2022 Dodge Charger

The volume SXT RWD trim uses the naturally aspirated 3.6L Pentastar V6 at 292 hp; AWD V6 models get a slightly different tune at 300 hp, and the lineup tops out at the supercharged 6.2L V8 Hellcat Redeye Widebody.

SXT RWD's 3.6L V6 peaks at 260 lb-ft; the AWD-equipped V6 variant is retuned slightly higher at 264 lb-ft, with the Hellcat Redeye Widebody topping the range at 707 lb-ft.

Car and Driver's instrumented test of the 2022 Charger SXT RWD (292 hp V6) recorded 6.4 s to 60 mph and a 14.8 s quarter mile; the supercharged Hellcat Redeye Widebody is in the mid-3-second range.

The naturally aspirated 3.6L Pentastar V6 delivers smooth, predictable power with no turbo lag, but reviewers consistently describe it as adequate rather than exciting for a car this size — it feels like the base engine it is next to the Charger's V8 siblings.

All 2022 Charger trims, including SXT, use the ZF-derived TorqueFlite 8-speed automatic — widely regarded as one of the best conventional automatics on sale, with crisp, well-timed shifts and no hunting.

AWD is only offered on the two base V6 trims (SXT and GT) and uses a basic on-demand viscous-coupling system with no low range or terrain modes; the higher-volume performance trims (R/T, Scat Pack, Hellcat variants) are RWD-only, so AWD coverage is both narrow and unsophisticated.

The 2022 Charger spans four distinct gas powertrain tunes — the 3.6L V6 (292-300 hp), 5.7L HEMI V8 (370 hp), 6.4L HEMI V8 (485 hp), and supercharged 6.2L HEMI V8 in two outputs (717/797 hp) — covering a wide performance range, but offers no hybrid, PHEV, or EV option, unlike several rivals electrifying by this model year.

EPA rates the volume SXT RWD V6 at 23 MPG combined; combined economy falls as displacement and output rise through the V8 trims.

EPA city rating for the SXT RWD V6, the volume configuration.

EPA highway rating for the SXT RWD V6, the volume configuration.

EPA/fueleconomy.gov-derived range for the SXT RWD V6 using its 18.5-gallon fuel tank and 23 MPG combined rating.

EPA's standard 15,000 mi/yr estimate for the volume SXT RWD V6 running on regular unleaded.

The volume SXT/GT V6 runs on regular unleaded with no premium requirement, keeping routine fuel costs low; only the V8 performance trims (R/T and up) call for midgrade or premium.

NHTSA's full 5-star overall rating for the MY2022 Charger sedan, built from a 4-star frontal result, 5-star side, and 5-star rollover.

Good ratings across moderate overlap front, side, roof strength, and head restraints/seats, but a Marginal driver-side small overlap front result and Poor-rated headlights on all four trims tested kept it off the Top Safety Pick list entirely.

No driver-assistance feature is standard on any 2022 Charger trim. Forward collision warning with AEB and adaptive cruise ride only on the optional Technology Group (SXT/GT/R/T/Scat Pack, not Hellcat), and blind-spot/rear cross-traffic sit in a separate optional Plus Group — both uncommon options on actual production cars.

IIHS rated front crash prevention Superior for vehicle-to-vehicle, but only with the optional Full-Speed Forward Collision Warning Plus equipment fitted, and the system has no pedestrian detection at all (day or night), unlike most 2022 rivals.

Blind-spot monitoring and rear cross-traffic alert are available only in the optional Plus Group package rather than standard or widely fitted, and they are alert-only with no active braking/steering intervention.

LaneSense lane-departure warning with lane-keep assist is offered as an option, providing basic corrective steering and seat-vibration alerts, but it is not a lane-centering system and reviewers don't call out particular smoothness or confidence.

Adaptive Cruise Control with Stop is available only via the optional Technology Group on select trims (not Hellcat), with no combined highway-assist/lane-centering integration and no reviewer praise for refinement.

No hands-free highway driving system (BlueCruise/Super Cruise/FSD-type) is offered on the 2022 Charger at any trim or option group.

IIHS tested all four 2022 Charger headlight configurations and rated every one Poor, citing excessive glare on low beam and inadequate curve illumination — no trim does better.

Reviewers consistently cite thick pillars, a small rear window, and the sloping fastback-like roofline as hurting rearward and over-the-shoulder visibility; compensating blind-spot monitoring and a rear camera are optional rather than standard.

IIHS rated the Charger's LATCH anchor ease-of-use Marginal, reflecting difficult-to-access anchors in the rear seats of the low, fastback-roofed sedan.

