2018 Dodge Charger

The SXT, the volume trim, carries the 3.6L Pentastar V6 at 292 hp @ 6,350 rpm — 2018 is a carry-over year for the LD-platform Charger (facelifted for 2015, no powertrain change for 2018 per Wikipedia), so the figure holds across the model year. 292 hp is solid mid-pack for a large RWD coupe-segment sedan, well below the lineup's V8 trims that run to the 707-hp Hellcat.

260 lb-ft at 4,800 rpm from the Pentastar V6 is unremarkable for the segment — it arrives late in the rev range compared with the turbocharged four-cylinders common among luxury-coupe rivals, though the V6 Charger is meaningfully heavier and larger than most of those cars.

Car and Driver's instrumented test of the 2018 Charger SXT recorded 6.4 s to 60 mph (14.9 s / 95 mph quarter-mile) — respectable for a 292-hp V6 sedan-coupe but well off the pace of the V8 trims and of lighter turbo-four rivals in the segment.

The naturally aspirated Pentastar V6 delivers power predictably with no turbo lag, and reviewers describe it as smooth and adequately quiet at cruise, but it is also widely noted as the Charger's least characterful engine — unhurried off the line and unremarkable compared with the V8 trims sold in the same showroom.

The ZF-sourced 8-speed automatic standard across the 2018 Charger lineup is well regarded for smooth, well-timed shifts and quick, decisive kickdowns, with no CVT drone or hunting reported even on the V6 cars.

All-wheel drive is restricted to two of the ten 2018 Charger trims (GT and GT Plus, both V6-only) and is unavailable on the SXT, R/T or any SRT/Scat Pack V8 model — the performance trims most likely to want it stay RWD only. The system itself is a basic on-demand setup with no low range or terrain modes, so even where offered it's unsophisticated.

Four genuinely distinct gas engines span the 2018 range — a 3.6L V6, a 5.7L V8, a 6.4L V8, and a 707-hp 6.2L supercharged V8 in the Hellcat — which is real breadth for a coupe-segment nameplate and lets buyers step from a daily-driver V6 all the way to a factory supercar-killer. Held out of the top band because none of it is electrified and the lineup is entirely gasoline.

EPA rates the volume SXT RWD V6 at 19 city / 30 highway / 23 combined MPG on regular unleaded. That trails most gas-sedan/coupe-segment rivals because the Charger is a large, heavy platform shared with the Chrysler 300, and the V8 trims fall further still.

19 MPG city is low for the coupe-segment gas band, reflecting the Charger's roughly 4,000 lb curb weight and traditional torque-converter automatic rather than a focus on efficiency.

30 MPG highway is the Charger's strongest efficiency figure, helped by the 8-speed automatic's tall overdrive gearing and cylinder deactivation on the Pentastar V6, though still mid-pack against the segment's smaller-engined rivals.

With an 18.5-gallon fuel tank and 23 MPG combined, the SXT V6 Charger nets roughly 426 miles of combined range — decent for the segment thanks to a large tank, even though the underlying fuel economy is below average.

EPA's standard 15,000 mi/yr estimate puts the SXT V6 at $2,900/yr on regular gas — toward the expensive end of the gas-coupe band, and the V8/Hellcat trims run substantially higher still.

The volume SXT/SXT Plus/GT V6 trims run on regular 87-octane unleaded with no premium requirement, keeping day-to-day fuel cost down even though the V8 performance trims upstream call for midgrade or premium.

NHTSA's full test battery for the LD-generation Charger (unchanged structure for 2018) returned an overall 5-star rating, with a 4-star frontal result pulling down otherwise perfect side and rollover scores.

IIHS rated the 2018 Charger Good across moderate overlap front, side, roof strength, and head restraints, but the small-overlap front driver-side test — one of the key tests the scoring guidance flags — came back Marginal, which by itself disqualifies any Top Safety Pick award regardless of how clean the rest of the sheet is.

