2019 Dodge Charger

Volume trim SXT RWD uses the 3.6L Pentastar V6 rated at 292 hp; AWD SXT/GT tune the same engine to 300 hp via different exhaust/tuning.

Peak torque for the volume SXT RWD V6 trim.

No manufacturer-quoted 0-60 figure exists for the SXT; independent instrumented/estimated tests for the Pentastar V6 RWD Charger across similar model years cluster in the mid-to-high 6-second range.

The naturally aspirated Pentastar V6 delivers smooth, lag-free power with no turbo or hybrid-transition behavior to manage; reviewers describe it as adequate but unremarkable next to the Charger's V8 options, which are praised for effortless torque but carry some pushrod-era NVH under hard throttle.

The shared ZF-derived 8-speed TorqueFlite automatic shifts smoothly and decisively across the lineup without the gear-hunting that plagued earlier FCA applications of the same unit; minor owner-reported cold-shift quirks don't change the overall refined character.

AWD is optional only on the V6-powered SXT and GT trims via a basic active transfer case with no low-range or terrain modes; it is unavailable on the R/T, Scat Pack and SRT Hellcat V8 trims, so it covers roughly a third of the lineup rather than most of it.

Four distinct gas engine tunes span the 2019 lineup — 292/300 hp V6, 370 hp 5.7L V8, 485 hp 6.4L V8, and 707 hp supercharged 6.2L V8 — giving real choice in output and character, but there is no hybrid, turbo-four, or electrified option anywhere in the range.

EPA combined rating for the volume SXT RWD trim with the 3.6L V6 and 8-speed automatic.

EPA city rating for the volume SXT RWD V6 trim.

EPA highway rating for the volume SXT RWD V6 trim.

Computed from the EPA combined 23 MPG rating and the 18.5-gallon fuel tank; fueleconomy.gov's own comparison tool reports the same figure directly.

EPA annual fuel cost estimate at 15,000 mi/yr on regular gasoline for the volume SXT RWD trim.

The volume SXT/GT V6 and R/T 5.7L V8 all run on regular unleaded; only the high-output Scat Pack and SRT Hellcat V8s recommend premium, and those are not the scored configuration.

NHTSA's overall 5-star rating for the 2019 Charger (RWD sedan) is driven by strong side (5) and rollover (5) results, with a weaker 4-star frontal crash score.

IIHS rated the 2019 Charger Good in moderate overlap front, side, roof strength and head restraints, but Marginal in the driver-side small overlap front test, and Poor across every headlight configuration tested — both disqualifying results for any safety award.

None of AEB, adaptive cruise, blind-spot monitoring, rear cross-traffic alert or lane departure warning are standard on the volume SXT trim or any other 2019 Charger trim — all of it sits behind the optional Driver Confidence Group, Travel & Safety Group, or Technology Group packages.

When optioned with Full-Speed Forward Collision Warning Plus, IIHS rated vehicle-to-vehicle front crash prevention Superior (avoided the 12 mph test entirely, cut 12 mph off closing speed in the 25 mph test), but the system is optional rather than standard and IIHS did not test pedestrian AEB on this model at all.

Blind-spot monitoring and rear cross-path detection are alert-only (no active steering/braking intervention) and are optional on every trim including the base SXT, bundled only into the Driver Confidence or Travel & Safety packages.

LaneSense provides lane departure warning with a haptic steering-wheel torque nudge rather than true lane-centering assist, and like the rest of the driver-assist suite it is optional, not standard, on the 2019 Charger.

Adaptive Cruise Control with Stop capability is available as part of the optional Technology Group, but it is not standard and is not paired with an integrated highway/lane-centering assist mode.

No hands-free highway driving system (BlueCruise/Super Cruise/FSD-equivalent) was offered on the 2019 Dodge Charger at any trim.

IIHS tested all four 2019 Charger headlight configurations (reflector and projector halogen/HID variants across trims) and rated every one Poor for inadequate curve visibility and excessive glare.

As a four-door sedan body (unlike the two-door Challenger), the Charger has a taller greenhouse and thinner C-pillars than most muscle-car coupes, giving average outward sightlines for the segment; a standard rearview camera helps compensate for the car's long rear deck.

