1971 Dodge Dart Facts: Engines, Pricing, and Specs

The 1971 Dodge Dart rolled into showrooms with a new base engine under the hood. Gone was the 170 cubic inch slant-six that had been standard on earlier models. In its place sat a 198 cubic inch slant-six producing 125 horsepower at 4,400 RPM, giving the base car more grunt right from the factory. The inline-six configuration kept things simple, reliable, and affordable for buyers who just needed transportation without fuss. That cast-iron block could take a beating, day after day, and the overhead valve setup was nothing fancy but got the job done. Paired with the standard 3-speed manual transmission, this was the entry point into Dart ownership, the version that kept the monthly payments manageable while still delivering enough power to merge onto the highway without feeling like you were piloting a shopping cart.

V8 Power Without Breaking the Bank

Step up from the six and you landed in 318 cubic inch V8 territory, making 230 horsepower at 4,400 RPM through a 2-barrel carburetor. The 5.2-liter displacement provided that classic V8 rumble and the kind of torque that made passing maneuvers feel effortless. Cast-iron block construction kept it durable, and the 16 overhead valves split across eight cylinders delivered smooth, predictable power delivery. This wasn’t the fire-breathing performance option, but it was the sweet spot for a lot of buyers who wanted V8 character without the insurance hit or fuel consumption of the bigger engines. The 318 had been a Mopar staple for years, proven in countless applications, and in the Dart it provided plenty of motivation for the car’s 2,900-pound curb weight. You could get it with the 4-speed manual if you wanted to row your own gears, or let the TorqueFlite automatic handle the shifting while you focused on the road.

The Big Gun: 340 Cubic Inches

At the top of the food chain sat the 340 cubic inch V8 pumping out 275 horsepower at 5,600 RPM. This was the engine that turned a sensible compact into something with legitimate muscle car credentials. The Carter Thermo-Quad 4-barrel carburetor fed the beast, and with a compression ratio sitting at 10.0:1, it needed premium fuel to really sing. That 5,600 RPM power peak told you this wasn’t an engine built for low-end grunt alone. It liked to rev, and when you did, the 340 delivered the kind of acceleration that made people notice. The cast-iron construction kept it together under hard use, and the 16-valve configuration ensured adequate breathing. Drop this engine into a Dart Swinger and you had a genuine performance machine that could embarrass plenty of larger, more expensive cars at the stoplight grand prix. The optional 4-speed manual let you exploit every bit of that power band, though the TorqueFlite automatic was no slouch either, especially with the right rear axle ratio dialed in.

What It Cost to Drive Home

The 1971 Dart started at $2,400 for the 2-Door Special Hardtop, while the Custom Sedan commanded $2,600. Those figures bought you into Dodge’s compact lineup, which at the time represented solid value for a well-built American car with decent performance potential. The base price got you the six-cylinder engine, manual transmission, and fairly spartan accommodations, but even the entry-level Dart was a complete car that could handle daily driving duties without complaint. Move up to the Custom trim and you picked up a few more creature comforts, some additional chrome brightwork, and generally a more finished interior. The pricing structure made sense for the market, positioning the Dart as an affordable option for families or young buyers who didn’t need the size or thirst of a full-size sedan but still wanted something with American V8 availability if they chose to option it.

Gearbox Options for Every Driver

Three transmission choices covered the spectrum from basic to enthusiast. The 3-speed manual was standard issue with the base slant-six, a straightforward gearbox that required no particular skill to operate but also offered no real engagement for drivers who cared about such things. The 4-speed manual, available with the V8 engines, was what the performance crowd wanted. Four forward gears meant you could keep the engine in its sweet spot more of the time, and the mechanical connection between driver and drivetrain made the car feel more alive, more responsive to inputs. Then there was the TorqueFlite automatic, which by 1971 had earned a reputation as one of the best automatics in the business. Smooth, reliable, and capable of handling serious power, the TorqueFlite could be a set-it-and-forget-it convenience appliance or a performance asset with the right tuning and driving technique. In a Dart with the 340 engine, the TorqueFlite proved you didn’t need three pedals to go fast.

The Bones of the Thing

The Dart rode on a 111-inch wheelbase, stretching 197 inches overall, measuring 69.7 inches wide, and standing 53.6 inches tall. Those dimensions placed it firmly in the compact class, though by modern standards it would be considered mid-size. The 111-inch wheelbase provided enough space between the wheels to deliver a reasonably smooth ride while keeping the car maneuverable in traffic and easy to park. That 197-inch overall length meant it could fit in spots where the big Polaras and Monacos couldn’t even think about squeezing. The width gave adequate shoulder room for six passengers across the bench seats, and the height kept headroom reasonable without making the car feel like a tall-riding sedan. These proportions worked together to create a package that felt substantial without being cumbersome, compact without being cramped.