Nothing in the core ADAS suite — forward collision warning/AEB, adaptive cruise, lane keep assist, blind-spot monitoring — is standard on the volume SXT trim; all of it is bundled into the optional Technology Group, which isn't even offered on the base SXT (it starts at SXT Plus) or Premium Group packages.

IIHS front crash prevention testing on an optionally-equipped Charger returned a Superior vehicle-to-vehicle rating (avoided the 12 mph test entirely, cut 12 mph off closing speed at 25 mph), but the system is option-only equipment on the volume trim and no pedestrian or nighttime result is published for this generation, so the headline rating overstates what most buyers actually get.

Blind Spot Monitoring and Rear Cross-Path Detection are offered as a standalone option on the SXT and bundled into the Technology/Premium groups on higher trims, so coverage reaches most of the lineup, but it's alert-only — no braking or steering intervention.

LaneSense is lane-departure-warning-with-corrective-nudge, not true lane centering, and it's only reached through the optional Technology or Premium Groups starting at SXT Plus — period reviews describe it as a basic warning/tug system rather than a confidence-inspiring centering assist.

Adaptive cruise control is available only via the optional Technology Group and is a conventional radar-based system without an integrated highway-assist/centering companion feature for this generation — capable on the highway but not a combined ADAS suite.

No hands-free highway driving system (BlueCruise/Super Cruise/FSD-equivalent) existed in the FCA lineup for 2018 — the Charger's most advanced offering is option-bundle adaptive cruise with lane departure warning, both hands-on systems.

IIHS tested all seven 2018 Charger headlight configurations (halogen and HID projector units) and rated every single one Poor — excessive low-beam glare and inadequate illumination on curves regardless of trim or high-beam-assist availability.

The Charger's four-door sedan greenhouse gives better forward sightlines than a true two-door muscle-car coupe, with a standard backup camera compensating for its thick rear roof pillars and high beltline that compromise rear-quarter visibility — period reviews call the rear/three-quarter view the weak point.

As a four-door sedan body (5-seat capacity) the Charger has real rear doors and a usable back seat unlike a true two-door coupe, so LATCH anchors are reachable without major contortion, though the lower anchors sit somewhat deep in the seat bight as on most FCA sedans of this era and the sloped roofline pinches rear headroom for a forward-facing seat.

The 2018 Charger seats 5 across every trim — a front bucket pair and a 3-person rear bench — unchanged on the LD-platform shell since the 2015 facelift.

Manufacturer-published figure for the 2018 Charger SXT; a sunroof trims headroom to 36.9 in on SXT Plus and above.

Manufacturer-sourced figure for the 2018 Charger's front seating position, identical across trims.

The Charger's four-door, full-size-sedan-derived body gives it unusually generous rear headroom for the coupe/muscle-car class it is scored against, which groups it with true 2-door sports coupes.

A genuine four-door body gives the Charger sedan-like rear legroom, far exceeding the two-door coupes and roadsters that make up most of its scoring segment.

16.5 cu ft trunk volume is Dodge's published EPA luggage compartment figure for the LD-generation Charger, unchanged for 2018 across SXT/GT/R/T trims; it is large for a 'coupe'-classed vehicle because the body is a full-size sedan shell.

Conventional console bin, door pockets and a pass-through trunk; nothing standout versus rivals but nothing sparse either — a mid-pack large-sedan layout.

Base cloth seats are supportive for highway stints but flat-bottomed and unremarkable; leather/Nappa and heated sport seats on upper trims improve things but aren't standard on the volume SXT.

V6 SXT models ride compliantly with noticeable body lean in corners — a comfortable cruiser rather than a sports-tuned chassis — while the firmer Scat Pack/SRT trims (not the volume configuration) trade comfort for control.

Significant sound insulation mutes road and wind noise on the V6 Charger, though you can still feel most bumps transmitted through the structure; not class-leading isolation versus luxury coupe rivals.

