If you walked into a Dodge dealership in 1964, you were probably looking for a sensible way to get to work. Most people were. The compact car market was exploding, and the 1964 Dodge Dart GT was sitting right there, looking sharp but maybe a little too polite.
It didn't scream "rebel" like a GTO. Honestly, it looked like something a young architect or a savvy schoolteacher would drive. But beneath that crisp, "Scat Package" era styling was a car that basically invented the formula for the modern sleeper. While everyone else was obsessing over the brand-new Mustang that spring, the Dart GT was quietly offering something the pony car couldn't quite match yet: a combination of bulletproof reliability and a brand-new V8 that fit like a glove.
The V8 Secret: 1964 Was a Massive Turning Point
For the first half of the year, if you wanted a Dart, you were getting a Slant Six. Don't get me wrong, the Slant Six is a legend. People call them "leaning towers of power" for a reason. They are famously indestructible. You could basically run one on hope and old vegetable oil and it would still start in a blizzard.
But mid-way through 1964, Dodge dropped a bomb. They introduced the 273-cubic-inch V8.
This wasn't just any engine. It was the first of the "LA" series small-blocks. It was light, compact, and it pumped out 180 horsepower right out of the gate. For a car that barely weighed 3,000 pounds, that was plenty of juice. You’ve got to remember that the competition—like the Ford Falcon—was still trying to figure out how to balance weight and power. Dodge just nailed it.
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The 1964 Dodge Dart GT became the first A-body Mopar to ever house a V8. If you find one today with the original 273 and the four-speed manual, you aren't just looking at a classic car. You're looking at the literal DNA of every Hemi Dart and Demon that came later.
What Most People Get Wrong About the "GT" Badge
A lot of folks assume "GT" in the sixties just meant some extra chrome and a fancy radio. Not here. In 1964, the GT trim was actually a pretty serious interior upgrade. You got:
- Bucket seats that actually held you in place (unlike the bench seats in your grandma's sedan).
- A padded dash—which was a luxury "safety feature" back then.
- That distinct convex grille that makes the '64 stand out from the '63.
- Full carpeting and deluxe wheel covers.
But the real "GT" experience was the handling. Dodge used torsion bar front suspension. While Ford and GM were still using traditional coil springs that made cars feel like boats in a storm, the Dart stayed flat. It tracked straight. It felt "tight-on-the-road," as the old brochures used to say. If you've ever driven a base-model compact from this era and then hopped into a GT with the optional power steering (3.5 turns lock-to-lock), the difference is night and day.
The Push-Button Quirk
We have to talk about the buttons. 1964 was the final year for Chrysler’s famous push-button TorqueFlite automatic.
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If you haven't seen this, it’s wild. Instead of a lever on the steering column, you had a pod of buttons to the left of the steering wheel. Push "D" and go. It’s a total conversation starter at car shows, but it also acts as a built-in anti-theft device for anyone under the age of 40. Most people today wouldn't even know how to put the thing in reverse.
By 1965, Dodge switched back to a conventional lever because people found the buttons "confusing." It's a shame, really. There’s something deeply satisfying about clicking a physical button to engage a gear. It feels like you’re launching a rocket.
Reliability: Why These Things Refuse to Die
I talked to a guy at a Mopar meet last summer who was still daily-driving his 1964 Dart. The odometer had rolled over so many times he’d lost count.
The secret is the simplicity. The 1964 Dodge Dart GT was built during a window where engineering was king. The "Unibody" construction was dipped in rust-protection seven times. The alternator—a new tech at the time—replaced the old-fashioned generators, meaning the battery actually charged while the car was idling.
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Common issues? Sure, they exist. The valve seals on the early 273 V8s can get brittle and leak. The wiring harnesses are 60 years old now, so they can get "crusty." And the drum brakes? Kinda terrifying by modern standards. If you're planning to actually drive one in traffic, a front disc brake conversion is the first thing you should do. Honestly, it's a safety thing.
Buying a 1964 Dodge Dart GT Today
Prices are starting to creep up, but the Dart is still a "budget" way into the Mopar world. You can’t touch a 1968 Charger for less than the price of a small house, but a clean '64 GT? You're looking at:
- Project State: $5,000 – $8,000. It’ll run, but it’ll be ugly.
- Solid Driver: $12,000 – $18,000. This is the sweet spot. Clean interior, the V8 sounds good, maybe a few paint chips.
- Show Quality/Convertible: $25,000+. If it’s a factory V8 convertible in a rare color like "Black" or "Ruby Red," collectors will fight over it.
Check the VIN. If the first digit is a "6," you've found a factory V8 car. If it's a "7" or "4," it started life as a Slant Six. There’s nothing wrong with a swap, but the factory V8 cars are the ones that will hold their value as the years go by.
Actionable Steps for Potential Owners
If you’re serious about hunting down a 1964 Dodge Dart GT, don't just browse eBay. Here is how you actually find a good one without getting burned:
- Check the Rear Quarters: These cars love to rust behind the rear wheels. If you see bubbles in the paint there, there is likely a disaster waiting underneath.
- Verify the Transmission: If it’s an automatic, make sure the push-buttons engage smoothly. Replacing the cables for that system is a specialized job that many modern shops won't touch.
- Look for the 273 V8: If it’s been swapped for a 318 or a 360, it’ll be faster, but you lose that 50th-anniversary historical "purity."
- Join a Community: Sites like For A-Bodies Only are goldmines. The guys there know every nut and bolt on these cars and can help you spot a fake "GT" from a mile away.
The 1964 Dart GT isn't just a "grandma car" anymore. It's a nimble, V8-powered piece of history that marks the exact moment Dodge decided to stop being boring. Whether you want a cruiser or a sleeper, it’s one of the few classics that’s actually as reliable as people claim. Just maybe upgrade those brakes before you try to stop in a hurry.