1968 Dodge Coronet R/T

Mention the terms "big-block" and "B-body" while referencing Mopars, and chances are there will be an automatic response: Someone will shout out "Charger R/T," or "Road Runner," or perhaps even "Super Bee." But before any of those models became reality, there was the Coronet R/T. Introduced in 1967, the R/T version of the Coronet was loaded with nothing less than a 440 Magnum engine--the Hemi was the only other option--and fitted with a heavy-duty suspension to keep it connected to the road.

Although the Coronet R/T continued into 1970, we've opted to focus this month on the two model years that were most similar in appearance and equipment, the '68 and '69 models.

ENGINES
 

Dodge continued to outfit the Coronet R/T with the 440 Magnum V-8 as standard equipment from the time of its introduction. A Chrysler RB-series engine, the 440-cu.in. big-block was produced with 4.32-inch cylinder bores and used five main bearing caps to keep the 3.75-inch stroke, forged-steel crankshaft in place. Engineers also provided a long-duration, hydraulic-lifter camshaft, as well as a cast-iron intake manifold with provisions for an 800-CFM Carter four-barrel carburetor and cylinder heads that contained 2.08/1.75-inch intake/exhaust valves. With 10.1:1 compression, exhaling through low-restriction exhaust manifolds and dual exhaust, the 440 Magnum carried a factory rating of 375hp at 4,600 RPM and 480-lbs.ft. of torque at 3,200 RPM, which continued unaltered through 1969.
A costly alternative ($605 in 1968 and $718 in '69) was the legendary 426-cu.in. Street Hemi. This beefy cast-iron block contained forged aluminum pistons in 4.25-inch bores and a forged steel crankshaft and connecting rods. New for 1968 was a solid-lifter camshaft that featured 284-degree intake/exhaust duration with 0.484/0.475-inch intake/exhaust lift. Dual 625-CFM Carter four-barrel carburetors were bolted to an aluminum intake manifold, while other performance additions included a 3/8-inch fuel line, "maximum performance fuel pump" and a dual-breaker distributor. The cast-iron heads touted 2.25/1.90-inch intake and exhaust valves and, naturally, the Hemi was fitted with low-restriction dual exhaust.
All told, the engine touted a factory rating of 425hp at 5,000 RPM and 490-lbs.ft. of torque at 4,000 RPM (the figures remained the same for 1969 models), but it's widely accepted that these figures are a bit conservative. It's also known that Hemi Coronet R/T production is staggeringly low when compared to the 440; one published report indicates just 97 hardtops and 10 convertibles were built in 1969.
There are a few indicators of which engine should be in place in a Coronet R/T, the first being the fifth digit of the VIN: An L indicates the 440, while a J indicates the Hemi. Additionally, the vehicle's body tag--commonly called the fender tag, located on top of the left inner fender under the hood--will have the E86 code on the first line if the 440 was installed; the Hemi is indicated by code E74. One other method is to consult with an expert within the car clubs we've listed here.
Both engines offered in the Coronet were built to withstand the rigors of competition use. Either engine can be rebuilt today, and there are a number of specialists with the experience to properly deal with any and all nuances of these particular powerplants. Parts availability is quite good and continues to improve, and the aftermarket can help you make lots more power, if that's the route you'd like to take.
When dealing with one of these cars today, the biggest issue is determining whether or not the example in question has the original engine and other associated bits, as the car's value will vary significantly based on this. If you can't find an all-original example, your next best alternative, in terms of collector value, is to find one with date-code correct components. Numerous books are available to provide details here, and consulting with a recognized expert may also be advisable if you're considering the purchase of a particularly rare or valuable example.
TRANSMISSIONS
 During this two-year span, just two transmissions were offered on the Coronet R/T. The standard gearbox was the three-speed TorqueFlite 727 automatic; its shift lever was located on the column or through the optional center console. Period literature indicates that, depending upon the engine, two different TorqueFlites were installed: four clutches while backing the 440, five against the Hemi. Visually, there's no difference to the transmission case, other than the part number stamped into the pan rail. The automatic's ratios were 2.45, 1.45 and 1.00:1, followed by 2.20:1 for reverse.
A "no charge" option was the A-833 four-speed manual that could have been bolted up against either engine. The floor- or console-mounted shifter for 1968 initially came from Inland and used a reverse lockout feature, while late 1968 and '69 models featured Hurst shifters. Ratios for the four-speed were 2.65:1, 1.93, 1.39 and 1.00:1, with a 2.57:1 reverse. Ordering the four-speed also mandated the installation of the Sure Grip differential and heavy-duty axles.
Essentially bulletproof, both transmissions have a proven track record of durability, no matter your driving style. However, after all these years, miles and perhaps, powershifts, the possibility of internal issues is significant, whether due to abuse or lack of maintenance. Rebuild kits for both units are plentiful and affordably priced, and the job can be done by the technically savvy home mechanic or by a professional.
DIFFERENTIAL
 As was often the case with muscle cars, engine and transmission combinations carried certain rear axle mandates. To be more specific, 440/TorqueFlite-powered models included Chrysler's 8¾-inch axle assembly with a 2.94 or optional 3.23:1 final drive ratio, even if the Sure Grip option was selected. Hemi-equipped versions of the R/T--with or without Sure Grip--used the same differential, but with the 3.23:1 gear. As for the four-speed, it mandated the installation of the larger 9¾-inch Sure Grip, also known as the Dana 60, which was accompanied by a 3.54:1 ratio. These combinations held true both years.The '69 Super Track Pak option provided a 4.10:1 ratio.
Sturdy enough to sustain repeated drag-style launches, both the 8¾- and 9¾-inch units were commonly used throughout Chrysler Corporation for a number of years (the Dana 60 saw numerous other applications as well). This means that service parts are readily available; it has also led several aftermarket companies to offer a wide variety of gear ratios, some replicating the original equipment and others providing options that the factory never offered.
