2023 Dodge Charger

The volume SXT RWD carries over the naturally aspirated 3.6L Pentastar V6 at 292 hp in 2023, the final model year of the seventh generation; the Last Call year added Jailbreak Hellcat Redeye models rated at 807 hp at the top of the range.

The 2023 SXT RWD's 3.6L V6 is unchanged from 2022 at 260 lb-ft; the Hellcat Redeye tops the range at 707 lb-ft.

The 2023 SXT's powertrain and curb weight are unchanged from 2022, for which Car and Driver's instrumented test recorded 6.4 s to 60 mph; the Hellcat Redeye runs in the mid-3-second range.

The naturally aspirated Pentastar V6 is smooth and linear with no turbo lag, but reviewers find it merely adequate for a roughly 3,900–4,100-lb car and well short of the V8 trims' character.

Every 2023 Charger uses the ZF-derived TorqueFlite 8-speed automatic, praised for crisp, well-timed shifts and no hunting.

AWD is offered only on the V6 SXT and GT through a basic on-demand system with no low range or terrain modes; every V8 trim (R/T, Scat Pack, Hellcat) is RWD-only.

The 2023 Charger offers four gas engines: the 3.6L V6 (292–300 hp), the 5.7L HEMI (370 hp), the 6.4L HEMI (485 hp), and the supercharged 6.2L HEMI (717–807 hp). That is a wide performance range, but there is no hybrid or EV option; the electric Charger Daytona arrived only with the next generation.

EPA rates the 2023 volume SXT RWD V6 at 23 MPG combined; economy falls through the V8 trims.

EPA city rating for the 2023 SXT RWD V6.

EPA highway rating for the 2023 SXT RWD V6.

This range is calculated from the 2023 SXT RWD's EPA combined rating and its 18.5-gallon fuel tank, which is unchanged for this generation.

This is EPA's standard annual fuel cost estimate for the 2023 volume SXT RWD V6 on regular fuel.

The volume V6 runs on regular unleaded; only the V8 trims call for midgrade or premium fuel.

The 2023 Charger, the last model year of the LD generation, holds a 5-star NHTSA overall rating. Side and rollover score 5 stars, and frontal crash scores 4 stars for both driver and passenger.

IIHS rates the Charger Good in moderate overlap, roof strength and head restraints, but Marginal in driver-side small overlap, including a Poor lower leg/foot injury measure. The car has no Top Safety Pick award. The structure dates to 2011 and IIHS never ran its updated side or passenger small-overlap tests on it.

No trim of the 2023 Charger comes with AEB, adaptive cruise, lane departure warning or blind-spot monitoring as standard. Forward collision warning with braking and ACC come in the optional Technology Group, and BSM/RCTA come in option packages.

With the optional system fitted, IIHS rates vehicle-to-vehicle front crash prevention Superior. The car has no pedestrian detection for day or night, and the hardware is optional rather than standard.

Blind-spot monitoring and rear cross-path detection are available only as options and only alert the driver, with no active steering or braking intervention. The car has no safe-exit warning.

Optional LaneSense gives lane departure warning with a corrective lane-keep nudge. There is no lane-centering function, and the system is not standard on any trim.

Adaptive Cruise Control with Stop is available only in the optional Technology Group, and not on Hellcat trims. It has no integrated lane-centering or highway-assist mode.

No hands-free highway driving system is offered on any 2023 Charger trim or option package.

IIHS published no headlight rating for the 2023 model year. The carry-over lamp hardware was rated Poor on all four trims tested for 2022, because of low-beam glare and weak curve illumination, and nothing changed for the final year.

Thick pillars, a high beltline, short side glass and a small, steeply raked rear window limit sightlines. A rear camera is standard, but blind-spot monitoring and parking sensors are optional.

IIHS rates the Charger's LATCH ease of use Marginal because the anchors are hard to reach in the deep rear bench. The four-door body at least gives proper rear-door access.

The LD Charger is a four-door body that seats five on every trim, unusual for a car graded in the coupe segment.

Mid-band front headroom for the coupe segment; same across trims.

Adequate front legroom, slightly below the middle of the band despite the 120-in wheelbase.

Its sedan roofline gives far more rear headroom than two-door muscle-car rivals.

Rear legroom tops the coupe band. Adults fit properly in the back, unlike a Mustang or Camaro.

A large, conventional trunk with a 60/40 folding rear seat, though the 30.1-in liftover is high.

A roomy console bin, door pockets, 12V outlets and a 60/40 split rear seat cover everyday needs, but there is no storage innovation in this aging cabin.

The SXT's houndstooth cloth sport seats with an 8-way power driver's seat are broadly called comfortable for long drives, and rear passengers get real space. Bolstering and adjustment are basic next to premium rivals.

The SXT's standard touring-tuned suspension and 120-in wheelbase give a notably compliant ride. GT and V8 trims step up to firmer performance suspension.

