For Plymouth buyers who desired a higher trim level to accompany their muscle car than the Road Runner offered, a GTX fit the bill beautifully, plus it also came with a 440 as standard equipment. The additional cost was a bit more than many budget-minded consumers wanted to pay, but if you had the extra cash to spend, the rewards paid off with the supplemental comfort and luxury this more upscale B-Body provided. Interestingly, the GTX also beat the Road Runner to the marketplace by one year, with this initial 1967 model here on eBay seeming to be a promising project overall. This one’s in Orange, California, with the one bid of $11,500 already enough already for a sale, but I’m guessing that amount will climb before this auction is over.
The first-generation GTX lasted only one year before a redesign followed in 1968, so these are attention-getting and easy to identify. We don’t get a lot of background here, but the Cali climate has been friendly to the metal here for the most part, with the seller claiming that there’s no structural rust. However, some body panel corrosion is mentioned, but as prone to rusting as these cars are, it appears minimal in comparison to many of the Belvedere-style cars that turn up in the marketplace. The best news here is that the outside is complete and generally straight, so hopefully, only a minimal amount of effort will be required before the exterior is ready for a respray.
Under the hood, the factory engine has been replaced with a 1972-dated 440. While it’s the correct size, this will certainly detract from the value here, as the NOM and later time frame will be less desirable. However, it is running, and the big block sounds healthy in the video provided. Some mechanical work has already been performed, including a rebuild of the Carter 4-barrel carburetor, along with a new gas tank and fuel pump. There’s also a new ignition module, alternator, and a fresh radiator up front. The only detail stated about the transmission is that it’s a TorqueFlite, with no word on whether it’s original to the GTX.
While the interior could use a thorough refreshing, most of it is intact, with the buckets looking a bit plain in contrast to some of the later GTX-model seating. Aftermarket speakers have been added to the doors, so it’s probably worth considering losing these during the restoration, but it’s a plus that all of the inside chrome pieces are said to still be present. A first-year GTX is a cool offering, and while this one needs some work, it does seem to be at a decent starting point for the next owner to take over. Is this a Mopar you’d consider taking on as a project?
Mixed bag GTX Stephens. Always liked this model. Who wouldn’t 👍
Where are the hood scoops??
Good point, with a potentially low entry price the scoops are something else to ad to the list of parts needed for the restoration. They look to be available from restoration suppliers from just over $200 to $350 for the pair.
Steve R
The hood’s been changed out…..scoops are easier to come by then that factory console tach……..
What a sleeper for the F.A.S.T. series. Imagine this running 12’s. Super low entry point. The ripped seats and period tach is perfect. Love it!
Missing the 67 turquoise colored 375 HP 440 is a big detractor.
And neither red (which is what it appears to be) nor orange would be correct for a ’72 engine, so whatever that is under the hood it’s had a rattle can rebuild.
I had a ’67 GTX in the late ’70’s. When I bought it, it was missing the engine and transmission plus the front bucket seats. It did have the Dana 60 rear end. I had a 318 and torque flight transmission lying around and Installed it so that I had a second set of wheels. I sold it to someone who dixwanted it more than I did so sent down the street. I liked the body style and in the long run, I wish that I had kept it.
Any one else notice the hex head screws attaching the trim tag?
Those are stock Mopar rivits and not screws…..you’ll see the same on 1968 up dash vin plates…..except the darn E – bodies…….
He’s talking about the data plate in the engine bay, not the VIN plate on the door jamb, and yes, those incorrect screws stand out like a sore thumb.
Any one else notice the hex-head/flat-head trim tag screws?
Good luck seller, I own a 67 Coronet 440 4 speed project. Your car is inspiring me to get that mill back in it’s hole.
The factory tach is a very rare option, and the pentastar is missing from the front right fender. Anyone here know why Chrysler Corp. only used the pentastar on the right-hand fender of all models? It was a deliberate marketing ploy, and yes, I do know why.
I don’t know, but I’d like to know why…
The pentastar was placed on the right-hand side only because, when parked on the street along the curb, it would be visible to pedestrian traffic. There was no reason to add the cost of putting one on the left side when, in theory, no one would see it. For a detailed explanation go here:
https://www.moparmuscleofcentralpa.com/history-of-the-pentastar.html#:~:text=The%20Pentastar%20logo%20was%20placed,signify%20the%20brand's%20upscale%20status.
Nice offering for a change…..from an current and past owner……
I have a red gtx white interior440 four speed all stock 40,000 miles and it has chrome strips on the rocker panels
I’m hip to the Mopar rivits, on VIN plates. Look at the next dBay picture after the VIN pic and you’ll not see the standard phillips screws attaching the Trim Tag.
Ended at $12,100.
Reserve Not Met.