You’re standing at a stoplight in 1968. To your left, there’s a guy in a Charger who looks like he’s trying to pick a fight with the horizon. To your right, a Chevelle SS is vibrating the asphalt. But you? You’re sitting in a 1968 Dodge Dart GT. It’s smaller. It’s lighter. It’s got that crisp, squared-off "Coke bottle" styling that Dodge perfected during the late sixties. Most people back then saw the Dart as a "compact" car, a grocery getter for the suburban set. They were wrong.
The 1968 Dodge Dart GT wasn't just some economy car with a shiny badge. It was the sleeper. It was the car for the guy who knew that power-to-weight ratios mattered more than bragging about engine displacement at the local diner. While the big-block bruisers were struggling to find traction, a well-tuned Dart GT was already halfway down the block.
The Evolution of the 1968 Dodge Dart GT
By 1968, the fourth generation of the Dart was hitting its stride. Chrysler’s A-body platform was honestly a stroke of engineering genius. It was versatile. It was tough. You could get a Dart as a boring slant-six sedan, or you could opt for the GT trim, which added a layer of muscle car swagger without the massive footprint.
The '68 model year brought some subtle but important changes. This was the year federal law mandated side marker lights, so you'll see those distinctive round markers on the fenders. The grille got a makeover too—a fine-mesh design that looked way more aggressive than the '67 version. Inside, the GT package meant bucket seats. It meant a floor shifter if you checked the right boxes. It felt like a cockpit, not a bench.
Why the GT Badge Actually Mattered
Look, "GT" gets slapped on a lot of cars today that don't deserve it. In 1968, it meant something specific for Dodge. It wasn't the top-tier performance trim—that honor eventually went to the GTS—but the GT was the "gentleman’s" muscle car. It gave you the heavy-duty suspension. It gave you the trim pieces that made the car look fast even when it was parked at a drive-in.
Most GTs left the factory with the 273 cubic-inch V8 or the venerable 318. These weren't world-beaters, but in a car that weighed significantly less than a Coronet or a Polara, they were punchy. You’ve got to remember that a 1968 Dodge Dart GT weighed in around 3,000 pounds. Compare that to a modern Challenger which is pushing 4,000, and you start to understand why these things felt so alive on the road.
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Engines That Defined an Era
Let’s talk iron. Most people think "Dodge" and "1968" and immediately scream "HEMI!" but the reality of the 1968 Dodge Dart GT was a bit more grounded. Most buyers were looking for a balance of reliability and "zip."
- The 273 V8. This was the base V8 for the GT. It was a solid little engine, putting out about 190 horsepower.
- The 318 "LA" V8. This is the engine that refused to die. It was smooth, had decent torque, and you can still find parts for it at any local auto store today.
- The 340 V8. Now we're talking. If you found a Dart with a 340, you were holding a giant-killer. It was underrated at 275 horsepower, but everyone knew it was pushing closer to 300.
Honestly, the 340 is the sweet spot. It didn't mess up the car's balance like a heavy 383 or 440 would. It kept the front end light, which meant the Dart GT could actually handle a corner. Imagine that—a muscle-era car that didn't just plow straight ahead like a freight train.
The Elephant in the Room: The LO23 Hemi Dart
We can't talk about '68 Darts without mentioning the legend. Dodge produced about 80 factory-built Hemi Darts for drag racing. These were technically Darts, but they weren't GTs. They had fiberglass fenders, thin glass, and no window regulators. They were terrifying. They were basically engines with seats attached. While your neighbor’s 1968 Dodge Dart GT was for cruising, the LO23 was for winning NHRA Super Stock championships.
Owning a 1968 Dodge Dart GT Today
Finding one of these in 2026 isn't as easy as it used to be. For decades, Darts were the "cheap" Mopar. People bought them, raced them, crashed them, or let them rot in fields because they weren't Chargers. That’s changed. The market has finally woken up to how good the A-body really is.
