Darting Around Down Under:
1969 Dodge Dart GT
As if by mutual agreement, Detroit’s “Big Three” simultaneously entered the compact market in 1960 with a selection of short-wheel based economy cars. General Motors unveiled its rear engine Corvair and Ford introduced the Falcon. Out of town at Kenosha, Wisconsin, AMC launched the American and over at South Bend, Indiana, Studebaker already had the Lark. However, it was Chrysler that embraced the move towards downsizing with the most enthusiasm. Indeed, the company’s Plymouth division created one of the most revolutionary and innovative designs of the year with the Valiant and its exciting slant-six engine.
A New Star
But the kingdom of Mopar had yet another new star waiting in the wings ; one that was about to make an even bigger impact on the automotive scene. It was called the Dodge Dart. Available in three sub-series which included the Seneca (base model), Pioneer (mid range) and Phoenix (top of the line), Darts came with smaller engines, weighed less and were shorter than their Dodge stable mates the Matador and Polara.
But the kingdom of Mopar had yet another new star waiting in the wings ; one that was about to make an even bigger impact on the automotive scene. It was called the Dodge Dart. Available in three sub-series which included the Seneca (base model), Pioneer (mid range) and Phoenix (top of the line), Darts came with smaller engines, weighed less and were shorter than their Dodge stable mates the Matador and Polara.
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Seneca (top) Pioneer (center) Phoenix (lower) |
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1960 Phoenix control center |
At an overall length of 209 inches, the Dart stretched well beyond its competitors and was, in fact, about as “compact” as the Sydney Opera House. Fortunately, considerable thought and planning had gone into its development and right from the start some powerful allies came onside. In the February, 1960 edition of Mechanics Illustrated Tom McCahill, one of America's most influential motoring writers, had nothing buy positive things to say about the Dart. Testing a Phoenix hardtop, he praised its exceptional handling, effortless driving qualities and attractive appearance. He concluded " Dodge has always been a good car and if the boys keep screwing them together the right way, Dart will put them back among the world's top sellers".
With a base price of $2,278 and thanks to a cleverly crafted advertising campaign, just over 300,000 units were sold by the end of the first season. It was a spectacular debut and an indication of what was to come. Quickly building up a solid reputation as being a well-appointed, trouble-free and affordable ride, Chrysler’s new money-spinner had it made. Production would continue for sixteen years and four million vehicles would roll off the assembly line.
The Dart remained a full size car for ’61 but later it began to shrink. Available engines during this period included a 225 six, 318 Red Ram V-8 and a 383 D-500. From the beginning, however, buyers showed an overwhelming preference for the more fuel-efficient power pack.
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1961 Dodge Dart Phoenix (left) Dart V8 engine (center) Economy slant "6" (right) https://www.youtube.com/watch?v=5HPkq7aOdHA |
Changing Times
This was an era of considerable change in the American motor industry. Some grand old names had bitten the dust during the closing stages of the previous decade. Packard, Nash and Hudson had all failed after coming out with some truly archaic designs and atrocious sales figures. In 1961, Chrysler pushed the plunger down on its own resident dinosaur, the Desoto. By ' 62, the way was clear for Dart to become Dodge's undisputed economy leader and the following year it was reborn as a true compact.
This was an era of considerable change in the American motor industry. Some grand old names had bitten the dust during the closing stages of the previous decade. Packard, Nash and Hudson had all failed after coming out with some truly archaic designs and atrocious sales figures. In 1961, Chrysler pushed the plunger down on its own resident dinosaur, the Desoto. By ' 62, the way was clear for Dart to become Dodge's undisputed economy leader and the following year it was reborn as a true compact.
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| 1962 Dodge Dart (Google) |
Under the direction of styling chief Elwood Engle, the Dart was finally moved into Chrysler’s A-body class, placing it alongside the Valiant (A was compact, B was intermediate and C was full size). Reduced to 195 inches, it was still longer than its rivals but at least the thought was there and the extra bulk came with certain benefits such as additional luggage and passenger room. In order to reinforce the thrifty image of the “all-new” Dart, the option of a V-8 was temporarily dropped for 1963. As before, a manual transmission was standard with TorqueFlite automatic being an option. The outward appearance was crisp and distinctive, although slightly unorthodox. Prominent single head lights protruded from the fenders in a look that was strongly reminiscent of the Chrysler turbine car. Body styles included two and four-door sedans as well as a wagon. The series showpiece was now the GT, available as either a hardtop coupe or convertible. The original sub-series nameplates were gone and models would be identified over the next five years simply by a three-digit number which indicated their trim level and engine size.