CHASSIS
 Like its siblings in the Coronet family, the R/T started with a 117-inch wheelbase unit-body platform with a front subframe--but the similarities stop there. Thanks to the increased power under the hood, the independent front torsion-bar suspension and rear leaf-spring arrangement were automatically upgraded to the heavy-duty Torsion-Aire package. This meant the front torsion bar diameter measured 0.92-inch (instead of 0.88-inch), while the front anti-roll bar measured a stout 0.94-inch.
In addition to the modifications up front, the standard 58-inch long, 4½-leaf rear springs were swapped out for six leafs on the left side and 5½ on the right. Finally, the assembly line bolted in 1-inch heavy-duty hydraulic shock absorbers at all four corners. The only alteration of this arrangement during our highlighted models years came in 1969, when 0.98-inch-diameter torsion bars were utilized in the front suspension; rear leaf springs were also extended to 62 inches in length that year.
As we've discussed in previous Mopar B-body Buyer's Guides, the popularity of this late-Sixties body type means that a steadily increasing number of OE-style replacement parts are becoming available from a number of suppliers. For those who appreciate modern handling characteristics from their steed, aftermarket companies have been offering performance suspension upgrades, including Hotchkis Sport Suspension, Firm Feel Inc. and Magnum Force Racing; tubular control arms, for example, are prominent in their catalogs.
BRAKES
 Knowing full well that the Coronet R/T wielded some serious power, Dodge's engineers opted to give the hydraulic drum brake system an upgrade: front drums measured 11 x 3 inches, while the rear pair measured 11 x 2.50. Although they provided more stopping surface area, both front and rear shoes had to be adjusted manually, unlike the self-adjusting 10-inch drums used on more pedestrian B-body models.
Dodge offered two options: power-assisted drums and front disc brakes (which required power assist). Highly desirable among collectors today, the 11.04-inch vented front rotors were paired with four-piston calipers, though the rear drums paired with the discs were the smaller 10 x 2.50-inch units.
Finding OE-style replacement parts today is a relatively easy task, with a few exceptions: the front drums and the un-finned rear drums, the latter of which are no longer produced. We were able to locate front drums through Layson's Restorations (www.laysons.com) and Year One. As for the rear drums, 1970-up finned drums are functionally interchangeable and are more readily available. Front disc-brake components can also be difficult to source, though the aftermarket has brought some of the key components--like rotors--back to parts shelves.
If your car is more of a driver, you may consider a disc brake swap, using more readily available parts. Several aftermarket companies offer a variety of front kits--which differ from the stock setup--as well as rear disc conversions; remember to check wheel clearance requirements.
WHEELS & TIRES
 In a sense, the wheels on an R/T were also upgraded to heavy-duty status. Standard issue with 440-powered examples were stamped-steel units that measured 14 x 5.50 inches, which were wrapped in F70-14 whitewall or red stripe tires; the wheels were then decorated with a standard "dog dish" hubcap or one of three optional full covers. Buyers could have also opted for the 14 x 5.50-inch chromed five-spoke (Magnum 500) wheels. Hemi-powered cars received 15 x 6-inch stamped steel wheels shod with F70-15 red line tires; also included was a standard hubcap or optional full wheel cover.
For 1969, full covers were scrapped for Hemi-powered models, and a short-lived option was W23, 15 x 6-inch aluminum cast center Road Wheels by Kelsey-Hayes, often called "recall wheels" because Chrysler called them back due to concerns over lug-nut loosening. Originals are now a high-demand item, though reproductions have become available, and in alternate sizes, to boot. The Magnum 500-style Road Wheel also changed, now having chrome only on the spokes and using a trim ring.
While redline bias-plies are being reproduced, a number of collectors have opted to install equivalent radials, as they provide a better driving experience.
BODY & INTERIOR
 The Coronet R/T was available as a two-door hardtop (WS23 in the VIN and fender tag) or convertible (WS27) and was equipped with an array of R/T badges, as well as a "power bulge" hood--a faux scoop--that differed slightly in 1969. For the '69 models, option code N96 (Ramcharger fresh air induction system: twin forward-facing fiberglass hood scoops) was an option on 440-powered cars and came standard when the 426 Hemi was selected.
The grille, blacked out, was shared with the Coronet 500, although this and the rear taillamp panel were revamped for '69. During both years, twin simulated recessed scoops were part of the quarter panel design that, in '69, could have been dressed with add-on scoops; plus, the rear Bumble Bee stripes could have been deleted. Convertible and Hemi cars received extra body bracing. An easy way to differentiate between model years is by looking at the side markers: They were round in 1968, rectangular in '69.
Inside, foam-padded all-vinyl bucket seats came standard, as did a horizontal 150 MPH speedometer. Upgrades included the racy Rallye Instrument Panel Cluster and aforementioned console, as well as choice of radio, tinted glass and adjustable headrests (before they became mandatory items).
RESTORATION & PERFORMANCE PARTS
 Despite Chrysler Corporation's effort to ward off corrosion when these cars were new, rust is still their biggest enemy. A plus side to the exploding popularity of late Sixties muscle cars is that plenty of parts--floorpans, trunk floors, quarter panels, rocker panels, even rear frame rails and lower fender patch panels--are available for this generation Coronet R/T, though full steel fenders are not. Aside from the aforementioned mechanical parts, interiors can be restored just as easily, since seat covers, door panels, floor carpet and other associated components can be obtained.
As for performance parts, we've already discussed suspension and brake upgrades, but there are also carburetor, intake, exhaust and cooling system parts that can help boost your power ratings.