The 2022 Charger is a 4-door full-size sedan-bodied muscle car with a 5-seat layout (2 front, 3 rear) across every trim from SXT to Hellcat Redeye.

Front headroom is identical across SXT and GT at 38.6 in; the fastback-style roofline is tighter than a typical sedan but still mid-pack for the coupe/muscle-car normalization band.

Front legroom of 41.8 in is consistent across SXT and GT, benefiting from the Charger's long full-size-sedan wheelbase shared with Challenger/300.

At 36.6 in, rear headroom sits comfortably in the upper half of the coupe/muscle-car band — the Charger's 4-door sedan body gives it a taller, more upright rear roofline than a true 2-door coupe.

40.1 in of rear legroom is a genuine strength — the Charger's 4-door sedan proportions give it far more usable rear-seat room than any 2-door coupe rival in this segment.

16.5 cu ft of trunk space is consistent across the lineup and is a genuine advantage versus 2-door muscle/sports-car rivals, aided by a 60/40 split-folding rear seat with a pass-through.

A conventional console, modest door pockets and a deep center bin cover the basics, but nothing distinguishes the Charger's storage versus segment rivals — no clever underfloor bins or innovative fold-flat solutions beyond the standard 60/40 pass-through.

Base cloth seats on SXT are supportive enough for commuting but unremarkable, and reviewers note upper-trim leather/Nappa and heated/ventilated options improve things considerably — comfort is competitive but not segment-leading on the volume trim.

Lower trims like the SXT run a softer suspension tune with a comfortable, composed ride on smooth roads, though multiple reviews note the Charger can feel bumpy over broken pavement; stiffer SRT/Scat Pack suspensions ride rougher still but aren't the volume configuration.

No instrumented interior-noise test was found for the 2022 model year specifically; the Charger's full-size unibody and relatively low-revving base V6 keep highway noise moderate, but it lacks the acoustic glass and active noise cancellation found on pricier rivals in this calibration set.

The SXT volume trim ships with dual-zone manual climate control and no heated seats or wheel standard; heated/ventilated front seats, heated rear seats, heated steering wheel and remote start are all bundled into optional packages on GT and above.

Entry-trim MSRP for the 2022 Charger lineup is the SXT RWD sedan with the 3.6L V6.

SXT is the single most popular 2022 Charger trim; AWD is a frequently chosen addition on this RWD-based sedan and represents the typically-equipped volume configuration rather than the stripped base RWD car.

RepairPal's annual average is in line with the fullsize-sedan/coupe segment; extrapolated to 5 years with typical post-warranty cost escalation on a V6/V8 RWD platform.

iSeeCars' statistical 5-year depreciation analysis gives a concrete, sourced retention figure for the gas Charger.

Standard Stellantis/Dodge basic limited warranty for the 2022 model year, at the floor of the segment's 3-5 year band.

Standard Dodge powertrain limited warranty, at the floor of the segment's 5-10 year band — no extended coverage like Hyundai/Kia rivals.

No included scheduled maintenance plan is offered on the 2022 Charger, but Mopar's standard 24/7 roadside assistance for the full 5-year/60,000-mile warranty term is a genuine (if basic) perk.

$36,245 volume-trim price minus its estimated resale value after 5 years (58.9% retained, or about $21,348) leaves about $14,897 in depreciation. Add the projected $4,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $19,697 in total.

Consumer Reports does not publish a predicted-reliability score for the 2022 Charger (insufficient owner data), leaving mixed signals between sources. Third-party aggregators (Auto Reliability Index, RepairPal) land it in an average band rather than top-tier.

Dodge's standing has been inconsistent across studies in this era: a 2019 Consumer Reports jump to 8th was not sustained, and more recent CR brand rankings list Dodge among brands lacking sufficient survey data for a ranking — a mid-pack-to-below standing rather than a consistent top-tier one.

Three NHTSA recalls touch the 2022 Charger: two related TPMS sensor-battery campaigns (22V-504 and its 22V-808 expansion) and a manual-transmission shifter heat-treatment issue (22V-866) affecting manual-equipped cars. All are typical, non-systemic campaigns — no powertrain failure, fire, or major safety-system recall.

The 2022 Charger's powertrains (3.6L Pentastar V6, 5.7L HEMI V8, available supercharged 6.2L) are long-serving, well-proven engine families shared across the Stellantis lineup for over a decade, with owners regularly reporting 200,000+ miles on the V6 and 150,000-200,000 on the 5.7L V8 with routine maintenance. The ZF-sourced 8-speed automatic is likewise a mature, widely used unit.