Building Muscle
The Dart slowly evolved, receiving increased performance as V-8s were reinstated and grew progressively more potent. Sales stayed around the 150,000 to 200,000 mark annually with the main competition still coming from Valiant, Falcon, Rambler American and Chevrolet’s latest compact, the Nova. By '67 it was time for another update and Darts were given a complete make-over which led to a more aggressive, squared-off design. The GT in particular was starting to take on the persona of a genuine muscle car.
The Dart slowly evolved, receiving increased performance as V-8s were reinstated and grew progressively more potent. Sales stayed around the 150,000 to 200,000 mark annually with the main competition still coming from Valiant, Falcon, Rambler American and Chevrolet’s latest compact, the Nova. By '67 it was time for another update and Darts were given a complete make-over which led to a more aggressive, squared-off design. The GT in particular was starting to take on the persona of a genuine muscle car.
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1967 Dart 270 four door sedan (top left) 270 coupe (top right) GT (lower left) GT interior (lower right) https://www.youtube.com/watch?v=eP2ND2j_n9A https://www.youtube.com/watch?v=xHRblkc9ywY |
The next twelve months saw even more significant changes which included the base GT being handed back Dart’s old 318 V-8 which had been absent for six years while a more sedate 273 V-8 had filled the gap.
But the big news on everyone’s lips was the arrival of the super groovy GT Sport. Intended to pull market share from Chevy’s Nova SS, the Dart GTS was offered with either a 340 or 383 V-8 as standard. When stuffed with Chrysler’s optional 426 Hemi, these 3,000 flyweights were only suitable for buyers who had extensive experience testing jet fighters. With “power bulges” on the hood, twin exhaust pipes, and “bumble bee” stripes across the trunk and rear fenders, Darts would have been the epitome of psychedelic fashion in their day.
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Marketing the 1968 Dart (top) Introducing the GT Sport (lower image) https://www.youtube.com/watch?v=FbM0Ot3JNsk |
The GTS was inserted as the compact entry into Dodge’s “Scat Pack” ; a trio of ground-shaking two-doors that also included the Charger, Coronet R/T and Super Bee with their fire-breathing 440 Magnum engines. Advertised as being “Three quick ways to catch Dodge fever”, all members of this elite group wore the famous dual stripes in 1968 and a sporty-looking cartoon bumble bee became the ever-present logo in all promotional material.
Although critically acclaimed and with much to recommend it, the GTS represented another move in the wrong direction. It was comparatively expensive and Dart’s core customers showed little interest in all the additional horsepower. The standard GT suited them just fine.
Taking it to the Streets
As the '60s drew to a close, Chrysler had good reason to be proud. It continued to dominate the racetracks of America with drag strip legend Don Garlitts and super speedway champs Dave Pearson and Richard Petty. Its latest missile on wheels, a factory-built 200 mph “winged warrior” called the Dodge Daytona was about to cause an uproar in Nascar.
But, no matter how prestigious and technically important these successes may have been, the money was still in street cars and Dart remained the darling of the masses. In 1969 it accounted for 30 percent of Dodge’s total sales with 197,000 units being built, placing it well ahead of Falcon and Valiant and second only to the Nova. Rambler was wallowing and Studebaker had gone.
As the '60s drew to a close, Chrysler had good reason to be proud. It continued to dominate the racetracks of America with drag strip legend Don Garlitts and super speedway champs Dave Pearson and Richard Petty. Its latest missile on wheels, a factory-built 200 mph “winged warrior” called the Dodge Daytona was about to cause an uproar in Nascar.
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Nascar car champion Fred Lorenzen at the wheel of his 1969 Dodge Daytona Charger (Pinterest) https://www.youtube.com/watch?v=Ih-CW0XmDq4 |
But, no matter how prestigious and technically important these successes may have been, the money was still in street cars and Dart remained the darling of the masses. In 1969 it accounted for 30 percent of Dodge’s total sales with 197,000 units being built, placing it well ahead of Falcon and Valiant and second only to the Nova. Rambler was wallowing and Studebaker had gone.
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Sales brochure images for the ' 69 Dodge Dart |
A new model, the Swinger, was introduced as a low-priced V-8 coupe with stick-shift transmission, dual exhausts and the option of a 340 engine. Aimed directly at the youth market, it was being set up to replace the GTS. It even had the mandatory stripes across its tail end to indicate its origins.
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| Dodge Dart Swinger |
All Darts were given a fresh grille and tail light treatment for ’69 and the range included the Six, Custom Six, GT Six, the Swinger, Dart V-8, Custom V-8, GT V-8 and the GTS V-8.
