If you walked into a Chrysler-Plymouth-Dodge dealership in late 1966, your eyes probably darted—pun intended—straight toward the Charger. It was big. It was flashy. It had those hidden headlights that everyone obsessed over. But sitting off to the side was something a little more lean, a little more "all-business." That was the 1967 Dodge Dart GT. It wasn't trying to be a boulevard cruiser for the country club set. It was a scrappy, lightweight brawler that fundamentally changed how people looked at compact cars.
Honestly, before '67, the Dart was kinda just a "sensible" car. It was what your aunt drove to the grocery store. Then Chrysler redesigned the A-body platform, and suddenly, the Dart had these crisp, sharp lines and a wider engine bay that screamed for a V8. It shifted from being a dorky economy slab to a genuine threat on the drag strip.
The Year Everything Changed for the A-Body
1967 wasn't just another model year. It was a total overhaul. The wheelbase stayed at 111 inches, but the body got wider and the track was broadened. This mattered because, for the first time, you could actually fit a decent-sized engine in there without having to butcher the fender wells with a torch.
The GT was the top of the heap for the Dart line that year. It wasn't a standalone model yet—that came later with the GTS—but the GT was the "sporty" trim. You got the bucket seats. You got the "GT" medallions on the C-pillars. You got that distinct trim piece that ran the length of the body, making the car look like it was moving 60 mph while parked in a driveway.
Most people think muscle cars have to be massive. Like the GTO or the Chevelle. But the 1967 Dodge Dart GT proved that power-to-weight ratio is the only stat that actually wins races. It was light. It was nimble. While the big B-bodies were struggling to get around a corner, the Dart was already halfway down the next block.
What Was Under the Hood (And What Wasn't)
You could get a Slant-6 if you really wanted to be boring, but the GT was meant for the 273 cubic-inch V8. Specifically, the high-performance version with the four-barrel carburetor. That little engine pushed out 235 horsepower. Now, in 2026, 235 horses sounds like what you get in a basic crossover, but back then? In a car that weighed roughly 3,000 pounds? It was a rocket.
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The 273 featured a relatively high compression ratio of 10.5:1. It had a solid-lifter camshaft, which meant it made a very specific mechanical "clatter" that gearheads loved. It sounded mechanical. It sounded raw.
But here is the weird part: Dodge didn't put the 383 big-block in the GT right away. That was a mid-year addition, and it was a tight squeeze. Some say it was so tight you had to loosen the engine mounts just to change the spark plugs on the driver's side. If you find a real-deal 1967 Dart with a factory 383, you’re looking at a unicorn. Most of the GTs you see today have been "cloned" or swapped, because let’s face it, everyone wants more displacement.
The Interior: Buckets, Vinyl, and No Cupholders
Step inside a '67 GT and it’s a time capsule. No plastic screens. No haptic feedback. Just a massive thin-rimmed steering wheel and a dashboard made of actual metal and padded vinyl. The bucket seats were standard on the GT, and if you were lucky, you had the center console with the floor shifter.
The "Charger-style" gas cap was another cool touch. It was a flip-top unit on the rear fender. It felt expensive. It felt like Mopar was actually trying to give the "budget" buyer a taste of the high life.
There's something about the way those old doors shut. Clink. It’s a metallic, heavy sound. You don't get that anymore. You also don't get the smell of unburnt hydrocarbons and old vinyl baking in the sun, which, if we're being honest, is half the reason people buy these things today.
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Handling the Hype vs. Reality
Let's be real for a second. The 1967 Dodge Dart GT didn't handle like a Porsche. It used a torsion bar front suspension and leaf springs in the back. If you hit a mid-corner bump at high speed, the back end would do a little dance that would make your heart skip a beat.
But it was predictable.
The steering was often manual, meaning you needed arms like a blacksmith to park the thing. If it had power steering, it was that classic Chrysler "over-boosted" feel where you could turn the wheel with a pinky finger but had zero idea what the tires were actually doing. Yet, for a car designed in the mid-60s, it felt remarkably tight compared to the "boats" being produced by Ford and GM at the time.
Why Collectors are Obsessed Right Now
Prices for 1967 Dodge Dart GT models have been creeping up steadily. A decade ago, you could snag a decent driver for fifteen grand. Now? You're looking at thirty, forty, maybe even fifty thousand for a numbers-matching car in a high-impact color.
Why? Because they are usable.
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A Hemi Cuda is a museum piece. You're terrified to drive it. But a Dart? You can work on it in your garage with a basic set of wrenches. Parts are everywhere. The aftermarket support for the A-body is massive. You can build a 500-horsepower stroker motor, drop it in, and the car will take it.
Also, the "Coke bottle" styling of the '67 is peak 1960s design. The concave rear window is a work of art. It’s a car that looks good from every single angle, especially that rear three-quarter view where you can see the way the chrome bumper tucks into the body lines.
Common Myths and Misconceptions
People always mix up the '67 and the '68. The easiest way to tell? Look at the side markers. The 1967 Dodge Dart GT has none. Federal law didn't require them until 1968. So, the '67 has that "clean" look on the fenders that the later cars lost.
Another myth is that all GTs were fast. Some came with the 225 Slant-6. It was a legendary engine for reliability—basically unkillable—but it wasn't winning any drag races. If you're buying one today, verify the VIN. The fifth digit tells the story. A "D" means it was a 273 V8 from the factory.
Actionable Steps for Potential Buyers
If you are actually looking to put a 1967 Dodge Dart GT in your garage, don't just jump at the first shiny paint job you see on a classic car site. These cars have a few "Achilles heels" you need to watch for.
- Check the Rear Quarters: Mopars of this era love to rust right behind the rear wheels. If you see bubbles in the paint there, the metal is likely gone.
- Look at the Floor Pans: Specifically under the pedals. Water tended to leak through the cowl vents and sit under the carpet, rotting the floors from the inside out.
- Inspect the K-Frame: This is the cross-member that holds the engine and suspension. If it's cracked or heavily rusted, you've got a major project on your hands.
- Verify the Trim: The GT-specific trim pieces—like the trunk molding and the "GT" emblems—are getting harder to find. If they are missing, expect to pay a premium on eBay to source originals.
- Test the Wiring: Chrysler used a "bulkhead connector" on the firewall that is notorious for melting over time due to high resistance. Check for charred wires near the firewall.
The 1967 Dodge Dart GT is a gateway drug into the world of Mopar. It’s small enough to fit in a modern garage, simple enough to maintain yourself, and loud enough to piss off your neighbors. It represents a time when Dodge stopped playing it safe and started building cars with a chip on their shoulder. Whether you want a survivor to take to local cruise-ins or a base for a restomod build, the '67 GT remains one of the most balanced, stylish, and rewarding muscle cars of the era.