Reviewers consistently flag the cabin's plastics as feeling cheap for the price point, with hard and rubbery surfaces in several touch zones despite some soft-touch areas on the dash and door tops. For a Premium-class coupe this is a below-expectation result.

Assembly itself is solid even where materials disappoint: reviewers note build quality as "good but not great" with no rattles or squeaks observed in test cars, a reasonable initial-quality showing for a long-running platform.

Dodge is sold through the large, nationwide Chrysler-Dodge-Jeep-Ram dealer network (well over 2,000 US points), giving the Charger broad geographic coverage for service. Stellantis/domestic-brand service satisfaction surveys have historically run average rather than class-leading.

The Charger's LX platform shares parts with the Challenger, 300 and Durango, and decades of Mopar muscle-car heritage give it one of the largest aftermarket parts ecosystems in the segment. RepairPal lists average annual maintenance cost around $652, roughly in line with mainstream full-size sedans/coupes, with common component costs (starter, alternator) priced near segment norms.

The volume SXT trim ships with a 7-inch Uconnect touchscreen; an 8.4-inch Uconnect 4 unit and a 10.1-inch Uconnect 5 NAV system are optional upgrades on higher trims.

Reviewers consistently praise Uconnect's menu logic and responsiveness as one of the Charger's genuine strengths, with sleek graphics and snappy inputs even on the base 7-inch unit, though it's an aging platform by 2022.

Apple CarPlay and Android Auto are standard on the SXT's Uconnect 4 system but wired-only; wireless projection requires the optional Uconnect 5 10.1-inch NAV system on upper trims, so the volume configuration has no wireless capability.

The standard Uconnect 4 system on SXT has no native navigation and a basic voice-command set; built-in TomTom navigation and Amazon Alexa Built-In only arrive with the optional Uconnect 5 NAV upgrade, so most owners rely on phone projection for routing.

A basic 6-speaker system is standard; an available Alpine 8- or 9-speaker premium audio package is well-regarded for a mainstream sedan but isn't standard on the volume SXT trim.

SXT comes with a conventional analog gauge cluster plus a small 7-inch configurable driver information display between the dials, not a full digital cluster; a larger reconfigurable display is reserved for SRT performance trims.

Uconnect 4/4C on the 2022 Charger supports map-data and minor software updates via USB or Wi-Fi hotspot but has no whole-vehicle, feature-adding OTA capability of the kind offered by newer-platform rivals.

The Uconnect app covers remote start, lock/unlock and vehicle locate but requires a paid connected-service subscription after the trial period, and lacks the richer digital-key/charging-style functions seen on more modern platforms.

SXT provides a USB-A port and 12V outlet up front with no wireless charging pad or rear USB ports standard; wireless charging and additional USB ports are bundled into optional equipment groups on upper trims.

Proximity keyless entry with push-button start is standard on the SXT, and remote start is available as part of an options group — solid for the segment though not the most advanced phone-as-key implementation.

A basic backup camera is standard, but rear parking sensors and any surround-view capability are confined to optional equipment groups, and no 360-degree camera is offered on the Charger at any trim.

No head-up display is offered on the 2022 Dodge Charger at any trim level, including the range-topping SRT Hellcat Redeye.

The Charger's rear doors and seat do allow car-seat installation (a 4-door sedan body, unlike 2-door rivals), but IIHS rated LATCH anchor ease-of-use only Marginal, and the low fastback roofline makes buckling a child seat in and out more awkward than in a crossover.

NHTSA's 5-star overall rating is reassuring, but no ADAS feature — forward collision warning, AEB, blind-spot monitoring — is standard on the affordable SXT trim families would actually buy; all of it sits behind optional Technology/Plus Group packages, and IIHS rated headlights Poor across every trim tested.

Generous rear legroom (40.1 in) and a usable 16.5 cu ft trunk help multi-occupant trips, but there's no rear-seat entertainment, no rear climate vents/controls on the volume trim, and reviewers flag only-so-so interior materials and a bumpy ride on rougher pavement.

The base V6 SXT is described as comfortable and composed, if unremarkable, in daily traffic, with light steering and an 8-speed automatic that shifts smoothly at low speeds — reasonably relaxing for a rear-drive-biased muscle sedan, though its size and limited outward visibility add some fatigue.

EPA-rated 19/30 mpg city/highway (RWD V6) to 18/27 (AWD V6) is middling for a full-size sedan and well behind efficient commuter cars, and premium fuel is not required but Dodge's recommended regular-grade V6 tune still trails mainstream sedan rivals on real-world running costs.

At nearly 198 inches long with a 37.7 ft turning diameter on RWD trims, the Charger is a large, full-size footprint car that's noticeably harder to park and thread through tight city spaces than compact/midsize rivals, and a standard backup camera only partly offsets its size and thick-pillar sightlines.

