finding one would be easy. Fifty years have passed.
contact me if interested in one of these. i have 4.
612-751-1313
You’re forgetting about Plymouth’s Sister Car, the 1970 Sport Fury GT. Marketed as an “Executive Express,” it could be has with either a 440 HP or 440 Six Pak. The “junior version” of this car was the Fury “S23,” which was the option build code for the HD (read cop car) suspension on a (usually) 383-4 Barrel Road Runner spec V-8.
This isn’t the only Hurst-modified car to come with an automatic transmission only. Most, if not all, of the Hurst/Olds cars were automatic-only.
I should have had the 426 Hemi and 4 Speed as standard.
It’s an impressive car, but didn’t we see this one or one very much like it a few months ago?
It needs the big engine to move this beast.
We had a neighbor who owned a used car lot,
who drove one of these for a while.I thought that it
was really cool to see a big car that looked like a
muscle car.
It’s almost too bad this car isn’t a rust bucket. If it was, and the original engine was gone, it would be the perfect opportunity to install a Hellcrate … or if you wanted more power, a Hellephant. Granted, a custom chassis would be necessary, but I myself wouldn’t mind, especially if I could get custom wheels designed to look like the stock wheels.
I remember reading in a car magazine of the time that only one was made with a manual transmission.
Just love this car
I am fascinated by these and Plymouth S22 cars. Why do I never see articles on Plymouth S22 cars?
I need to clarify, I have only seen S-22 plymouths in large 2 door coupes with big motors. I have a buddy w a few of them. No midsize or any other, just full size coupes.
The article states a 400 TNT motor but later says 440, which is it?
No, it’s an automatic, there were no stick-shift Hurst cars built…ever.
Obviously, it’s a typo. They were all 440’s.
One was a HEMI
A 440. No 400s were made until mid 70s
Not a mopar guy. I can tell u I never saw one of these. I have seen the Hurst Olds
I had one of these in the late 70’s. It was stolen from me. I must say it was one of the best cruising cars I have ever driven. A Hi-Way vehicle without a top end. Because of the weight it was also hard to stop. The upper layer of the hood and trunk lid were fiberglass but it still weighed a lot. Wish I still had it!.
C’mon this is a great piece of Americana! Image pulling into the car show driving past a dozen mustangs, half dozen GTO’s and Chevrolet’s and asking “could I have two stalls please?” You’d get the most attention at the show. These full size Chrysler’s were the ultimate boats.
As an owner of 4 of these cars I am glad to see that is what they are selling for. mine are mostly projects but nice projects. I think I need to post an ad on this page for them. if not someone can text or call me at Sherwin 612-751-1313
You can post them here Sherwin for more visibility with story and pics: https://barnfinds.com/classifieds/
will do, going to try to get some good pics.
A friend of mine was a salesman at Maryland Motors, one of the largest Chrysler/Plymouth dealers in the country. They had a 300 Hurst on display in the showroom for a very long time. Since the dealership was close to where I lived, I hung around there a lot.
One Friday evening, as we were waiting for the dealership to close for the night, and with no customers in sight, we decided to see if it was possible to order a Hurst 300 with stick shift. The order form directions book was very specific on this matter. It said all 1970 full size Chryslers came standard with the 727 Torqueflite automatic transmission, and no substitutions were allowed.
The sales manager, also suffering with boredom, joined in on our search. He actually called the Chrysler zone office for orders, and asked if it was possible to substitute the order build code for a 4-speed stick shift that was shown in the mid-size Plymouth order forms.
He was told that would result in the entire car’s order being kicked out of the system. We were told it involved installing stick shift parts. None of these parts were available on the assembly line, as no full size 1970 Chrysler products could be built without the 727 transmission.
The person who was at the Zone office also questioned why someone would ever want to order a Hurst 300 without an automatic, as they were considered a luxury car.
Yes, I agree that Chrysler blew a lot of chances to really make a statement in the full size hi-po personal luxury class for 1970. They should at least have arranged for the Hurst facility to make the car changes in their factory for anyone who wanted a Hurst Stickshift, and they also blew the opportunity to offer the new Hurst T-tops in the car.
In the 1960s and 1970s Chrysler was well-known for producing automobiles that rarely created production runs of more than 1,000 cars, especially convertibles that sometimes didn’t result in a production run of over 500 vehicles. The whole point of producing these low-production cars was to steer the car buying public into the showrooms, where they would see those rare examples, before purchasing a more mundane family car. A typical “bait-n-switch” situation!
Maryland Motors C-P had a showroom capable of displaying 8 to 10 cars, and always had a Chrysler station wagon, a 4-door hardtop, a sedan, and convertible. For Plymouths, they typically had the same line-up. But the Chryslers were usually the more expensive models and loaded up with options, and the Plymouths were middle to entry level cars with the typical options people wanted. They sometimes put an Imperial on the floor, typically a LeBaron sedan. For a couple of weeks in the spring and fall, I remember them adding a hi-performance mid-size, typically a Road Runner or GTX.