The GT boasted the most complete array of standard and luxury equipment. At around $2,800, the basic model could be purchased with a 170, 225, 273 or 318 engine and three-speed manual transmission. You also got a heater/defroster, cigarette lighter, 18-gallon fuel tank, bucket seats, padded steering wheel and self-adjusting brakes. A choice of sixteen eye-catching “mod” colors spiced up the Dodge rainbow. Extras included power steering and brakes, radio, Air Temp air conditioning, TorqueFlite automatic transmission, tinted windows, vinyl roof, simulated mag wheels and fender-mounted turn signals.
The GT boasted the most complete array of standard and luxury equipment. At around $2,800, the basic model could be purchased with a 170, 225, 273 or 318 engine and three-speed manual transmission. You also got a heater/defroster, cigarette lighter, 18-gallon fuel tank, bucket seats, padded steering wheel and self-adjusting brakes. A choice of sixteen eye-catching “mod” colors spiced up the Dodge rainbow. Extras included power steering and brakes, radio, Air Temp air conditioning, TorqueFlite automatic transmission, tinted windows, vinyl roof, simulated mag wheels and fender-mounted turn signals.
The GTS held on as the performance leader with a 340 V-8 as standard and a 383 Magnum as an option. But, a price tag of $3,226 kept sales figures modest. Indeed, the writing was already on the wall of Chryslers’ accounting office. With the GT V-8 selling 15,300 units, the GTS V-8, 6,700 and the GT Six just 5,600, it was to be the final year for all three.
Aussie Hybrids
Darts were always a scarce commodity “Down Under”. Throughout the 1960s and early ‘70s, Chrysler Australia drew heavily upon the designs of American Dodges and Plymouth Valiants to create local hybrids. However, a few fully imported vehicles have made the trip across the pond. Our feature car, a 1969 Dart GT, is one of them. As Australians drive on the left side of the road, most imports from the US have traditionally been required by law to undergo right-hand-drive steering conversions in order to qualify for registration.
Darts were always a scarce commodity “Down Under”. Throughout the 1960s and early ‘70s, Chrysler Australia drew heavily upon the designs of American Dodges and Plymouth Valiants to create local hybrids. However, a few fully imported vehicles have made the trip across the pond. Our feature car, a 1969 Dart GT, is one of them. As Australians drive on the left side of the road, most imports from the US have traditionally been required by law to undergo right-hand-drive steering conversions in order to qualify for registration.
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A 1969 Australian Chrysler Valiant Regal |
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This 1969 Dodge Dart GT came to Australia from California |
Sean Kelly and Patrick O’Connor of Melbourne, Victoria, bought this fine example (above) in California seven years ago from an elderly couple who had owned it since new. Being the proprietors of Valiance, a Chrysler specialty service center in the southern bayside area of Melbourne, they elected to carry out the conversion in their own workshop. Patrick explained that it was a fairly straightforward task. “We used Australian Valiant components where necessary and we decided to retain the original American dashboard” he says. Having recently enjoyed a test drive, I can vouch for the overall look of the finished job.
This particular car runs the 318 Fireball with a 350 Holley and TorqueFlite automatic and it seems to have most of the bells and whistles that were available at the time such as factory air conditioning and the fender-mounted turn signals. From any angle, it’s a sharp looking ride. The metallic gold paint and light colored vinyl roof set it off perfectly and its simple, classic lines have dated well over the past thirty-five years. On the road, it’s smooth, quiet and gutsy when you give it the gun.
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Example of an original '69 Dart GT dashboard (Fast Muscle cars photo) |
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Dashboard after the steering has been custom converted to right hand drive |
This particular car runs the 318 Fireball with a 350 Holley and TorqueFlite automatic and it seems to have most of the bells and whistles that were available at the time such as factory air conditioning and the fender-mounted turn signals. From any angle, it’s a sharp looking ride. The metallic gold paint and light colored vinyl roof set it off perfectly and its simple, classic lines have dated well over the past thirty-five years. On the road, it’s smooth, quiet and gutsy when you give it the gun.
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318 Fireball V8 (left) Fender mounted turn signals (center) Dodge GT name plate (right) |
Sean and Patrick started to restore local Chryslers back in the late ' 80s in order to generate some income while they were university students. Patrick comes from a Mopar family. “Our father was an architect for Chrysler and he designed many of the company’s dealership buildings throughout Victoria” he relates with a noticeable touch of pride. “Our family car was Phoenix and that started our fascination with the marque”.
A '68 Plymouth Barracuda is their next restoration project and precious floor space needs to be made available. So, if you’re in the market for something that’s definitely a bit different, now might be a good time to make them an offer on the Dart.
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Based on a magazine article that was published in 2004
Unfortunately, all original prints and negatives of the feature car have long gone. Images had to be photographed from magazines pages
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