Dodge’s Dart Swinger 340 Was Small-Block Muscle Chevy Ignored
Today, the sport compact formula may seem intuitively obvious. A lightweight car has the potential for a strong power-to-weight ratio, while benefiting from better cornering and braking than a heavier car. But Detroit circled this equation for years before finally going all-in on the sport compact muscle car.
By the late 1960s, General Motors and Chrysler Corporation were locked in a battle for sport compact supremacy. While Chevrolet designed one of the most recognizable performance badges of all time, it was Dodge that actually came out on top with a better performing compact at a better price point.
1964: The Compact Muscle Car Wars Begin
During the 1950s, Detroit dropped its most powerful engines in personal luxury land yachts. Full-size cars with huge engines dominated NASCAR’s superspeedways. It didn’t look like anything was going to change, until everything changed.
In April 1964, Ford debuted the 1965 Mustang. The stylish and inexpensive sport compact ($2,368 MSRP) was such a stampeding success, that it inspired the entire “pony car” segment. In 1964, you could opt for a 210 horsepower and 300 lb-ft 389 cu-in V8 with a four-barrel carb for an extra $442. The result was still a sub-$3,000 car. And at just 2,556 pounds, it could certainly giddy up. By the end of the partial model year, Ford had sold 263,434 Mustangs. The company brass at both GM and Dodge were desperate to catch up.
1965: Chevy’s Sleeper Mustang Racer
For the 1965 model year, Chevy began to offer the “L79” V8 (which nearly identical to the Corvette-only L76) in any trim of its mid-size Chevelle that customers wanted. These were the days when “SS/Super Stock” was just an expensive appearance package that included bucket seats and an optional tachometer. So buyers—such as drag-racing-addicted teenager Gordon Rohde—hurried to the nearest dealership to order an L79 in a base spec Chevelle 300. The result made 350 horsepower/360 lb-ft of torque, weighed 3,000 pounds (110 less than the Malibu trim), ran 13-second quarter miles, and set Rohde back just $2,480. Drivers in the know were realizing how gnarly the right sport compact could be.
Chevrolet quickly realized it stood to make a lot more if its top-spec engines were locked behind a top trim. It cut the L79 from the Chevelle and began designing an SS lineup.
1967: The Undriveable Dart GTS 383
Dodge responded by stuffing the 383 cu-in version of its big block under the hood of its Dart compact car. The “GTS 383” was far too extreme. The engine was so large, that the engine bay couldn’t fit an AC compressor or power steering pump. So despite the front-heavy car with a drag racing engine, you had to wrestle the wheel lock-to-lock by hand. But that wasn’t the worst of it. The GTS 383’s cramped intake and exhaust system sliced the engine’s output from its regular 325 horsepower/425 lb-ft to just 280 horsepower/400 lb-ft. The GTS 383 defeated the entire purpose of putting a big block in a compact: It was more of a sluggish “badge delivery” system, to be blunt.
General Motors was planning to take a big chunk out of the pony car market with a legendary sport compact in 1968. It didn’t expect Dodge to put up a fight.
The 1968 Chevrolet Nova SS 350 Changed The Game
For 1968, General Motors transitioned the Super Sport badge from a trim to a true performance package. The redesigned compact Nova debuted an SS performance package which included a 350 cu-in V8. This small block V8 made 295 horsepower and 380 lb-ft 350 while the stick shift configuration weighed in at just 3,100 pounds. The automatic was 100 pounds heavier. While the Nova started at $2,995, the 1968 Nova SS 350 cost between $3,200 and $3,300.
The Nova featured an eye-catching fastback design and slanted grille. The SS 350 offered one horsepower for every 10.5 pounds of curb weight. The GM company brass patted themselves on the back while staring wistfully at the Ford Mustang’s rear bumper, sure they’d finally catch up to the legendary pony car. Then a rumbling gathered behind them. Was that the sound of a Mopar?
1968: The Dodge Dart GTS 340 Fired On All Cylinders
For the 1968 model year, the Dart GTS offered a new standard engine. The 340 cu-in V8 was a bored-out small block. Without completely dominating the chassis—as the 383 had—it came with a respectable factory rating of 275 horsepower and 340 lb-ft of torque.
The engine was helped by its 10.5:1 Compression ratio, 4-barrel carburetor, and 6,500 rpm redline. Chrysler Corporation likely downplayed its actual output to qualify for a more competitive NHRA drag racing class, and experts now put the true output around 325 horsepower.
That said, the Dart GTS 340 weighed in at about 3,110 pounds. The automatic transmission added just 50 pounds. On paper, it had a slightly lower power-to-weight ratio than the Nova SS 350, but in actuality it likely beat the top-trim Chevy. And the Dart was just getting started.