To continue the above thread . . .
In 1973 I decided to buy a brand new Dodge B-200 LWB Tradesman van, loaded with options including factory A/C and rear pop-out rear windows, 318 V8, but without any side windows. I also wanted to order stick shift [3 on the tree].
The build instructions book for Dodge Trucks indicated that the Torqueflite 727 automatic was required when factory A/C was selected. I explained that if no A/C and stickshift, no deal.
2 dealerships said no way. The third dealer, Reed Brothers Dodge, in Rockville, MD, really wanted to sell me this Dodge truck, as this was a fairly expensive order at over $4,500. Sticker price was well over $5,000, the air conditioning alone was almost $500.
Reed Brothers worked very hard to make this happen. They ended up finding a Dodge B200 LWB van with factory A/C and automatic, it was already ordered for stock at the dealership, but not yet built. Together the salesman and the sales manager worked with me and the order office to make a bunch of changes to the order. We finally figured out if we ordered the heavy duty radiator and disc brakes as separate orders, when the stickshift and A/C was ordered, it went thru.
I had also ordered Cruise Control, and the truck was built with the cruise control, but I didn’t expect to find a hand-written note attached with tape to the padded dash top. The note said the fuse for the cruise control was not installed, and the cruise control should not be used without adding another brake pedal stop lite switch to the clutch pedal.
This was a simple task of adding the switch and bracket, running a single wire to the cruise control wiring, and then a wire from the switch to ground. This meant that if the clutch pedal was pushed, the cruise control would stop, just as if I had pushed on the brake pedal.
When the van was about 25 years old, with mileage approaching 300,000 and having visited 49 states in it, I took it to a big Mopar show at the local drag strip, and several guys were amazed that Dodge even made the truck, with stick shift, A/C, and cruise. In 2000, with the van’s body severely rusted, and with the high mileage, I finally made the decision to junk the van. RIP
Great story on your van Bill McCoskey. Is there pics of it online you can share? I’d love to see it.
MattR,
I’ve got lots of photos of the van, but because I’m not a paying member I can no longer post photos.
I recall seeing a C-body Chrysler (not sure if it was Newport, NY-er, or 300) at a car show maybe 5 years ago, and it had a floor-mounted 4-speed, a factory unit. The lady that owned it was quite proud of the car, and had a nice poster on display documenting the factory 4-speed. Not sure if it was a 383 or 440. But maybe by 1970 Chrysler decided it wasn’t installing floor mounted 4-speeds in the C-bodies.
Rex,
I had a couple of 1960s big Chrysler cars with 4-speed floor shift, with console & bucket seats. Those include a silver 1961 New Yorker 4 door hardtop wagon, it even had dual A/C. Also had a black 1966 Town & Country with a 440 and 4-speed.
I always assumed that because both cars were wagons equipped with the towing package, that was probably the reason you could get stick shift.
Great story, Bill.
Now that is really a one of one!!!!
A very wild and certainly worthy buy, in a very big car with endless grunt.
It is another one where you have to have a gas station welded to the filler neck because you won’t believe the consumption if you use it as a daily driver. I am a Hurst 300 guy, I have two, and they are monsters. If you like luxury, size and speed, this is for you. You won’t be disappointed.
My father had a 77 Newport 2 door. That was a barge on wheels. I used to borrow it when I needed to go get parts for my 72 Plymouth Scamp (the trunk was enormous). I took 2 friends with me one Saturday morning to pick up a complete 8 3/4 rear and leaf springs out of a 70 Swinger 340. I even used it to haul home my new factory 1/4 panel and a used drivers door.
Last of the big, cool Chrysler’s for this era.
I like it. Just not interested at $40k.
$25k would work…
In 1969 I remember visiting my Chrysler dealer in Eugene, OR to have my ’66 Plymouth wagon serviced. The salesman in the showroom pointed out a new 1969 Newport (C body) hardtop coupe with a floor mounted 3 speed stick shift! He said that there had been a production snafu somewhere and a small number of these cars made it down the production line. He said the factory was ‘unloading’ them (unwanted) on various dealers, since it was anticipated they would be poor sellers. I don’t know what happened to this example, but it was fascinating to look at the interior with that stick floor shift!
I’m not sure why people hype this car up. Its just a 300 with gold paint on fiberglass hood, deck and wheels. Its the only Hurst which doesn’t have any Hurst products on it. At 7 sec 0-60, it’s slower than a 2020 Kia. Actually all old muscle cars are considered slow by today’s standards.
So lets keep those prices down so some of us can still enjoy those old rides rather than being parking in some old fogey’s garage like Jay Leno.
What do you care about the price? Doesn’t sound like you’re interested in it anyway! It is a low production special edition, and it’s worth what someone (obviously not you) is willing to pay. Buy yourself a Kia instead…please.