The Charger's four-door body and full-size rear bench give workable LATCH access through its wide rear door openings, though the anchors sit in deep bolstered seat creases typical of the platform, requiring some digging.

2019 Charger SXT seats 5 across all trims — a front bucket pair and a 3-person rear bench, standard for the full-size sedan-based muscle car segment.

Manufacturer-sourced figure for the 2019 Charger SXT, consistent across trims (same LD-platform shell since the 2015 facelift).

Manufacturer-sourced figure for the 2019 Charger SXT front seating position.

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 figure for the LD-generation Charger and is unchanged for 2019 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 ventilated options on upper trims improve things but aren't standard on the volume SXT.

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

The V6 Charger is a relatively hushed highway cruiser compared to its V8 siblings, with modest wind/road noise for a large rear-drive sedan; not class-leading isolation.

Remote start is standard, but heated seats, heated steering wheel and ventilated seats are gated behind the Cold Weather Package / Leather Interior Group / Nappa Sport Seat package rather than standard on the SXT volume trim.

Entry trim for the 2019 Charger lineup is the SXT RWD with the 3.6L Pentastar V6.

SXT was the best-selling 2019 Charger trim by a wide margin (42,527 units vs. 20,532 for GT), so it — not GT — is the volume configuration; figure reflects base price plus common options (sunroof, Popular Equipment Group).

RepairPal rates Charger reliability 3.5/5 (10th of 12 full-size cars) with average $652/yr in repairs; Edmunds TCO data for the same LD-generation Charger SXT (2020 model year, closest published breakdown) shows $4,802 maintenance + $3,111 repairs over 5 years, used here as a same-generation proxy.

KBB and iSeeCars projections cluster around 56-59% retention; a third source (CarEdge) estimates notably higher (~68%) which likely reflects performance-trim (Scat Pack/Hellcat) resale strength skewing the average above the volume SXT trim modeled here.

Standard FCA/Dodge basic bumper-to-bumper coverage for the 2019 model year, matching mainstream-brand norms but trailing Hyundai/Kia's longer basic coverage.

Standard FCA/Dodge powertrain coverage for gasoline engines/transmission/drivetrain on the 2019 Charger.

No complimentary scheduled maintenance is included (unlike some luxury/import rivals), but Dodge bundled 5-year/100,000-mile roadside assistance tied to the powertrain warranty period, a modest but real perk.

$31,000 volume-trim price minus its estimated resale value after 5 years (57% retained, or about $17,670) leaves about $13,330 in depreciation. Add the projected $7,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,930 in total.

J.D. Power rates the 2019 Charger's overall Quality & Reliability a strong 87/100 ('Great' tier), but Consumer Reports publishes no predicted-reliability verdict for this model year (listed NA) and U.S. News' aggregated predicted-reliability rating — which draws on CR survey data — comes in at a poor 2 out of 5, a genuinely conflicting signal set rather than a clean top-tier verdict.

2019 was the standout year for Dodge's reliability standing: Consumer Reports' brand rankings jumped 13 spots to 8th overall (from 21st the prior year), the best showing of any domestic automaker, while the same model year's J.D. Power Initial Quality Study had Dodge improving 8% to land at 8th overall — its highest-ever ranking in that study.

The 2019 model year carries five separate NHTSA recall campaigns: 19V203 (instrument cluster may fail to illuminate warning telltales), 19V246 (sun visors missing required air bag warning labels), 19V758 (an incompatible front wheel/brake package could let the tire contact the steering knuckle), 20V512 (backup camera image fails to display when 'stealth mode' is selected), and the later-discovered 24V198 (2018-2021 side curtain air bag inflators may rupture). Five campaigns including one genuine injury-risk defect (airbag inflators) and one that affects basic reverse-camera safety function is more activity than 'few, minor' but stops short of a systemic powertrain or fire pattern.

The volume SXT trim's 3.6L Pentastar V6 has a long track record of reaching 200k+ miles with routine maintenance, but owner forums and repair-shop writeups place the bulk of Pentastar head-gasket failure reports specifically in the 2017-2020 production window that includes this model year, alongside recurring complaints of rocker-arm/lifter ticking and gradual oil consumption — enough of a pattern to keep this below a clean top-tier verdict.

