In 1967, the Dodge Dart reached a level of style and performance that made Mopar muscle enthusiasts stand up and take notice.

From its introduction in 1963, there was a GT model in the compact Dodge Dart lineup. (And before that, there was a ’62 Lancer GT compact.) But since there was no V8 available, only the Slant 6, there wasn’t that much to talk about among the performance crowd. However, in 1964 the 273 cubic-inch LA Series V8 came online, and in 1967 the Dart received a smart new exterior makeover by Dodge studio chief Carl Cameron and crew. Now here was the kind of Dart GT that Mopar performance enthusiasts could sink their teeth into.

The GT’s primary role in ’67 was to serve as the senior trim level in the Dart line, which also included the base Dart and mid-range Dart 270. While the two junior models included two-door and four-door post sedan body styles, the GT was offered only as a Hardtop Coupe or a Convertible. Traditional economy-minded compact buyers could take their GTs with the standard 170 CID Slant 6 or the optional 225 CID version with 145 hp. But for those looking for V8 performance, there were two 273 CID engines with 180 or 235 hp, which could be backed up with either a Torqueflite automatic or a Chrysler A833 4-speed manual transmission.

With an 8.8:1 compression ratio, conservative valve timing, and two-barrel carburetor, the base 273 CID V8 was rated at 180 hp. (Sidebar: ‘pre ’68 LA-series V8s used solid valve lifters.) But meanwhile, the High-Performance Charger V8, as it was called, boasted a more aggressive camshaft with .425-in lift and 248 degrees of duration and a Carter AFB four-barrel. With its 10.5:1 compression ratio the high-performance V8 required premium fuel, but it did offer 235 hp at 5,200 rpm. While the 273 Charger V8 didn’t have the potential of the LA-Series 340 CID V8 that appeared one year later, it was a respectable performer for its size. With its similar approach to tuning, comparisons are often made to Ford’s 289 CID K-code V8.

GT buyers also had their choice of two all-vinyl interiors: standard bench seat or the optional (at extra cost) buckets seats and console. Performance-oriented options included power-front disc brakes ($54), a  Rallye suspension package with firmer front torsion bars and rear leaf springs ($11) and a 6,000-rpm  tachometer ($38). The 4-speed manual and three-speed Torqueflite transmissions each added around $150. The base price of a Dart GT with Slant 6 was just $2,499, while the V8 started at $2,627.

For your more dedicated horsepower addicts, the big news came late in the model year with the introduction of the Dart GTS (below). On the outside, the GTS was virtually identical to the GT, with only a few small fender badges for differentiation. But under the hood was a 383 cubic-inch B-series V8 conservatively rated at 280 hp—the same 383 found in the Plymouth Barracuda Formula S.

The big-block Mopar V8 took up so much space in the A-body platform’s engine room that power steering and air conditioning were not available. Due to the late-season introduction, only 457 examples were built in ’67: 229 4-speeds and 228 automatics. But in the next few years, there would be plenty of musclebound Dart models to follow.