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INTRODUCTION

Although this book focuses on the 1966–1970 Dodge and Plymouth vehicles based upon the Chrysler B platform, the B-Body chassis was the basis for rear-wheel-drive Chrysler cars dating as far back as 1962 and as late as 1979. Interestingly, despite the B-Body chassis debuting in 1962, Chrysler’s practice of naming models by letter did not begin until 1964–1965. Each of the B-Body cars in this period, for either make, was built upon the same chassis. However, the outward appearance varied greatly among makes and models.

From 1966 to 1970, Plymouth used the B-Body chassis for four cars with nearly identical design aesthetics, differing of course, in trim packages, drivetrain options, and accessories: Belvedere, Satellite, GTX, and Road Runner. The Superbird set itself apart from this lineup with its extended nose and a high-mounted rear wing, making it clearly the only Plymouth B-Body to appear radically different from the others.

For Dodge’s B-Bodies, the external design cues varied more. Although Dodge’s Coronet, Coronet R/T, and Super Bee followed Plymouth’s philosophy of mild differentiation through the trim package, the fastback Charger was significantly more stylized in its appearance, particularly after its redesign in 1968. Add to that the Daytona and its extended nose and towering rear wing, and the Dodge lineup looked far more diverse than its Plymouth siblings.

Designed as Chrysler’s “intermediate” platform, the B-Body chassis provided the automaker a versatile chassis from which to build 18 different models. Over the years, the B-Body’s 116-inch wheelbase was shortened and lengthened to accommodate new models and longer wagons. Nevertheless, the platform proved to be a true performer in nearly every imaginable sphere: from street driving to the quarter-mile to the high banks of NASCAR racetracks.

Chrysler debuted a new body style for the B-Body Coronet in 1968. Engine packages ranged from the 225 6-cylinder “slant-6” up to the dual-quad–fueled 426 Hemi.

Debuting halfway through the model year, the “M” code Super Bee featured an inline tri-power setup atop a 440. Common for display at shows, the hood rods supporting the liftoff hood were not offered by Chrysler.

Chrysler B-Body Platform Cars

1962 Dodge Dart

1962–1964 Dodge Polara

1962–1964 Plymouth Fury

1962–1964 Plymouth Savoy

1962–1970 Plymouth Belvedere

1963–1964 Dodge 220 (Canadian)

1963–1964 Dodge 330

1963–1964 Dodge 440

1965–1974 Plymouth Satellite

1965–1976 Dodge Coronet

1966–1978 Dodge Charger

1967–1971 Plymouth GTX

1968–1975 Plymouth Road Runner

1975–1978 Plymouth Fury

1975–1979 Chrysler Cordoba

1977–1978 Dodge Monaco

1978–1979 Dodge Magnum

1979 Chrysler 300

Available Powertrains

Power was never in short supply, if chirping the tires (or worse) was on your to-do list. Of course, Chrysler offered plenty of economical power-plants as well, including a variety of slant-6 (170, 198, and 225-cci) engines, several variations of the 273 and 318 small-block V-8s, and even 2-barrel carbureted low-deck big-block 383s.

For those wanting to make a true impact at the stoplight, high-output versions of the 361 and the 383 (with a 4-barrel carburetor) V-8, the venerable RB 440 engine available in a handful of carburetion packages (from the stout 4-barrel setup to the heavy-breathing 6-barrel triple carburetor package), and of course, the legendary 426 Hemi engine with dual 4-barrel carburetors, became available for the street in the B-Body chassis in 1966.

The purpose of this book is to help you identify, authenticate, disassemble, restore, and reassemble your GTX or other B-Body machine. We strove to include as much detail as possible so that you could best replicate the process Chrysler itself used in assembling these muscle cars.

By 1969, the Chrysler B-Body chassis was already five years old. This image of the second-generation Dodge Charger (featuring the iconic Coke-bottle shape by Richard Sias and Harvey J. Winn) shows the aggressive bodylines created on this iconic car. (Photo Courtesy Historic Restorations)

As competition from Ford and General Motors escalated the horsepower wars, evolution of the powertrains continued throughout this four-year period, with improvements in camshaft grinds, connecting rod, piston and piston pin design and materials, vibration dampening, internal balancing, valvetrain, cylinder head, and exhaust and intake manifold design.

Likewise, improvements to torque converters (or flywheels, when equipped with a manual transmission) were balanced to match the ever-increasing engine performance. When power outputs increased, so did the demand on the rest of the drivetrain. The once-standard 3-speed manual (with its column-mounted shifter) that backed most B-Body cars equipped with an engine beneath the 4-barrel 273, gave way to the A-833 4-speed manual.

Designed to contend with the forces delivered by the brutish 440 and 426 Hemis, the 4-speed featured all synchronized forward speeds and a positive reverse-lockout feature (new for 1966). Additionally, the 4-speed was console shifted, and was optional when powered by a 383 (4-barrel) V-8 or 440. Production records show that the 4-speed was standard for the higher performance engines unless an automatic was optioned.

The automatic in question was Chrysler’s 3-speed TorqueFlite transmission. Featuring an aluminum housing, the automatic featured an optional internally actuated parking sprag and could be shifted either on the column or center console.

Considering all of the available powertrain combinations, rear gear offerings, and engine packages that Chrysler offered from the factory, and what you can dream up, your selection for your particular project car is as limited as your imagination and budget. Thankfully, Ma Mopar allowed for a wide variety of powertrain and engine combinations for the B-Body lineup, freeing up your restoration project to be as mild or wild as you choose.

The fabled Air Grabber assembly, operated from a control in the cockpit, sucked cold air in through the hood and into the carburetor below, feeding a steady flow to mix with the fuel.

The iconic Hemi. Never before or since have three numbers on the exterior panel of a car struck so much fear in a foe at a stoplight.