Keeping Weight Under Control

At 2,900 pounds, the Dart maintained a respectable power-to-weight ratio, especially with the V8 engines bolted in. That curb weight reflected the unibody construction and relatively modest size of the platform. Less weight meant better acceleration with any given engine, improved fuel economy, and handling dynamics that didn’t require huge tires and suspension components to manage the mass. The lightweight nature of the Dart was part of what made the 340-equipped versions so quick. You were moving nearly a ton less metal than a big-block B-body, and that showed up in the quarter-mile times. Even with the base six-cylinder, the moderate weight meant the car felt lively enough in normal driving, responsive to throttle inputs and not sluggish getting up to speed.

Room for Six

Every 1971 Dart seated six passengers, whether you bought the 2-door hardtop or the 4-door sedan. Bench seats front and rear made this possible, with enough width to accommodate three adults across each row if nobody minded getting friendly. The front bench meant no console or bucket seat bolsters, just a flat cushion that allowed the center passenger to slide over when five people needed to fit. The rear seat provided adequate legroom given the 111-inch wheelbase, though taller passengers felt the limitations of the compact dimensions on longer drives. That six-passenger capacity was important in 1971, when many families had only one car and needed to transport everyone at once. The 2-door models made rear seat access more challenging, requiring the front occupants to tilt or fold their seatbacks forward, but the 4-door configuration solved that problem entirely.

Bigger Wheels All Around

For 1971, 14-inch wheels became standard equipment, replacing the smaller wheels that had been fitted to earlier Darts. This wasn’t a dramatic change, but it mattered for tire selection and overall stance. The larger wheel diameter meant the Dart could wear wider tires if desired, improving grip and handling characteristics. Those 14-inch wheels came standard with D78-14 belted black sidewall tires, which provided adequate traction for normal driving but could be upgraded to something stickier for performance applications. The wheel size also affected gearing and speedometer calibration, though the differences were minor enough that most drivers never noticed. What they did notice was that the car looked a bit more substantial with the larger wheels filling out the wheel wells more completely.

Rear Axle Rationalization

The 8¼-inch heavy-duty rear axle replaced the previous 8¾-inch unit as an option, while the standard rear axle remained at 7¼ inches. This might seem like a downgrade on paper, going from 8¾ to 8¼ inches, but the reality was more about parts consolidation and manufacturing efficiency than performance. The 8¼-inch axle was plenty strong enough for the Dart’s power levels, even with the 340 V8, and using fewer axle variants across the Chrysler lineup reduced costs and simplified inventory. The standard 7¼-inch axle was adequate for the six-cylinder and mild V8 applications, though anyone planning serious performance work typically opted for the larger unit. Gear ratios were 2.76:1 for automatics and 3.23:1 for manuals in standard form, though other ratios could be ordered. That 2.76 ratio kept highway cruising quiet and economical, while the 3.23 provided more aggressive acceleration at the expense of slightly higher RPMs at speed.

The End of Left-Hand Threads

In a small but significant change, Chrysler finally abandoned their practice of installing left-hand-threaded wheel studs on the driver’s side. For years, Chrysler had used left-hand threads on the left side and right-hand threads on the right, the theory being that the rotation of the wheels would naturally tighten the lug nuts rather than loosen them. In practice, this created confusion for mechanics and do-it-yourself owners who stripped studs or over-torqued fasteners by turning them the wrong direction. Starting in 1971, all Dart wheel studs used conventional right-hand threads, making wheel removal and installation consistent across all four corners. This simplified tire rotations, brake work, and roadside tire changes, eliminating one of those quirks that had defined Chrysler products for decades.

Swinger 340 Package Details

The Dart Swinger 340 combined the most powerful engine with specific visual cues that set it apart from lesser models. Optional hood scoops could be added, providing a functional ram-air setup or just the aggressive look even if you didn’t spring for the full functional hardware. The blackout hood treatment was another available option, typically featuring flat black paint or tape graphics that broke up the hood’s expanse and added visual interest. The Swinger name denoted the 2-door hardtop body style, and with the 340 badge, everyone knew what you had under the hood. That 4-speed manual transmission was the transmission of choice for most Swinger 340 buyers who wanted maximum control over the power delivery, though plenty of folks ordered the automatic for street driving convenience and consistent performance at the drag strip.

