1967 Plymouth Belvedere For Sale

This 1967 Plymouth Belvedere carries a bored-out 440 with less than 1,500 miles since its rebuild, wrapped in light blue metallic paint that commenters swear looks factory-fresh. Even the people watching couldn’t agree on which Belvedere trim they were looking at. What isn’t up for debate is the drivetrain underneath: a 2,500-stall converter, 3.55 gears, and a Sure-Grip rear end built for launches, not grocery runs.

A 1967 Plymouth Belvedere with a bored-out 440 and less than 1,500 miles on a full rebuild is not what most people expect to find wearing light blue metallic paint and a black vinyl top. More than one commenter says it looks like it just rolled off the assembly line, which is a strange thing to say about a car built the better part of six decades ago. Even the people watching weren’t entirely sure what trim they were looking at, debating in the comments whether this is a base Belvedere or the more serious Belvedere II. Whatever the badge actually says, everything under the skin points to a car built to be driven hard, not parked in a garage.

A 440 That’s Barely Broken In

The centerpiece of this Belvedere is a 440-cubic-inch big block bored .030 over and fitted with a performance camshaft, and according to the listing it has less than 1,500 miles on it since the rebuild was completed. That’s essentially a brand-new engine wearing a decades-old body, which changes how a buyer should think about the car entirely — instead of worrying about wear on high-mileage internals, the concerns shift toward break-in quality and whether the rebuild was done to the standard the fresh numbers suggest. For a big block this size, that’s a meaningful distinction, since a properly broken-in 440 with modest mileage is a very different proposition than one that’s covered tens of thousands of miles since its last rebuild. Buyers shopping this segment often prefer exactly this scenario — a mechanically sorted engine with a documented recent rebuild — over a numbers-matching original that hasn’t been touched internally in decades and may be due for expensive work regardless of how well it looks on paper.

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Built to Launch, Not Cruise

Behind that fresh 440 sits a 727 TorqueFlite automatic transmission paired with a 2,500-stall torque converter, a combination chosen specifically for hard launches rather than smooth daily driving. A higher-stall converter like this lets the engine build RPM against the brake before the car actually moves, so power comes on harder the instant the driver releases — at the cost of a looser, less refined feel at low speeds around town. Backing that up is a rebuilt 8.75-inch rear end with a Sure-Grip limited-slip differential and 3.55 gears, a ratio that favors acceleration over relaxed highway cruising. Every piece of this drivetrain points toward a car set up with straight-line performance as the priority, not comfort.

Feeding the Big Block

A 750-cfm Holley carburetor sits atop an Offenhauser intake manifold, feeding the 440 through a combination that was a popular performance upgrade path for Mopar big blocks throughout the 1970s and beyond. Hedman headers and a new exhaust system routed through Flowmaster mufflers handle the spent gases, while a chrome air cleaner and matching valve covers dress up what’s underneath the hood without pretending to be factory-original. None of these parts would have come on a stock 1967 Belvedere from the factory, but together they represent a coherent, period-appropriate performance build rather than a mismatched pile of whatever parts happened to be available at the time.

Which Belvedere Is This, Exactly?

Commenters watching the video weren’t entirely sure what trim level they were looking at, with one directly asking whether this is a Belvedere II. For 1967, Plymouth’s midsize lineup ran from the base Belvedere up through the better-equipped Belvedere II, and that same year introduced the GTX as a distinct performance-oriented trim that came standard with the 440 Super Commando V8. Whether this particular car started life as a plainer Belvedere that later received a 440, or a higher trim car, isn’t fully settled by the description alone — and that ambiguity is exactly the kind of detail a serious buyer would want to verify against the car’s original build sheet before assuming anything about its factory configuration. It’s a good reminder that a car’s badge and its build sheet don’t always tell the same story once fifty-plus years of ownership, repairs, and part swaps have had time to blur the line between what left the factory and what came later.

A Body That Hides Its Age

Beyond the drivetrain, the listing emphasizes just how solid the body remains: straight panels, original quarter panels, a clean and properly painted undercarriage, and solid rockers and pinch welds — the seams along a car’s rocker panels that are often the first place rust eats through on a Mopar this age. A solid frame and floorboards round out the picture, details that matter enormously to buyers who’ve learned the hard way that a shiny paint job can hide serious structural rust underneath. For a car built in 1967, having all of these areas described as solid and original suggests either a genuinely dry-climate history or careful past maintenance, either of which adds real value beyond what the engine alone provides.

Rolling Stock That Tells on It

American Racing five-spoke wheels wrapped in staggered Uniroyal Tiger Paw GTS tires — 235/60/15 up front and a wider 255/60/15 in the rear — complete the look, and the sizing alone signals intent. A staggered setup like this, with meaningfully wider rubber out back than up front, is a classic period aftermarket choice meant to put more rear contact patch on the pavement for hard acceleration, exactly the kind of upgrade an owner makes when they plan to actually use a car’s power rather than just look at it. Paired with the 2,500-stall converter and 3.55 gears underneath, the wheel and tire package reinforces that this Belvedere was built by someone who intended to drive it hard, not trailer it to shows.

An Interior Built for Business, Not Comfort

Inside, a black bench seat and column shift keep things simple, while aftermarket gauges mounted under the dash suggest the previous owner wanted more real-time engine information than Plymouth’s factory instrumentation offered in 1967. An aftermarket radio, working heater fan, functioning wipers, and a well-kept headliner and carpet round out a cabin the listing describes as being in great shape throughout, without pretending to be luxurious. It’s a fitting match for everything happening under the hood and underneath the car — a Belvedere dressed for function first, built by someone who valued a fresh big block and a well-sorted drivetrain over factory-correct trim details.

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