Engine
 Intended as a performance car from its inception, two big-blocks were available under the hood of the 1968-'69 Coronet R/T: the base 440 Magnum that made 375hp and the dual-quad-topped 426-cu.in. Street Hemi capable of 425hp (or so).
Brakes
 Oversize drums were standard--power assist was optional--although most collectors prefer an example with the optional power front disc setup. Many OE-style parts are available, and the aftermarket offers modern upgrade kits for both ends of the car.
Transmission
 The three-speed TorqueFlite automatic was a popular standard feature, whereas the optional four-speed manual mandated rear gear selection and prevented accessories such as air conditioning and automatic speed control from being installed.
Interior
 Buying a Coronet R/T meant that vinyl bucket seats were provided, in a choice of six colors: blue, green, red, black, white or gold, the latter of which was replaced by tan in '69. Upgrades included the Rallye Instrument Panel and choice of radio.
Chassis
 The 1969 model year welcomed three performance options to the intermediate unit-body Mopar: Super Performance Axle Package, Track Pack and Super Track Pack, which would have added anywhere from $143 to $272 to the base sticker price.
Body
 Completely revamped for '68, this B-body's overall length measured 206.6 inches; it changed little the following year with the exception of the grille, taillamp panels and hood. Fenders and quarters vary little between years--the main change was the side marker design.

Owner's View
 When I found the car for sale in 1999, it had been stored uncovered in a garage for a few years, so the cats had left a lot of fine scratches in the paint, while some rodents left nut shells all over the intake. I decided to pull the engine right away and rebuilt it with aluminum heads, aluminum Edelbrock intake and a 735-CFM Edelbrock carburetor, which really woke up the 440; I also upgraded some of the suspension and wet-sanded/buffed the paint. Finding parts is a lot easier than it was less than a decade ago, thanks to a lot of the aftermarket's efforts.
The Coronet R/T is a great car to drive--not a road racer by any means, and with the 3.55:1 rear gear it isn't a rocket out of the hole, but it's a great cruiser that can still make you sink in the seats a bit.