The cabin is acceptably hushed at highway speed for a large car, with some tire and wind noise; the decade-old platform lacks acoustic glass or active noise cancellation on the SXT.

The SXT comes with dual-zone manual climate and remote start. Heated and ventilated front seats, a heated wheel and heated rear seats are all available, but only in option groups or on upper trims.

The entry 2023 Charger is the 3.6L V6 SXT RWD sedan; the final-year lineup carried pricing essentially unchanged from the prior run-out pricing.

The fleet-heavy V6 SXT is the Charger's volume configuration; the RWD SXT is used so this price matches the configuration Edmunds' cost-to-own projection is built on.

Edmunds projects a high 5-year maintenance and repair bill for the V6 SXT, near the top of the coupe band; RepairPal's ~$652/yr average for the nameplate is lower but covers repairs on all ages, not a 5-year new-car projection.

As the final model year of the V8-era LD Charger, the 2023 holds value unusually well; Edmunds' projected $12,064 depreciation on the $34,240 SXT implies ~65% retained, between iSeeCars' 58.9% nameplate average and CarEdge's ~68% for the 2023 model year.

Standard Dodge basic limited warranty for 2023, at the floor of the 3–5 year band.

Standard Dodge powertrain limited warranty, at the floor of the 5–10 year band with no extended coverage versus Hyundai/Kia-style rivals.

No complimentary scheduled maintenance on the 2023 Charger; the only ownership perk is Mopar 24/7 roadside assistance for the 5-year/60,000-mile powertrain term, plus SiriusXM/Uconnect connected-service trials.

$34,240 volume-trim price minus its estimated resale value after 5 years (64.8% retained, or about $22,188) leaves about $12,052 in depreciation. Add the projected $9,128 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,180 in total.

MY2023 is the final 'Last Call' year of the long-running seventh-generation (LX) Charger, a carry-over with no mechanical changes. J.D. Power gives it a strong 92/100 Quality & Reliability score, but Consumer Reports has too little data to issue a prediction. One strong source and one blank is a mixed signal, so it lands in the upper-average band rather than top-tier.

The brand signals conflict. Dodge topped J.D. Power's 2024 VDS, largely on the mature LX Charger and Challenger, but Consumer Reports places Dodge in the bottom third of brands or leaves it unranked for lack of data. That is mid-pack at best, not a consistent top-tier record.

Only two NHTSA campaigns name the MY2023 Charger, and both are small FMVSS-compliance fixes covering under 2,000 vehicles each: a mis-adjusted parking brake and a rear seatback latch. There are no powertrain, fire or airbag campaigns, a cleaner record than the 2022 car's TPMS and manual-shifter recalls.

The volume SXT uses the 3.6L Pentastar V6 with the ZF-derived TorqueFlite 8-speed automatic. Both are among the most widely deployed and best-proven units in the Stellantis lineup, with a long high-mileage record. The 5.7L and 6.4L HEMI V8s are similarly mature, though the HEMI's lifter/cam wear is a known weak point on higher trims.

The cabin design dates to the 2015 refresh and is unchanged for 2023. Reviewers keep flagging hard, rubbery plastics that feel cheap for the price, with soft-touch surfaces limited to the dash top and armrests. That is below expectations for a Premium-class coupe.

By its final year, Brampton's long-running LX assembly was mature. Reviewers find the build solid and free of rattles, and complaints focus on material choice rather than panel gaps or assembly defects. J.D. Power's high quality score points the same way.

The Charger is serviced through the dense nationwide Chrysler/Dodge/Jeep/Ram network, and every dealer is familiar with this conventional gas powertrain. Stellantis service-satisfaction scores run below the mass-market average.

The LX platform shares parts with the Challenger, 300 and Durango and was in production for more than a decade, so OEM and aftermarket parts are plentiful and reasonably priced. Mopar muscle-car demand keeps a very large aftermarket alive, and repair costs are near the segment norm.

Every 2023 Charger shares the 8.4-inch Uconnect 4C head unit; the car never got the larger Uconnect 5 screen. Some secondary summaries cite a 7-inch base screen, but Dodge's 2023 SXT feature copy lists the 8.4-inch unit.

Uconnect 4C is still one of the more intuitive older systems, with quick responses and physical climate and volume controls. By 2023 its graphics and 8.4-in screen look dated next to rivals.

CarPlay and Android Auto are standard but wired-only on the 2023 Uconnect 4C. No trim offers wireless projection.

Uconnect voice commands work for basic tasks, and embedded navigation is available. Most owners use phone projection instead.

The 2023 SXT comes with a six-speaker Alpine system. The Harman Kardon 19-speaker upgrade on higher trims is well regarded.

A 7-inch configurable color display sits between analog gauges as standard and includes Dodge Performance Pages. It is a partial digital setup, not a full-digital cluster.