If you're hunting for one, you need to check the rear quarter panels. They rust. Quickly. Also, look at the floor pans and the trunk. Chrysler didn't have the best rust-proofing back then, and a car that looks shiny on top can be a Swiss-cheese nightmare underneath.
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The beauty of the 1968 Dodge Dart GT is the community. Because so many of these were made (Dodge shifted over 170,000 Darts in '68 across all trims), the support is massive. You can build a 500-horsepower monster or a pristine factory restoration, and you'll find every bolt and gasket you need online.
Modern Upgrades That Make Sense
Driving a 1968 Dodge Dart GT with manual drum brakes in modern traffic is... well, it’s an adventure you don't want. If you buy one, the first thing you should do is a disc brake conversion. Disc brakes turn a "hope I stop" car into a "know I'll stop" car.
Electronic ignition is another big one. Dealing with points and condensers is romantic until you're stuck on the side of the road in the rain. Swap it out. Keep the original parts in a box in the garage if you’re worried about "purity," but for the love of the road, make the car reliable.
The Cultural Impact of the A-Body
There’s a reason the Dart has such a cult following. It represented the everyman's performance. It wasn't flashy like a Corvette. It wasn't as bulky as a GTO. It was the scrappy underdog. In movies and TV, the Dart is often the car of the protagonist who’s a little rough around the edges but gets the job done.
The 1968 Dodge Dart GT specifically hits that "Goldilocks" zone. It has the iconic '60s lines without the "I'm trying too hard" vibe of some later muscle cars. It’s cool without being arrogant.
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What to Look for When Buying
- Fender Tags: This is the DNA of the car. It’s a metal plate under the hood that tells you exactly how it was built. If the tag says it was a GT but it’s got a bench seat, something fishy happened.
- The Transmission: Most GTs had the 727 or 904 TorqueFlite automatics. They are bulletproof. If it’s a 4-speed manual? Even better. Those are rarer and much more valuable.
- The Rear End: Look for the 8.75-inch rear axle. It’s way stronger than the 7.25-inch "peg-leg" that came in the six-cylinder cars.
Real-World Performance vs. Modern Standards
Let's be real for a second. A stock 1968 Dodge Dart GT with a 318 isn't going to outrun a modern Honda Civic at a stoplight. Modern tech is just faster. But speed isn't why you buy a '68 Dart. You buy it for the sound. You buy it for the way the steering wheel vibrates in your hands. You buy it because when you pull into a gas station, three different people will come up to tell you a story about how their dad had one just like it.
The driving experience is visceral. There’s no traction control. There’s no ABS. It’s just you, a carburetor, and a lot of steel. It’s honest.
Actionable Steps for the Aspiring Owner
If you’re serious about getting behind the wheel of a 1968 Dodge Dart GT, don’t just jump on the first one you see on a popular auction site. Prices are peaking, and you don't want to overpay for a "lipstick on a pig" restoration.
First, join the forums. Sites like ForAbodiesOnly are gold mines. The people there have been wrenching on these cars since they were new. They know every quirk, every weird bolt size, and where to find the best deals on parts.
Second, decide on your "end state." Do you want a numbers-matching show car? Expect to pay a premium—anywhere from $30,000 to $50,000 for a top-tier GT. Do you want a "driver"? You can still find decent projects or solid 318 cars in the $15,000 to $25,000 range.
Third, get a pre-purchase inspection by someone who knows Mopars. These cars have specific spots where they hide damage. A general mechanic might miss a stress crack in the K-member or a botched leaf spring mount.
The 1968 Dodge Dart GT remains one of the most accessible and rewarding entries into the world of classic Mopar muscle. It’s a car that rewards the tinkerer and thrills the driver. It’s not just a piece of history; it’s a 3,000-pound reminder of a time when the road felt wide open and the only thing that mattered was how much gas was in the tank and whose hand was on the shifter.