19

Listed Now

$31,369

Avg. Asking Price

1952–1969

Year Range

Transmission Distribution

Automatic 68% ◄

Manual 11%

Condition Distribution

Excellent 5%

Good 16% ◄

Fair 5%

Poor 5%

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Belvedere rust patterns vary by generation. The 1954-1961 cars rust at the lower body panels, rear quarter panels, rocker panels, floor pans, trunk pan, and cowl seam. The 1962-1970 B-body cars rust at the lower fenders, rear quarter panels, trunk pan, trunk drop-offs, rear frame rails, floor pans, and the rear window channel on hardtop coupes. Mechanically, Mopar engines from the Belvedere era are bulletproof when maintained. The slant-six (1962-1970), 318 V8, 383 V8, 440 V8, and 426 Hemi are all robust. The 426 Hemi requires specialist setup. The Max Wedge 413 (1962) is a high-performance solid-lifter engine requiring specific knowledge to maintain. Common issues include broken motor mounts on big-block cars, worn timing chains, leaky valve covers and oil pan gaskets, and tired carburetor settings. The Torqueflite 727 automatic transmission is essentially indestructible. The A833 four-speed manual is robust. The 8.75-inch and Dana 60 rear axles are strong. 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.

Trim level verification is the first stop. Belvedere I (base), Belvedere II (mid-trim), Satellite (high-trim), and Satellite Sport (performance) trim levels drive significant value differences. Verify the body style code on the cowl tag. Fender tag verification (1968-1970 cars) is the second stop. The fender tag is a coded plate listing all factory-installed options. Original 1968-1970 tags use specific dome-headed rivets and stamping fonts. For Hemi Belvedere claims, the fifth digit of the VIN must be "R" (Hemi engine code). The fender tag must show the Hemi engine code and appropriate option codes. The engine block must have the matching partial VIN. Galen Govier inspection ($200-$500) is mandatory for any Hemi claim priced over $80,000. For 1962 Max Wedge claims, demand specialist authentication. The Max Wedge 413 V8 has unique casting numbers, special heads (cross-ram intake), and specific stamping codes. Re-stamped 413 blocks are well-documented forgeries. Body alignment is the third 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 cowl tag, every fender tag, every chassis number stamping, every engine bay component, and every identifying tag.

1954-1958 first-generation Belvederes: driver-quality cars run $18,000-$35,000. The 1957 Forward Look styling cars are most desirable. Documented original-paint cars: $30,000-$55,000. 1959-1961 fin-era Belvederes: driver-quality cars run $20,000-$45,000. Convertible cars command 25-35% premium over equivalent hardtops. 1962-1964 early B-body Belvederes: driver-quality cars run $22,000-$45,000. Documented 1962 Max Wedge cars: $80,000-$200,000+. The 1962 Belvedere is the most desirable year of this era. 1965-1967 modern B-body Belvederes: driver-quality 318/383 cars run $20,000-$42,000. Belvedere Satellite Sport: $25,000-$48,000. Documented Hemi cars (rare in Belvedere): $150,000-$280,000+. 1968-1970 Belvederes: driver-quality 318/383 cars run $22,000-$45,000. Satellite Sport with 383 Magnum: $30,000-$55,000. Belvedere Road Runner-platform cars (1968-1970, technically a Belvedere trim): see Road Runner pricing. Documented Hemi Belvederes (1968 only): $200,000-$400,000+. Convertible Belvederes (1965-1970 only) command 25-40% premium over equivalent hardtops. Project Belvederes start around $10,000-$20,000 across most generations. Stripped roller candidates: $5,000-$12,000.

The Belvedere name was used by Plymouth from 1954 through 1970, making it among the longest-running Plymouth nameplates of the era. The name derives from "belvedere", Italian for "beautiful view", chosen by Plymouth's product planners to evoke premium automotive elegance. Plymouth marketed the Belvedere as the upscale variant of the basic Plaza/Cambridge full-size sedans, positioning it above base trim with modest standard equipment upgrades. The 1957 Plymouth Belvedere convertible was used as the time capsule vehicle for the 1957 Tulsa Centennial. The car was buried in a concrete vault on the Tulsa County Courthouse grounds, sealed with sample 1957 consumer products and a barrel of gasoline, scheduled for unsealing in 2007 to commemorate Oklahoma's 100th statehood anniversary. The vault sustained water damage during burial, and when opened in 2007, the 1957 Belvedere was found severely rusted and non-functional. The historical significance drove dramatic media coverage but the actual physical car was beyond restoration. The 1968 introduction of the Plymouth Road Runner used the Belvedere B-body chassis as its foundation. From 1968 through 1970, the Road Runner was technically a Belvedere trim variant rather than a stand-alone model, featuring the same body shell, frame, and structural components as the Belvedere I, II, and Satellite cars but with unique exterior trim and the 383 Magnum V8 standard. The Road Runner became a stand-alone model for 1971, and the Belvedere nameplate was discontinued after 1970 production. For collectors today, well-equipped 1968-1970 Belvedere II and Satellite cars represent attainable B-body Mopar muscle ownership at significantly less cost than equivalent Road Runner or GTX cars.