Dual-zone automatic climate control is standard, but heated seats, a heated steering wheel and ventilated seats are gated behind the Cold Weather Package and upper trims rather than standard on the base SXT volume trim.

Entry-trim MSRP for the 2018 model year, including the standard FCA destination charge.

GT is the volume-trim sweet spot for 2018 — the mainstream V6 trim (with optional AWD) most retail buyers chose over the base SXT or the V8 R/T/Scat Pack performance trims.

No Edmunds True Cost to Own archive exists for the 2018 Charger specifically; extrapolated from adjacent model years on the same LX-platform V6/V8 lineup, which is a stable, carryover powertrain across this window.

Third-party depreciation estimates for the Charger disagree (32% vs. 41% five-year depreciation from different sources); 60% retention is the midpoint, roughly in line with the full-size-sedan-category average of ~61% retention.

Standard FCA/Dodge basic limited warranty for the 2018 model year — the segment-typical minimum, not an enhanced term.

Standard FCA/Dodge powertrain warranty for 2018 — competitive but not class-leading (several rivals and Hyundai/Kia reach 10 yr/100k).

2018 Dodge did not bundle complimentary scheduled maintenance (unlike some rivals' 1–2 yr included service); coverage is limited to standard roadside assistance for the duration of the basic warranty, with paid Mopar "Complete 360" maintenance plans available as an add-on rather than included.

$34,490 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $20,694) leaves about $13,796 in depreciation. Add the projected $7,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,596 in total.

Sources disagree: Consumer Reports rated the 2018 Charger 'Better-Than-Average' and gave it a CR Recommended badge, while J.D. Power's separate forward-looking Predicted Reliability metric scored it 2/5 (below average) even as its historical Quality & Reliability score came in at 81/100 ('Great'). Splitting the difference between the two well-sourced but conflicting verdicts lands this in the average/mixed-signal band.

2018 was one of Dodge's best-ever reliability years: Consumer Reports' annual brand reliability survey placed Dodge 8th overall (the only domestic brand in the top 10, up 13 spots year over year), and J.D. Power's 2018 Vehicle Dependability Study rated the Challenger and Charger specifically as 'Great' (84-85/100), though the brand average is pulled down somewhat by weaker Journey/Durango dependability.

NHTSA shows six recall campaigns touching the 2018 Charger, several of them safety-critical rather than cosmetic: a side curtain airbag inflator rupture risk (fragments can strike occupants), a Takata-style stall-inducing voltage regulator defect, a front driveshaft/U-joint separation risk on AWD V8 pursuit cars, an incorrect transmission park-lock rod allowing unintended rollaway, and a cruise-control-won't-deactivate campaign. The volume and safety severity of this pattern is above the typical-for-segment level.

The 3.6L Pentastar V6 and 5.7L HEMI V8 are mature, high-mileage-proven powertrain families with strong long-term reputations across the Chrysler/Dodge/Jeep lineup. The ZF-derived 8-speed automatic paired with them, however, draws persistent owner complaints on forums (rough/flared 1-2 shift, slow-to-warm cold-shift behavior, intermittent harsh shifts) — real but not failure-prone issues, which is why this sits in the mixed-history band rather than top-tier.

Reviewers consistently single out hard, cheap-feeling plastics on the lower dash and door panels as a letdown for a Premium-priced car, even while praising the comfortable, supportive seats and spacious cabin layout. For its price class this lands below the competitive band.

No widespread reports of panel-gap, rattle, or assembly-consistency complaints were found for this generation; J.D. Power's APEAL score of 4/5 and 'Great' initial Quality & Reliability rating (81/100) point to solid, if unremarkable, assembly quality.

Dodge/Chrysler-Dodge-Jeep-Ram dealers form one of the larger nationwide networks in the US, giving broad service access, but aggregate customer-service satisfaction scores for the brand are mediocre rather than strong.

