It’s 1968. You’re at a stoplight in a shiny new GTO, feeling pretty invincible with all those cubes under the hood. Then, this boxy little compact pulls up next to you. It looks like something a librarian would drive to the grocery store, except for the bumblebee stripes wrapped around the tail and the subtle "GTS" badges. The light turns green. Before you can even get your bearings, that "little" car is three lengths ahead, screaming at 6,000 RPM.
You just got embarrassed by a 1968 Dodge Dart GTS.
Honestly, the GTS was Dodge’s way of saying that size isn't everything. While the Charger and Coronet were the heavy hitters grabbing the magazine covers, the Dart GTS was the secret weapon. It was light. It was nimble. It was basically a sawed-off shotgun on wheels. People call it the "Giant Killer" for a reason—it didn't just compete with big-block bruisers; it often humiliated them.
The Engine That Changed the Game
Most people think you need a massive engine to make a muscle car. Dodge disagreed. For 1968, they dropped the brand-new 340-cubic-inch V8 into the Dart as standard equipment.
On paper? It was rated at 275 horsepower.
In reality? It was pushing closer to 325 or 350.
The 340 was a high-revving masterpiece with a forged steel crank, high-flow cylinder heads, and a big 4-barrel Carter AVS carb. Because the Dart was so much lighter than a B-body Charger, that small-block punched way above its weight class. You've got to remember that the 340 was about 90 pounds lighter than the optional 383 big-block. That weight savings sat right over the front wheels.
The result? A car that actually handled.
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While other muscle cars were plowing through corners like a cargo ship, the GTS was surprisingly "tossable." Car Life magazine actually voted it one of the best cars of 1968, praising its "neck-snapping acceleration" and "agility." They even noted it could out-handle a Hemi Charger in the twisties.
The Big Block Headache
If the 340 wasn't enough, you could tick the box for the 383-cubic-inch Magnum. It sounds better at a car show, sure. 300 horsepower and a mountain of torque. But here's the catch: the 383 was so wide that Dodge couldn't fit a power steering pump or air conditioning in the engine bay.
Parallel parking a 383 Dart in July was basically a gym membership you didn't ask for.
Because of the restrictive exhaust manifolds needed to squeeze the big engine between the shock towers, the 383 didn't actually run much faster than the 340. Most period testers found the 340 cars to be the "sweet spot" of the lineup. They were faster in the real world and didn't try to kill your forearms every time you turned the wheel.
More Than Just a Commuter with a V8
The GTS wasn't just a trim package; it was a full performance overhaul. You couldn't just get the engine and call it a day. Dodge made the Rallye Suspension mandatory. This meant heavy-duty torsion bars, a thicker front sway bar, and six-leaf rear springs.
It rode stiff. Sorta harsh, actually.
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But when you pushed it into a turn, it stayed flat. The "Scat Pack" identity was real. You got the "bumblebee" stripes on the rear, a functional-looking (but mostly decorative) power-bulge hood, and E70x14 Red Streak tires.
Inside, it was surprisingly posh for a compact:
- Full carpeting (a luxury back then!)
- Bucket seats (standard on the hardtop)
- Woodgrain accents on the dash
- Optional center console with a Hurst floor shifter
The Legendary "Specials" (440s and Hemis)
If we're talking about the 1968 Dodge Dart GTS, we have to mention the cars that shouldn't have existed.
First, there was the GSS (Grand Spaulding Special). Mr. Norm, the legendary performance dealer in Chicago, realized Dodge wasn't going to put the 440 Magnum in the Dart. So, he did it himself. He partnered with Hurst-Campbell to swap 440s into 383-spec Darts. Only about 48 of these were made in '68. They were absolute monsters—375 horsepower in a car that weighed about as much as a modern Honda Civic.
Then there was the LO23 Hemi Dart.
These weren't street cars. They were "off-road use only" drag racers.
Hurst took the Dart, cut the rear wheel wells, installed thin glass, removed the window regulators (they used seat belts to pull the windows up!), and stuffed a 426 Hemi inside. Only 80 were built. They could run the quarter-mile in 10 seconds flat right off the trailer.
What to Look for in 2026
If you’re looking to buy one today, the market has finally caught up to the GTS's legend. Gone are the days of finding these for $5,000 in a barn. In the current 2026 market, a clean, numbers-matching 340 GTS will easily set you back **$45,000 to $60,000**.
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If you find a genuine 383 car or a convertible, you’re looking at six figures.
Watch out for clones. Since the Dart was a high-production economy car, it is very easy to turn a Slant-Six "Grandma car" into a GTS lookalike. Always check the VIN. A real 1968 GTS VIN must start with LS23 (for the hardtop) or LS27 (for the convertible). The fifth digit tells you the engine: P for the 340 and H for the 383. If you see an "A" or a "B" there, somebody’s been playing dress-up with a base model.
Restoration Reality
One of the best things about the Dart is that it's "the easiest muscle car to restore." This isn't just hyperbole. Chrysler used the A-body platform for over a decade. Most parts for a '68 Dart are interchangeable with a '72 or even a '74.
However, the GTS-specific trim—the grille, the tail panel, the hood inserts—is getting harder to find. If you buy a project car that’s missing the "GTS" badges and the specific rear finish panel, prepare to spend months scouring eBay and paying a premium.
Actionable Steps for the Aspiring Owner
If you’re ready to pull the trigger on a 1968 Dodge Dart GTS, don't just jump at the first shiny paint job you see.
- Verify the Fender Tag: This is the metal plate under the hood. It lists every option the car came with. If the tag says the car was originally "Pale Green" but it’s now "GTS Red," use that to negotiate the price down.
- Inspect the "K-Member": The engine crossmember is specific to the engine size. A 340 K-member is different from a 383 one. If someone swapped a big block into a small-block car without changing the suspension components, the car will handle like a wet sponge.
- Join the Clubs: Get on the For A Bodies Only forums. The Mopar community is obsessive about details. They can tell you if a bolt head has the wrong markings for a March 1968 build date.
- Check for "Torsion Bar" Rot: Darts are notorious for rusting where the torsion bars meet the frame. If that area is soft, the car is a structural nightmare. Walk away.
The 1968 GTS remains the ultimate "sleeper." It’s the muscle car for people who prefer substance over style, even though it has plenty of both. It proved that you didn't need a massive barge to have a massive amount of fun.