Vent Wing Deletion and Retention

The Swinger lost its vent wings for 1971, those small triangular windows at the front of the door glass that could be opened to direct fresh air into the cabin. The deletion cleaned up the door’s appearance and probably saved a few dollars in manufacturing costs, but it also eliminated a ventilation option that many drivers appreciated. With the vent wings gone, you relied entirely on the main door glass or the optional air conditioning to manage cabin temperature and airflow. Interestingly, the 4-door sedans retained their vent wings, creating a visual distinction between body styles and suggesting that Chrysler believed sedan buyers valued the functional advantage more than 2-door coupe buyers cared about the slightly cleaner styling.

Quiet Car Package for Refinement

A new “Quiet Car” package consisted of extra sound insulation, premium exhaust hangers, and an exhaust resonator aimed at reducing cabin noise levels. This addressed one of the compact car compromises of the era: interior noise and harshness that reminded passengers they were in a smaller, less expensive vehicle. The additional insulation targeted road noise from the tires, wind noise from the body seams, and general vibration transmitted through the unibody structure. The premium exhaust hangers used rubber isolators to prevent exhaust system buzz and resonance from reaching the cabin, while the resonator smoothed out the exhaust note and reduced drone at highway speeds. For buyers who wanted a quieter, more refined driving experience but didn’t want to step up to a larger, more expensive car, the Quiet Car package delivered measurable improvement without dramatically increasing the price.

Overdrive Transmission Innovation

The A833OD Overdrive 4-speed manual featured aluminum housing and a final drive ratio of .73:1, which transformed highway cruising by allowing the engine to spin at significantly lower RPMs while maintaining legal speeds. This was a significant innovation at a time when most 4-speed transmissions had a 1:1 top gear, meaning engine speed and driveshaft speed were identical. With the .73:1 overdrive ratio, the driveshaft turned faster than the engine, effectively providing a tall cruising gear that reduced fuel consumption and engine wear while lowering cabin noise. The aluminum housing saved weight compared to the standard cast-iron 4-speed, though it required more careful handling and maintenance to avoid damage. This transmission option appealed to drivers who wanted performance from their 4-speed but also drove their Darts significant highway miles and appreciated the fuel economy and comfort benefits of the overdrive top gear.

Dart Lite Fuel Economy Achievement

The Dart Lite with manual transmission achieved 36 miles per gallon in EPA highway testing, an impressive figure that demonstrated what could be accomplished with a lightweight platform, efficient drivetrain, and aerodynamic optimization. The Dart Lite was a special package focused on maximizing fuel economy through weight reduction and careful component selection, arriving later in the 1970s as fuel prices climbed and efficiency became a more important selling point. That 36 MPG highway number put the Dart Lite in competition with much smaller economy cars while maintaining the roominess and utility of a compact sedan. The manual transmission was key to achieving that figure, as the automatic’s torque converter and additional weight penalty cost several MPG in real-world driving. For buyers prioritizing operating costs over performance, the Dart Lite represented an intelligent approach to personal transportation during the energy crisis era.

Recirculating Ball Steering

The Dart used recirculating ball steering, the standard power steering technology of the time for American cars. This mechanical system employed a worm gear and ball nut mechanism with recirculating ball bearings to convert steering wheel rotation into lateral movement of the steering linkage. It was durable, relatively simple to maintain, and provided adequate road feel for the era, though it lacked the precision and feedback of more modern rack-and-pinion systems. The recirculating ball setup was well-suited to the Dart’s mission as a practical compact car, offering light steering effort for parking maneuvers and stable highway tracking without demanding constant correction. Manual steering was standard on base models, while power assist was optional, using a belt-driven hydraulic pump to reduce steering effort without completely isolating the driver from road feedback.

Standard Tire Specifications

D78-14 belted black sidewall tires came as standard equipment, providing adequate grip for the Dart’s performance envelope and weight. The “D78” designation indicated the tire’s aspect ratio and load rating, while the “14” specified the wheel diameter. Belted construction used reinforcing belts under the tread surface for improved stability and wear characteristics compared to bias-ply tires, though these weren’t yet the radial tires that would become standard later in the decade. Black sidewalls kept costs down and gave the car a utilitarian appearance, though whitewall tires were available as an option for buyers who wanted a dressier look. The D78-14 size was common across many compact and mid-size cars of the period, meaning replacement tires were readily available and competitively priced. Performance-oriented buyers typically upgraded to wider tires with stickier compounds, especially on V8-equipped models where the standard rubber struggled to put the power down cleanly.

