29

Listed Now

$69,069

Avg. Asking Price

1968–1975

Year Range

Transmission Distribution

Automatic 45%

Manual 52% ◄

Condition Distribution

Excellent 41% ◄

Good 7%

Fair 3%

✓

✓

✓

✓

✓

✓

✓

✓

✓

✓

Road Runner rust patterns follow the Mopar B-body convention. The 1968-1974 cars rust at the lower fenders, rear quarter panels, trunk pan, trunk drop-offs, rear frame rails, floor pans, rocker panels, and the rear window channel on hardtop coupes. The 1975-1980 F-body cars rust at the front strut towers, lower quarter panels, floor pans, and rear shock towers. Mechanically, the Mopar 383 Magnum, 440 4-barrel, 440 Six Pack, and 426 Hemi big-block V8s are bulletproof when maintained. The 426 Hemi requires specialist setup. The A727 Torqueflite automatic and A833 four-speed manual transmissions are essentially indestructible. The 8.75-inch rear axle is strong; the Dana 60 (in 426 Hemi and 440 Six Pack cars) is even stronger. The B-body unibody is structurally lighter than competitors of the same era and prone to flex damage on hard-driven cars. Push down on each corner and watch the doors. Front torsion bar mounting points and rear leaf spring mounting points are critical structural areas. Electrical issues are universal classic-car concerns. Original wiring is brittle 50+ years on. Voltage regulators on 1970-1972 cars commonly fail. Ammeter wiring on dashboards has caused fires in some cars — always check the back of the gauge cluster for heat damage. For 1968 cars, the original "Beep-Beep" horn is increasingly difficult to source if damaged. Reproduction horns are available but sound slightly different from originals.

Fender tag and broadcast sheet are the gold-standard authentication for any Mopar B-body. The fender tag is a coded plate listing all factory-installed options. Original 1968-1974 tags use dome-headed rivets and specific stamping fonts. For Road Runner claims, verify the Road Runner-specific RPO codes on the fender tag. The 5th digit of the VIN identifies the engine code: H=383 4V, L=383 Magnum, U=440 4V, V=440 Six Pack, R=426 Hemi. Cross-reference all three (VIN, fender tag, engine block partial VIN). For Hemi Road Runner claims, demand Galen Govier inspection ($200-$500). The Hemi engine has unique casting numbers, special engine mounts, and specific stamping codes. Re-stamped 440 blocks are well-documented forgeries. For 1970 Superbird claims, verify against the international Superbird registry. Only 1,920 cars were produced — every chassis number is documented. The Superbird package included specific equipment: 19-inch fiberglass nose cone, 24-inch tall rear wing, vinyl roof (mandatory), aerodynamic body modifications. Documented Superbird cars must have all original equipment present and verified. For 1968 cars, verify the original "Beep-Beep" horn. Original 1968 Road Runner horns mimicked the cartoon character's sound and add value when present and original. Body alignment is the second non-negotiable for B-body cars. Push down on each corner and watch the doors. Door movement relative to the body indicates chassis flex damage. Document the car. Photograph every panel, every fender tag, every chassis number stamping, every engine bay component, and every identifying tag.

1968 Road Runner: driver-quality 383 cars run $35,000-$60,000. Documented original-paint, low-mileage cars: $55,000-$95,000. The 1968 Hemi Road Runner (only 1,019 built) commands $200,000-$450,000+ documented. 1969 Road Runner: driver-quality 383 cars run $35,000-$65,000. The 1969 Road Runner with the 440 Six Pack: $55,000-$120,000 documented. The 1969 Hemi Road Runner: $250,000-$500,000+. 1970 Road Runner (regular hardtop or convertible): driver-quality 383 cars run $40,000-$70,000. 440 Six Pack: $70,000-$140,000. Hemi: $300,000-$650,000+ for documented numbers-matching cars. 1970 Superbird: driver-quality 440 4-barrel cars run $200,000-$400,000. 440 Six Pack: $300,000-$650,000. Hemi: $700,000-$1.5M+ for documented numbers-matching cars. 1971-1972 second-generation Road Runner: driver-quality 383/400 cars run $32,000-$55,000. 1971 440 Six Pack GTX: $80,000-$160,000. 1973-1974 second-generation Road Runner (post-Hemi era): driver-quality 318/360 cars run $25,000-$45,000. 1975-1980 F-body Road Runner: driver-quality cars run $14,000-$28,000. The 1975 final B-body Road Runner is more desirable than later F-body cars. Convertible Road Runners (1969-1971 only) command 30-50% premium over equivalent hardtops. The 1970 Hemi convertible (only 4 built) is the rarest factory Road Runner ever produced. Project Road Runners start around $20,000-$40,000 for B-body cars. Stripped roller candidates: $10,000-$22,000.

The Plymouth Road Runner was conceived in 1967 by Plymouth product planner Jack Smith as a deliberately-stripped budget muscle car — the goal was to undercut the GTO and other premium muscle cars by hundreds of dollars. The original 1968 Road Runner launched at $2,896 versus the GTO's $3,253 — a $357 difference that was significant in 1968. Buyers responded enthusiastically: the Road Runner sold over 44,000 units in its launch year, dramatically exceeding Plymouth's sales projections. Plymouth licensed the Road Runner cartoon character from Warner Bros. for approximately $50,000 — a then-significant marketing investment. Chrysler engineers spent considerable time tuning the special "Beep-Beep" horn to mimic the cartoon character's sound exactly. Original 1968 horns are increasingly collected by enthusiasts and add 5-10% value to documented original cars. The 1970 Superbird was developed specifically to lure NASCAR star Richard Petty back to Plymouth from Ford (where Petty had moved for 1969). The car's aerodynamic modifications were extreme — 19-inch fiberglass nose cone, 24-inch tall rear wing — but they made the Superbird capable of 200+ mph on superspeedways. Petty drove the Superbird in 1970 NASCAR competition and won 18 races. Federal regulations required Plymouth to build a minimum number of street-legal Superbirds for homologation; the 1,920 production figure dramatically exceeded the minimum requirement and represents one of the few times Plymouth built more "homologation specials" than NASCAR rules required.