1969: Dodge’s Marketing Team Swings Into Action
Today, we’re familiar with fun-loving—even whimsical—Dodge performance badges. From the “Scat Pack” to the “Redeye.” In the late 1960s, Mopar was no different. Once the Dart had proven itself a true sport compact competitor, Dodge marketing decided to give it an image makeover. For the 1969 model year, every 2-door hardtop Dart received a “Swinger” badge. The Dart Swinger was available in multiple trims, including the Custom, GT, and GTS trim. But unlike Chevrolet, Dodge didn’t lock its best engine behind an expensive GTS badge. You could order a 1969 Dart Swinger 340. That configuration would cost you just $2,836.
Dodge knew exactly what a compelling sport compact it had on its hands. It even advertised the Swinger 340 as “6,000 RPM for Less Than $3,000.”
Chevy’s Nova SS Was The Heavier, Pricier Sport Compact
The Dart Swinger 340 wasn’t just cheaper than the Nova SS 350, and competitive on paper. Reviewers agreed it was just plain better. In 1971, MotorTrend finally took a 340-equipped Dart to the track for a head-to-head with its closest sport compact competitors.
The Dart raced to 60 mph in 6.5 seconds and continued on through the quarter mile in 14.49 seconds at 98.25 mph. Meanwhile, the Nova took 8.5 seconds to hit 60, and 15.92 to finish the quarter mile.
The same test featured an AMC Hornet SC 360 and Mercury Comet GT. The Dart’s handling bested them all. That said, the reviewers pointed out that the Dart’s steering had a “numb” feel to it. That said, the Swinger 340 four-speed’s sturdy Hurst shifter added to the unique driving experience.
Despite the 1970s Darts’ superior performance, their marketing never caught up to the Nova SS. MotorTrend concluded, “Chrysler’s 340 cars would never outsell Chevy, but they remained a constant irritant.”
1971: The Swinger Gave Way To The Most Famous Dart Badge
One of the most compelling Dart Swinger competitors was actually another Mopar. Plymouth’s 1970 Duster debuted with the same engine but was 70 pounds lighter and cost $250 less. It also had a cool fastback design that made the notchback Dart Swinger look dated. Buyers agreed.
In 1970, Plymouth sold 25,000 Duster 340s. The Swinger 340 struggled to move 14,000 units. So for 1971, Dodge just pulled rank on Plymouth, demanding Chrysler Corporation give it a rebadged Duster to sell.
Did it badge its new 340-powered fastback as the Dart Swinger? Nope, for some reason Dodge decided to swap names around again. It cut the Swinger 340 and named its rebadged Duster the “Dart Demon.” During 1971, this trick worked. Plymouth’s Duster 340 sales dropped to 12,866 and Dodge nearly tied it with 11,000 Demon 340s sold.
At this point, Dodge Dart coupes had been badged with three different names in just four years. Buyers’ heads were spinning. Meanwhile, the Nova SS kept clean, consistent branding. This may be one of the reasons that history—and collectors—smile on the Nova SS 350 and have almost forgotten the Dart Swinger 340. That said, the short-lived Demon badge was finally revived for Dodge’s drag racing trim of its modern Challenger Hellcat.
All-told, Dodge sold about 33,785 Dart Swinger 340 cars in the 1969 and 1970 model years. In 1971, Dodge sold 10,098 Dart Demon 340s. In 1972, this number dropped to 8,773. Finally, in 1973, Dodge would change the name to “Dart Sport 340” and sell 11,315 of them. All told, Mopar sold 216,924 340-equipped vehicles from 1968 to 1973. Today, a Chrysler A-body with a 340 is one of the last V8-powered classic muscle cars you can touch for under $20,000. Of the seven Swinger 340 coupes that have sold on Bring a Trailer since 2024, two went for $18,000 or less, one sold for $22,250, and the most expensive one changed hands for $35,000.
Chevrolet sold between 125,000 and 135,000 Nova SS 350s by 1974. The Chevrolet 350 would go on to become the “small block” V8 engine family. When GM finally phased it out of production in 2003, the automaker had built over 108 million 350s. The sheer cultural impact of the 350 may be the final reason the Nova SS 350 is so well recognized by collectors. Hagerty estimates the bottom end of the Nova SS 350 market is holding at $30,000, while you can easily pay $60,000 for a top-end car. But don’t forget that the Dart Swinger 340 was likely more powerful, definitely cheaper, and changed the sport compact segment forever.
Sources: MotorTrend and Hagerty
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