Cast-Iron Engine Block Construction

All three engine options, from the base 198 cubic inch slant-six through both V8 variants, featured cast-iron cylinder blocks. This material choice prioritized durability and cost-effectiveness over weight savings. Cast iron could withstand the thermal cycling and mechanical stresses of internal combustion better than aluminum alloys of the era, and it was easier and cheaper to manufacture in the volumes Chrysler required. The weight penalty was real, as cast iron added several hundred pounds to the car’s curb weight compared to aluminum construction, but few buyers in 1971 were willing to pay the premium for exotic materials in a compact car. The cast-iron blocks also handled cylinder boring for rebuilds more forgivingly, allowing the engines to be refreshed and returned to service multiple times over their operational lives.

V8 Valve Configuration

Both V8 engine options used 16 overhead valves, working out to two valves per cylinder in the traditional intake-exhaust arrangement. This was conventional technology for the period, providing adequate breathing and combustion efficiency without the complexity and cost of more exotic valve arrangements. The overhead valve configuration placed the valves in the cylinder head, operated by pushrods and rocker arms connected to the camshaft in the engine block. This design was well-understood, reliable, and serviceable with basic tools, making it appropriate for a car likely to see owner maintenance and repairs over its lifespan. The two-valve setup limited ultimate performance compared to multi-valve designs, but in the context of 1971 technology and emission requirements, it delivered sufficient power and efficiency.

Transmission Availability by Engine Choice

The 3-speed manual came standard with the base slant-six, while the more desirable 4-speed manual and TorqueFlite automatic required one of the V8 engines. This tiering made sense from both a cost and capability standpoint. The six-cylinder didn’t produce enough power to justify the expense and complexity of a 4-speed transmission, and most buyers choosing the base engine prioritized economy and simplicity over performance. Those who ordered a V8 were clearly interested in more power and likely willing to pay for the transmission upgrades that would best exploit that power. The automatic’s availability across the engine range meant even six-cylinder buyers could opt for the convenience of two-pedal driving, though the performance gap between automatic and manual transmissions was more noticeable with the smaller engine’s modest power output.

Fourth Generation Production Series

The 1971 Dart belonged to the fourth generation production series that ran from 1970 through 1976, representing the final evolution of the Dart nameplate before it was discontinued. This generation refined the formula established in earlier years while adapting to changing regulations and market conditions. The 1970 restyle had given the Dart a more modern appearance with revised sheet metal, and the 1971 model carried those changes forward with minor updates. The extended production run of this generation reflected both the soundness of the design and the financial challenges facing Chrysler during the early 1970s, when developing all-new platforms became increasingly expensive and risky. By keeping the Dart in production with incremental changes, Chrysler maintained a presence in the compact segment without the massive investment required for a complete redesign.

Trunk Space Consistency

The Dart maintained 14.1 cubic feet of trunk space, carrying over the cargo capacity from the 1969 model despite revised rear styling. This demonstrated that the exterior changes didn’t compromise practicality, keeping the trunk large enough for luggage, groceries, or general hauling duties. That 14.1 cubic feet was adequate for a compact car of the era, providing enough space for several suitcases or a substantial shopping trip without requiring the cavernous trunk of a full-size sedan. The trunk’s shape and accessibility mattered as much as raw volume, and the Dart’s trunk opening was wide enough to load larger items without difficulty. The consistency in trunk capacity across model years simplified packaging decisions for buyers cross-shopping different Dart years and allowed Chrysler to use common carpeting and trim pieces across the production run.

Shared Platform Engineering

The Dart sedans and coupes were based on the unibody Plymouth platform, reflecting Chrysler’s practice of sharing engineering and components across brands to reduce development costs and maximize parts commonality. This platform sharing meant the Dart and its Plymouth Valiant cousin used the same basic structure, suspension mounting points, and many mechanical components, though exterior styling and trim differentiated the brands. The unibody construction integrated the body and frame into a single structure, reducing weight compared to traditional body-on-frame designs while maintaining adequate rigidity and crash protection. Platform sharing allowed Chrysler to offer both Dodge and Plymouth dealers a competitive compact car without duplicating development expenses, though it sometimes led to criticism that the brands were insufficiently differentiated.