RepairPal rates Charger reliability 3.5/5 with average annual repair cost around $652 — in line with full-size/mainstream segment norms — and the shared Chrysler/Dodge/Jeep parts bin plus a large Mopar aftermarket keep routine parts cheap and widely available, though a handful of specific jobs (timing chain tensioner, certain wheel replacements) run expensive.

The volume SXT ships with a 7-inch Uconnect 4 touchscreen; the larger 8.4-inch Uconnect 4C unit is standard from SXT Plus upward.

Uconnect 4 was widely praised by period reviewers as among the quickest, most intuitive infotainment systems on sale, with physical knobs retained alongside the touchscreen.

Apple CarPlay and Android Auto are standard on the SXT's 7-in Uconnect 4, but only via wired USB connection — wireless projection was not offered on the Charger in 2018.

Uconnect's voice commands handle basic phone/audio/climate tasks adequately; native GPS navigation is a separate option package rather than standard, and most owners default to CarPlay/Android Auto maps.

Standard 6-speaker Alpine audio is adequate; a 9-speaker Alpine upgrade is available mid-range, and a 19-speaker, 900-watt Harman Kardon system tops out the range on upper trims — a broad, well-regarded spread for the segment.

The Charger retains analog gauges with a small reconfigurable driver information display between them; it is not a full configurable digital cluster even on top trims like SRT, unlike some 2018 rivals.

Uconnect 4 in this era supported map and some software updates over the embedded connection for subscribed vehicles, but not comprehensive whole-vehicle OTA updates; coverage is largely infotainment-only.

The Uconnect app supports remote start (10-min run), lock/unlock, horn/lights, vehicle finder and vehicle info — solid core functionality, though it is subscription-gated after an initial trial and lacks a digital key.

Dual USB ports are standard in the media hub, but there is no USB-C and no factory wireless charging pad was offered on the 2018 Charger — a Qi charging kit existed only as a dealer-installed retrofit, not a factory option.

Remote start and keyless entry are included on the SXT, and Keyless Enter-n-Go proximity entry with push-button start is available/standard on most trims, but there is no phone-as-key feature.

A backup camera with gridlines is standard and rear park-assist sensors are included, but no 360-degree surround-view camera is offered on any 2018 Charger trim, limiting the ceiling versus rivals that offer a top-down view.

No head-up display was offered on the 2018 Dodge Charger on any trim, including SRT/Hellcat.

Four real doors and 40.1 in of rear legroom make car-seat installation and kid loading genuinely workable, unlike a true two-door, but the low, sporty roofline and seat height are still a step down from a crossover or family sedan.

NHTSA rated the 2018 Charger 5 stars overall, but IIHS scored it Marginal on the driver's-side small overlap front test and Poor on headlights, and the key ADAS features (forward collision warning, adaptive cruise, blind spot) are optional Technology Group packages rather than standard on the affordable SXT.

A compliant highway ride, usable rear seat room and a class-competitive 16.5 cu ft trunk support multi-hour family trips reasonably well, though rear-seat amenities (vents, charging) are not generous on the base trim.

The V6 Charger is an easy, relaxed daily driver with smooth low-speed manners and good forward visibility for its size, though its full-size footprint adds some effort in tight traffic.

EPA rates the RWD V6 Charger at 23 mpg combined (19 city/30 hwy) on regular gas — average for a large RWD sedan but well behind efficient commuter cars; AWD drops this further to 21 combined.

At 198.4 in long with a 37.7 ft curb-to-curb turning diameter, the Charger is a full-size car that takes more effort to park and thread through tight city streets than most segment rivals, offset only partly by a standard backup camera.

The consumer Charger has only a nominal 1,000 lb max gross trailer weight and no cargo-bed or payload capability — it is a passenger sedan with a trunk, not a work tool.

The Charger's LD platform underpins the Dodge Charger Pursuit police package, giving it a genuine fleet-duty reputation for durability, but the consumer model itself is not marketed or equipped for commercial work use.