Edmunds scored the cabin 7.0/10 and praised the roomy, user-friendly layout and Uconnect interface, but explicitly flagged 'overall quality is subpar for the segment' and a design that reads stale given the platform's 2011 origins; multiple owner reviews independently describe the interior as cheap-feeling, with dash/door-panel textures that attract grime — a below-average showing for a premium-priced coupe.

Owner and professional reviews are split — some describe build quality as solid or 'almost perfect,' others call fit and finish inconsistent next to segment competitors — and chargerforums.com/hellcat.org owner threads document recurring rattle complaints (front suspension, exhaust, interior trim) across multiple 2019 examples, pulling the overall verdict down from the top tier.

Dodge shares the large, long-established nationwide Chrysler/Jeep/Ram dealer network, and 2019 was a high point for FCA brand momentum (Dodge's highest-ever J.D. Power Initial Quality ranking and an 8th-place Consumer Reports brand finish) that typically correlates with improved service-side satisfaction, though Dodge was not a top finisher in J.D. Power's 2019 Sales Satisfaction Index (led that year by Buick and GMC).

RepairPal lists Charger average annual repair/maintenance cost at $652 — roughly in line with the mainstream large-sedan/coupe segment — and the Mopar/Charger platform carries one of the largest aftermarket performance and replacement-parts ecosystems of any American car, keeping routine parts cheap and plentiful even though some powertrain repairs (head gasket, timing components) run above average when they occur.

The volume SXT ships with a 7-inch Uconnect 4 touchscreen; the larger 8.4-inch unit is a step up via the Plus Group package or standard on GT/R/T and above.

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 2019.

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 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 message-center display between them (3.5 in base, 7 in on upper trims' 'Performance Pages'); it is not a full configurable digital cluster even on top trims like SRT, unlike some 2019 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/Dodge 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.

Four USB-A ports are standard and a wireless charging pad is available as an option, but there is no USB-C and wireless charging is not standard on the volume SXT.

Remote start is standard 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 and rear park-assist sensors are standard, but no 360-degree surround-view camera is offered on any 2019 Charger trim, limiting the ceiling versus rivals that offer a top-down view.

No head-up display was offered on the 2019 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 2019 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/Driver Confidence 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 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 no meaningful manufacturer tow rating 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 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 4,000 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, though pedal feel is unremarkable rather than sporty-sharp.

The 3.6L Pentastar V6 paired with the ZF-derived 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-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 7-inch touchscreen (Uconnect), keyless entry/ignition, automatic climate control and a decent base equipment list for the price, but items like navigation, blind-spot monitoring and leather remain extra-cost through most of the range.

Exceptional horsepower-per-dollar across the range — a 707-hp SRT Hellcat for roughly $66K undercuts nearly every rival with comparable output, and even the mainstream V6/R.T V8 trims are competitively priced for a 4-door with genuine performance credentials.

Wide, well-spaced lineup from base V6 SXT through GT, AWD variants, R/T, R/T Scat Pack and SRT Hellcat, spanning $29K-$66K with RWD/AWD and V6/V8/supercharged-V8 powertrain choices.

The Charger was the best-selling large sedan in the US for 2019, with sales up 21% year-over-year even as the broader full-size sedan segment declined.

Dodge/Mopar carries a strong, loyal enthusiast following built on the Charger/Challenger muscle-car image, though the brand lacks the broad aspirational pull of premium nameplates.

Modest, periodic incentives (cash or low-rate financing) were available through 2019 rather than steep discounting or at-MSRP demand — typical mainstream-brand negotiability.

The LD-generation platform dates to 2011 with its last major facelift in 2015; by 2019 the Charger was an 8-year-old design with no redesign imminent, aging relative to rivals on newer architectures.

Well-reviewed for its V8 power, practicality and personalization (Edmunds 7.4/10, 4-star consumer average) but rarely the pick of head-to-head comparison tests against two-door sport coupes, and it collected no major industry awards for the 2019 model year.