The Charger is a passenger sedan with no published tow rating and a conventional trunk rather than an open cargo bed — it has essentially no work-truck capability, as expected for a muscle-car-segment sedan.

The LX-platform Charger (including the Pursuit police package) has a long fleet-duty track record for durability, but the consumer SXT's cloth interior and road-car focus aren't built around hard work use, and the passenger-car body isn't suited to abuse beyond its police/fleet applications.

As a sedan, the Charger offers no tie-downs, bed access, onboard power outlets for tools, or upfit ecosystem of any kind beyond a 12V outlet — it has essentially no jobsite practicality.

A roughly 500+ mile highway range on the V6's ~18.5-gallon tank is solid, and the ride is composed enough on lower trims for highway miles, but the lack of standard adaptive cruise or lane-keep assist (all optional) adds driver fatigue on long hauls versus rivals with standard ADAS.

With 5.2 in of ground clearance, a low fastback-sedan stance, and no off-road-oriented equipment, the Charger is strictly pavement-bound; available AWD on SXT/GT helps in light rain/snow traction but does nothing for ground clearance or unpaved-road capability.

A 16.5 cu ft trunk plus a 60/40 split-folding rear seat with a pass-through gives genuinely useful gear-hauling flexibility for a muscle-car-segment sedan, though there's no roof-rail provision and the trunk opening is relatively narrow for bulky items.

The base V6 SXT handles securely and composedly for its size thanks to the LX platform's well-sorted chassis, but it's not particularly athletic or engaging with the softer suspension tune — reviewers reserve the sharper handling praise for the SRT/Scat Pack variants, not the volume trim.

The electric power steering on SXT/GT trims is accurate enough for daily use but numb and light, lacking the meaningful road feedback that the heavier-tuned SRT steering racks are noted for — typical of mainstream full-size-sedan tuning rather than a driver's car.

Standard SXT brakes provide adequate, if unremarkable, stopping power for everyday use with a pedal feel that isn't singled out by reviewers in either direction; larger performance brakes are reserved for R/T and SRT trims.

The 3.6L Pentastar V6 paired with the ZF-derived 8-speed automatic shifts smoothly with no notable hesitation or roughness, delivering adequate if unexciting response for a naturally aspirated six in a 4,000+ lb sedan.

The V6 is generally inoffensive and reasonably quiet under normal driving, without the characterful exhaust note that makes the V8 variants more engaging — competent but unremarkable for the segment.

The SXT RWD volume trim has a 37.7 ft curb-to-curb turning diameter, within the normal range for the coupe/muscle-car normalization band despite the Charger's large overall footprint.

A low, sedan-like seating position with a logically laid-out dashboard and physical climate/audio controls makes for comfortable ergonomics once seated, though the thick pillars and low roofline hurt sightlines and entry/exit versus a taller vehicle.

The base V6 SXT is pleasant and competent but not the Charger's draw — enthusiasts and reviewers reserve genuine excitement for the V8 R/T, Scat Pack, and supercharged SRT Hellcat variants, so the volume trim lands as forgettable rather than thrilling.

The SXT base trim's standard feature set is widely criticized as thin, with much of the desirable tech and comfort equipment gated behind option packages or higher trims.

Thin base-trim content is offset by genuinely strong performance-per-dollar up the lineup — a 485-hp Scat Pack V8 for roughly $45-48K undercuts most rivals offering comparable power.

Seven trims span a wide power and price range from the V6 SXT (RWD or AWD) through R/T, Scat Pack, Scat Pack Widebody, and SRT Hellcat Widebody/Redeye Widebody, though there's no two-door, manual, or truly budget stripper variant.

The Charger led its shrinking segment outright in 2022, with volume growing year-over-year even as large sedans broadly declined.

Dodge carries a strong enthusiast halo (Scat Pack/Hellcat following) but the SXT-heavy, fleet/rental-associated base of Charger volume sales and a mainstream brand image trailing German and import performance marques keep this short of a true aspirational brand.

Dodge ran meaningful, regularly available incentives on the 2022 Charger rather than selling at or over sticker.

The LD-platform Charger launched for 2011 with only a 2015 mid-cycle facelift; by MY2022 the generation is 11 years old with no further major update, and a full replacement (the 2024 Charger Daytona EV/SixPack) was already the known next step.

Reviewers call the 2022 Charger a good value for its power but consistently dock it for a dated, shoddy-feeling interior; it collected no IIHS Top Safety Pick and no major 10Best/NACTOY recognition that model year.