1965–1976 Dodge Coronet
1966–1978 Dodge Charger
1967–1971 Plymouth GTX
1968–1975 Plymouth Road Runner
1975–1978 Plymouth Fury
1975–1979 Chrysler Cordoba
1977–1978 Dodge Monaco
1978–1979 Dodge Magnum
1979 Chrysler 300
Available Powertrains
Power was never in short supply, if chirping the tires (or worse) was on your to-do list. Of course, Chrysler offered plenty of economical power-plants as well, including a variety of slant-6 (170, 198, and 225-cci) engines, several variations of the 273 and 318 small-block V-8s, and even 2-barrel carbureted low-deck big-block 383s.
For those wanting to make a true impact at the stoplight, high-output versions of the 361 and the 383 (with a 4-barrel carburetor) V-8, the venerable RB 440 engine available in a handful of carburetion packages (from the stout 4-barrel setup to the heavy-breathing 6-barrel triple carburetor package), and of course, the legendary 426 Hemi engine with dual 4-barrel carburetors, became available for the street in the B-Body chassis in 1966.
The purpose of this book is to help you identify, authenticate, disassemble, restore, and reassemble your GTX or other B-Body machine. We strove to include as much detail as possible so that you could best replicate the process Chrysler itself used in assembling these muscle cars.
By 1969, the Chrysler B-Body chassis was already five years old. This image of the second-generation Dodge Charger (featuring the iconic Coke-bottle shape by Richard Sias and Harvey J. Winn) shows the aggressive bodylines created on this iconic car. (Photo Courtesy Historic Restorations)
As competition from Ford and General Motors escalated the horsepower wars, evolution of the powertrains continued throughout this four-year period, with improvements in camshaft grinds, connecting rod, piston and piston pin design and materials, vibration dampening, internal balancing, valvetrain, cylinder head, and exhaust and intake manifold design.
Likewise, improvements to torque converters (or flywheels, when equipped with a manual transmission) were balanced to match the ever-increasing engine performance. When power outputs increased, so did the demand on the rest of the drivetrain. The once-standard 3-speed manual (with its column-mounted shifter) that backed most B-Body cars equipped with an engine beneath the 4-barrel 273, gave way to the A-833 4-speed manual.
Designed to contend with the forces delivered by the brutish 440 and 426 Hemis, the 4-speed featured all synchronized forward speeds and a positive reverse-lockout feature (new for 1966). Additionally, the 4-speed was console shifted, and was optional when powered by a 383 (4-barrel) V-8 or 440. Production records show that the 4-speed was standard for the higher performance engines unless an automatic was optioned.
The automatic in question was Chrysler’s 3-speed TorqueFlite transmission. Featuring an aluminum housing, the automatic featured an optional internally actuated parking sprag and could be shifted either on the column or center console.
Considering all of the available powertrain combinations, rear gear offerings, and engine packages that Chrysler offered from the factory, and what you can dream up, your selection for your particular project car is as limited as your imagination and budget. Thankfully, Ma Mopar allowed for a wide variety of powertrain and engine combinations for the B-Body lineup, freeing up your restoration project to be as mild or wild as you choose.
The fabled Air Grabber assembly, operated from a control in the cockpit, sucked cold air in through the hood and into the carburetor below, feeding a steady flow to mix with the fuel.
The iconic Hemi. Never before or since have three numbers on the exterior panel of a car struck so much fear in a foe at a stoplight.
Purchasing a Chrysler B-Body is a great project that is immensely rewarding in a variety of ways. Not only does the finished outcome provide you with a classic muscle car that you are proud of, enjoy driving, or can turn around for a return on your investment, but along the way you acquire new abilities, skill, and patience.
But be warned: In most cases you spend much more time and money than you expected or budgeted for. Only the most experienced restoration shop or builder can expertly estimate the hours and dollars necessary to bring any project car back to running condition.
So prior to purchasing your first Mopar project, it is imperative to take into account several factors; key among them is assessing your budget, your skill level, the tools and equipment needed, and your ultimate project goals. In this chapter we help you evaluate these considerations so that you can find the right project to suit your means, abilities, and budget.
Choosing to rescue a forgotten muscle car might save you money up front but can be costly when you begin to unravel all of the damage caused by years of neglect.
Not All Cars Are Created Equal
All too often, would-be restorers come across a car that piques their interest and become excited before truly assessing the situation. Although the money they’ve squirreled away might be enough to lightly clean up a rough driver, sometimes the opportunity to purchase an original big-block R/T in significantly worse shape arises and blinds their judgment.
Thinking that the R/T is a once-in-a-lifetime opportunity, they jump headfirst into what could potentially become a money pit. As difficult as it may be to accept, some cars are just “too far gone.” Yes, the idea of a significantly rare and original Hemi 4-speed rotting away in a backfield is a terrible one to consider, but sometimes they’re just too rotted away to save.
Many Chrysler vehicles left the factory with either raw or only lightly treated metal components. Cars that have spent too many freezing winters outside are likely candidates to be passed over. Too much of the car might have succumbed to cancerous rust to salvage, the victim of drastic swings in temperature, the corrosive properties of salt used to melt iced-over roads, and moisture.
Likewise, a project can be far too complicated for your skill set. Vehicles such as Chargers, Daytonas, and Superbirds featured complex vacuum-operated hideaway headlight doors. Similar systems are found on cars equipped with Air Grabber cold-air induction. Cars equipped with air conditioning, multiple carburetors, or even cruise control can leave you scratching your head or worse yet, chasing incredibly rare, and thereby expensive, parts.
Additionally, incredibly collectible or rare vehicles can prove to be far too difficult to restore correctly. Chrysler offered a litany of options to the buyer during these years, ensuring the possibility of seemingly endless combinations. Unfortunately, decades of use (or misuse), modifications made by previous owners, and general wear-and-tear can make reassembling such a machine a veritable treasure hunt.
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