Plymouth GTX: The Mopar Muscle Legend That Burned Bright and Fast

 

 

1968  Plymouth GTX Convertible

 

Some cars don’t just roll off the production line—they thunder into history. One such machine was the Plymouth GTX, a true heavyweight in the golden age of American muscle cars. Built for performance and dressed to impress, the GTX earned its title as the “gentleman’s muscle car” while leaving rubber and rivals in the rearview.

1967: The Birth of a Mopar Icon

When Plymouth unveiled the GTX in 1967, it wasn’t just another mid-size performance car—it was a statement. With only two engine choices, both were brute force options:

• 440 cubic-inch Super Commando V8 with 375 horsepower
• The legendary 426 HEMI rated at 425 horsepower (though many agree it packed far more in reality)

Either option could launch the GTX from 0-60 in just over six seconds—lightning fast for its size and era. And it wasn’t just straight-line speed. According to Motor Trend Magazine, the GTX was also one of the best-handling full-sized cars of the decade. Nearly 13,000 units were sold in its debut year—a strong start for a new nameplate.

1968: A New Look and More Power to Burn

In 1968, the GTX got a full redesign in step with the rest of Chrysler’s intermediate line. Sharing styling cues with the Dodge Charger, Super Bee, and the newly introduced Plymouth Road Runner, the new shape was sleek, aggressive, and unmistakably Mopar.

Performance stayed top-tier, and so did the accolades. Car Life Magazine hailed the GTX as “the fastest and most powerful standard car built in America,” giving major kudos to the 440 as well. Sales surged to over 18,000 units, making it the high watermark for GTX popularity.

1969–1970: The Muscle Car Zenith

While the body remained mostly unchanged in 1969 and 1970, Plymouth knew better than to mess with a winning formula. Cosmetic tweaks were limited to grille and taillight updates, but under the hood, the GTX remained a beast.

The big news in 1970 was the introduction of a third powerplant: the infamous 440 Six Barrel. Sporting a trio of dual-barrel carbs, it was not only wild to look at—it packed an extra 35 horsepower punch. It was pure Mopar magic.

• 1969 sales: ~15,000 units
• 1970 sales: Dropped to ~7,000, not because of the car—but the times.

Insurance premiums, rising gas prices, and a cooling economy began to dim the bright lights of the muscle car era.

1971: The Final Form of a Legend

Plymouth redesigned its intermediate line in 1971 with a futuristic, jet-inspired look. The “fuselage” styling turned heads, but not all in a good way. It was a love-it-or-hate-it design that marked the end of an era.

The GTX still offered potent powertrains, but the market had moved on. Only 2,600 GTXs were sold in 1971. By 1972, the GTX was no longer a standalone model, surviving only as an option package on the Road Runner.

The GTX Legacy: A Star That Still Shines

Though its production run was short-lived, the Plymouth GTX left a lasting impression. It entered late into the muscle car wars, but it arrived with power, presence, and poise. Today, collectors and enthusiasts prize these machines for their:

• Muscular performance
• Aggressive, timeless styling
• Low production numbers (especially the HEMI and Six Barrel variants)

If you’re lucky enough to find a clean GTX—especially from 1967–1970—you’re looking at a true piece of Mopar history and a surefire head-turner at any car show.

Are You a GTX Fan?

Whether you grew up dreaming of a HEMI-powered boulevard bruiser or you’re just discovering the legend, the Plymouth GTX is a must-know name in classic American muscle. From its bold beginnings to its lasting legacy, the GTX didn’t just keep up with the muscle car pack—it often led it.

 

1969 Plymouth GTX

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The Rise and Fall of Hupmobile: Innovation, Legacy, and the Rare Skylark

 Following a successful career with Oldsmobile, Ford, and Regal, automotive pioneer Robert Craig Hupp founded the Hupp Motor Car Company in 1909 in Detroit, Michigan. His early venture into car manufacturing quickly gained traction with the introduction of the Hupmobile Model 20—a compact, affordable, and durable vehicle known for its reliability and fuel efficiency.

The Model 20’s reputation for endurance was solidified when one completed a transcontinental journey from San Francisco to New York in just 48 days. This achievement boosted public confidence and propelled Hupmobile into the national spotlight.

 

 

As the company grew, it expanded its offerings with larger and more sophisticated models to appeal to a broader market. However, in 1911, Robert Hupp left the company following disagreements with the board of directors. Hupmobile pressed on, and its 1912 Model 32, notable for its all-steel body construction, became the flagship model in the years leading up to World War I.

In 1925, Hupmobile made a bold move into the luxury automobile segment with the introduction of the Hupp 8. Equipped with a smooth eight-cylinder engine and upscale features, the car attracted wealthier buyers and expanded the brand’s prestige.

 

 

However, like many automotive companies of the era, Hupmobile was hit hard by the Great Depression. Despite efforts to appeal to more cost-conscious consumers, financial struggles mounted. In 1936, the company attempted a major comeback, but fierce competition and economic realities proved too much.

After Cord went bankrupt in 1937–1938, Hupmobile purchased the body dies for the sleek Cord 810/812 models. To bring these designs to market, Hupmobile partnered with Graham-Paige, another struggling automaker. Graham provided a modern factory, and both brands produced cars using the Cord bodies but under different names. Graham introduced the Hollywood, featuring a supercharged engine and rear-wheel drive, producing approximately 1,600 units.

 

Hupmobile did not manufacture cars in 1937 but resumed production in 1938 and 1939. In 1940, it launched the Hupmobile Skylark, also built on the Cord body but powered by a 6-cylinder engine with rear-wheel drive. Only 319 Skylarks were produced in 1940, and the company went bankrupt the same year. Unsold cars were later re-titled and marketed as 1941 models.

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1940 Hupmobile Skylark ~ owner Alan Weinstein 

 

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