Uconnect can update its own software over Wi-Fi or at the dealer, but there are no whole-vehicle OTA updates that add features.

The Uconnect/Dodge app handles remote start, lock/unlock and vehicle locate behind a SiriusXM Guardian subscription after the trial. It offers no digital key.

The SXT has four USB ports and 12V outlets. A wireless charging pad comes only in option packages on upper trims, and USB-C coverage is limited.

Keyless Enter 'n Go with push-button start and remote start are standard on the SXT. Phone-as-key is not offered.

A ParkView rear camera and ParkSense rear park assist are standard. Front sensors are optional, and no surround-view camera is offered on any trim.

No 2023 Charger trim offers a head-up display.

Four real doors and 40.1 in of rear legroom make car seats far easier than in two-door muscle cars. The low roof, high sills and IIHS 'Marginal' LATCH rating still make it frustrating.

NHTSA gives it 5 stars overall, but IIHS rates small-overlap protection Marginal, and forward collision warning, AEB, blind-spot and lane aids are all extra-cost on the SXT.

Real rear-seat room and a 16.5 cu ft trunk make four-up road trips workable, but rear amenities are thin and visibility is poor.

The V6 and smooth 8-speed automatic are relaxed in traffic with a compliant ride. The car's bulk, poor outward visibility and heavy steering add fatigue.

At 23 MPG combined with an estimated $2,900 a year in fuel, it is an expensive commuter, though the V6 runs on regular fuel.

It is a big car to park, with a 120-in wheelbase and 37.7-ft turning circle. The standard rear camera and rear park assist help, but thick pillars limit visibility.

The Charger is a passenger car with no factory tow rating for the consumer trims and only a trunk for cargo, so it has no real work capability.

The police-spec Charger Pursuit is fleet-proven on the same platform, but the consumer SXT has no work-duty provisions.

There are no tool-grade outlets, no tie-downs and no rack or upfit ecosystem for the consumer Charger.

It is a comfortable cruiser with a compliant ride and about 426 miles of range, but adaptive cruise is optional and has no lane-centering partner.

Low clearance and no roof rails or tow package keep it on pavement. Optional AWD on the SXT helps in bad weather, not off-road.

A 16.5 cu ft trunk and 60/40 split-folding rear seat handle normal luggage well for the segment. The high liftover and lack of roof rails limit bulky gear.

The V6 SXT is composed for its 3,900-lb size but is not a sports car, and reviewers note mid-corner bump sensitivity. GT and V8 trims get firmer performance suspension.

The electric power steering is precise enough, with a quick 14.4:1 ratio on RWD cars, but reviewers find it heavy and numb.

The SXT's standard brakes stop adequately and consistently for daily driving. The Brembo upgrades are reserved for performance trims.

The 292-hp Pentastar V6 and TorqueFlite 8-speed are smooth and well calibrated. Response is unhurried in a heavy car, at 6.4 s to 60 mph.

The mature V6 is well isolated and unobtrusive, but it lacks the V8 soundtrack the nameplate is known for.

The volume SXT RWD turns in 37.7 ft, about middling-to-wide for the coupe band.

The low driving position, 8-way power driver's seat and logical controls are comfortable, but short windows and thick pillars limit sightlines.

The V6 SXT is pleasant, with rear-drive balance and muscle-car presence. Most of the Charger's enthusiast appeal belongs to the V8 trims celebrated in the 2023 'Last Call' run.

The SXT carries the basics (8.4-inch Uconnect 4 with CarPlay/Android Auto, keyless entry, 18-inch wheels) but active-safety aids such as adaptive cruise and blind-spot monitoring remain optional, and most desirable content is gated behind packages.

Performance per dollar is the Charger's calling card: a 370-hp R/T at $44,075 and 485-hp Scat Pack at $50,435 undercut nearly every rival with comparable power and four doors, offsetting a dated cabin and thin base content.

Seven core trims from a $34K V6 SXT to a $91K 807-hp Redeye, with optional AWD on SXT/GT, widebody variants and the Last Call special editions; no manual or two-door body.

In its final model year the Charger remained the best-selling muscle/large RWD car in America, and the Last Call V8 run sold out, though volume eased from 2022.

The Last Call send-off amplified Dodge's V8 enthusiast halo and collector demand, but the SXT-heavy, fleet/rental-associated volume keeps the mainstream brand short of aspirational.

Regular-production V6/R/T cars carried meaningful incentives — Power Dollars rebates or 0% financing — while the limited Last Call V8s often sold at or above sticker.

2023 was the final year of the LD Charger, a platform dating to 2011 with only a 2015 facelift; its all-new replacement (Charger Daytona EV/SixPack) was already announced, making this the oldest design in the class.

Reviewers praise the power-for-money and roomy four-door practicality but consistently fault the dated interior, weak base V6 and aging tech; no 10Best, IIHS Top Safety Pick or major comparison wins for 2023.