No onboard power outlets, tie-downs, or upfit ecosystem exist for the consumer Charger — it offers nothing for jobsite use beyond a standard trunk.

A 23 mpg combined EPA rating gives roughly 400+ miles of highway range on its 18.5-gal tank, and the V6 Charger's quiet, compliant ride suits mile-eating duty, though standard-trim driver-assist features are limited without the optional Technology Group.

AWD is available on the V6 Charger (GT/GT Plus) for better foul-weather traction, but low ground clearance, no factory roof rack/rail provisions, and a street-tuned chassis leave it with little genuine off-pavement or gear-hauling capability.

A standard 60/40 split-folding rear seat with trunk pass-through and a 16.5 cu ft trunk handle normal luggage and moderately bulky gear well, but there's no roof rack and the low trunk opening limits very large items.

The V6 Charger corners flat with accurate steering and controlled body motions for a 4,020 lb sedan, but reviewers consistently note it isn't an engaging or connected experience compared with true sports coupes in this segment.

Steering is well-weighted and adds a sense of high-speed stability, but reviewers describe little genuine road feel or feedback through the wheel.

Instrumented testing of the SXT V6 recorded a strong ~102-foot stop from 60 mph, better than most large-sedan peers, with no fade on repeated heavy use, though pedal feel is unremarkable rather than sporty-sharp.

The 3.6L Pentastar V6 (292 hp standard) paired with the 8HP70-derivative 8-speed automatic shifts smoothly with adequate, linear throttle response; it lacks the immediacy of the V8 models but has no notable rough spots.

The V6 is unobtrusive and quiet under light load with a modest, inoffensive engine note; it's far less characterful than the V8 models but also less intrusive.

A full-size sedan body yields a wide curb-to-curb turning diameter versus smaller coupe rivals, consistent with the Charger's 198.4-inch overall length.

A low, sporty seating position with good wheel/seat adjustability and clearly laid-out Uconnect controls; sightlines are reasonable for a low sedan, aided by the standard backup camera.

The volume V6 SXT is pleasant and composed but reviewers are explicit that the Charger is at its best with a V8 under the hood, with the fun factor concentrated in the R/T and above — the V6 is comfortable rather than exciting.

Base SXT includes a V6, keyless entry, a 7-inch Uconnect touchscreen, and backup camera — competitive for the price, but cloth seats, smaller wheels, and the better 8.4-inch Uconnect/safety-tech suite require stepping up a trim.

Strong horsepower-per-dollar across the range — a 370-hp R/T around $35k and a 485-hp Scat Pack around $40k undercut most V8 performance rivals — though the GT's AWD carries a notable ~$7,000 premium that dents value at that trim specifically.

Ten trim levels spanning a base V6 SXT through AWD GT, V8 R/T and Scat Pack, Daytona editions, and SRT 392/Hellcat up to 707 hp — unmatched configuration breadth among four-door performance sedans in 2018.

80,226 units sold in the US in 2018 — a steady, solid seller for a shrinking full-size-sedan/muscle-car niche, though well short of mainstream segment leaders.

Dodge carries a strong enthusiast halo in the muscle-car/performance niche with a loyal following, but the brand's broader mainstream image (quality/reliability perception) is neutral rather than aspirational.

FCA/Dodge was well known in this period for aggressive cash-back and financing incentives on the Charger, routinely available without desperation-level discounting.

The seventh-generation LX/LD platform dates to 2011 and received its last major facelift in 2015 — by 2018 the underlying architecture is seven years old, squarely mid-to-late cycle with a next redesign not imminent but the platform itself aging.

Well-reviewed for interior space, ride, and straight-line performance, and picked up an Edmunds Best Retained Value Award plus strong J.D. Power APEAL Study results, but it is not a comparison-test winner against remaining full-size-sedan rivals.