2026 Dodge Charger

Volume gas R/T Sixpack uses the standard-output 3.0L twin-turbo Hurricane inline-six at 420 hp; lineup extends to the 670-hp Daytona Scat Pack EV with PowerShot.

R/T Sixpack's twin-turbo I6 makes 468 lb-ft; Scat Pack Sixpack rises to 531 lb-ft and the EV Scat Pack tops out at 627 lb-ft.

Gas R/T Sixpack runs a mid-4-second 0–60; the Daytona Scat Pack EV hits a manufacturer-claimed 3.3 s making it the quickest muscle car Dodge has built.

Twin-turbo Hurricane I6 is torque-rich with only mild off-boost lag but reviewers call its top-end note gruff and un-musical versus the outgoing HEMI V8; EV Daytona delivers instant seamless thrust with a controversial synthetic 'Fratzonic' exhaust. Above segment average, not benchmark.

Gas Sixpack trims use the ZF-derived TorqueFlite 8-speed automatic — crisp, decisive, and one of the segment's best manual-mode gearboxes. EV Daytona uses a direct-drive single-speed with no shift artifacts.

AWD is standard on every 2026 Charger — gas and EV, all trims — with a rear-drive mode that can send 100% of torque to the rear axle plus a dedicated Drift mode on Scat Pack. Broader coverage and more sophisticated drive-mode logic than any two-door muscle rival.

Four distinct powertrains span the range: SO twin-turbo I6 (420 hp R/T), HO twin-turbo I6 (550 hp Scat Pack), dual-motor EV (Daytona R/T 496 hp), and high-output dual-motor EV (Daytona Scat Pack 670 hp). No direct competitor offers both a modern gas performance engine and a full BEV in the same nameplate.

Volume gas R/T Sixpack with the 3.0L twin-turbo Hurricane I6 posts an EPA-rated 20 MPG combined — well below coupe-segment norms. The Daytona BEV variants return roughly 70–78 MPGe combined depending on trim.

Twin-turbo I6 with standard AWD in a heavy muscle coupe returns just 17 MPG in EPA city testing — below the coupe segment band.

R/T Sixpack achieves 26 MPG highway — at the very bottom of the coupe segment normalization band. Turbo I6 with AWD in a large muscle coupe is inherently thirsty at speed.

Gas volume trim's ~18.5-gallon tank paired with 20 MPG combined yields roughly 370 mi of range. The EV Daytona R/T is rated 295 mi and the Scat Pack 241 mi (223 mi with Track Package).

20 MPG combined with required premium fuel at roughly $3.85/gal drives the gas Charger's annual energy cost to roughly $2,900/yr per EPA methodology (15,000 mi/yr) — above the coupe segment ceiling. EV variants dramatically undercut this.

The Hurricane twin-turbo I6 in every gas Charger trim requires 91-octane premium fuel — a real ongoing cost premium versus regular. Buyers who opt for the Daytona BEV sidestep the fuel bill entirely and can rely on cheap home charging, so the lineup as a whole delivers mixed requirements rather than uniformly costly ones.

The all-new 2024+ generation Charger (Daytona EV / Sixpack gas) has not been crash-tested by NHTSA as of mid-2026. Estimated at 4 stars based on modern STLA Large platform structure and typical results for 2-door muscle-coupe rivals (Mustang, Camaro), which land 4-5 stars.

IIHS has not published crashworthiness or award results for the new Charger generation, so no TSP/TSP+ can be claimed. Score reflects an unproven-but-modern-platform expectation; will update once IIHS results are published.

2026 Charger includes the Advanced Safety Group as standard content across the range on Daytona and Sixpack trims: forward collision warning with active braking, adaptive cruise with stop, lane departure warning with lane keep assist, blind-spot monitoring, and rear cross-path detection. Comprehensive on volume trims, on par with Mustang/Camaro peers.

No IIHS front-crash-prevention test results have been published for the new Charger. It uses the current-generation Stellantis camera+radar AEB stack (shared with Wagoneer/Grand Cherokee), which has generally rated Advanced or Superior on IIHS daytime tests but is unproven for the Charger specifically.

Blind-spot monitoring and rear cross-path detection are standard on all 2026 Charger trims (Daytona R/T, Daytona Scat Pack, Sixpack SO, Sixpack HO). Alert-only rather than active-intervention, useful given the coupe's compromised rearward sightlines.

Standard lane departure warning with lane keep assist provides gentle steering nudges rather than confident centering. Reviewers of related Stellantis products (Wagoneer, Grand Cherokee) describe the lane system as functional but not among class leaders for centering smoothness.

Adaptive Cruise Control with Stop is standard and works down to a full stop. No integrated highway-assist package that combines ACC with confident lane centering — competent but a step behind Ford Co-Pilot360 Active or GM's assisted-driving offerings.

The 2026 Charger does not offer hands-free highway driving. Stellantis has previewed a hands-free system (STLA AutoDrive) but it is not available on Charger for the 2026 model year. Mustang offers BlueCruise; the Charger has nothing comparable.

Full-LED headlamps with signature R-Wing daytime running light are standard; automatic high-beam control is included in the safety group. IIHS has not rated the new Charger's headlights, and the low, aggressive housing raises typical concerns about aim and glare on curves.

Two-door muscle-coupe proportions with long hood, high beltline, thick B/C-pillars, and small rear glass produce significant blind zones. Rearview camera and available surround-view help, but multiple outlet reviews call out limited natural sightlines vs sedans and typical of the Camaro/Mustang segment.

Two-door coupe layout with fold-forward front seats to reach the rear LATCH anchors, narrow door aperture, and tight rear seat. Two seats fit in a pinch, but rear-facing installations severely eat into front-seat legroom. Comparable to the Mustang/Camaro rear-seat LATCH experience — usable, not family-friendly.

Charger Daytona coupe is configured 2+3 for five occupants, a notable capacity advantage over Mustang/Camaro/Challenger (all 4-seat).

STLA Large platform Charger coupe offers strong front headroom in the segment, in line with the outgoing Challenger.

Generous front legroom on the long-wheelbase (121 in) coupe; front-seat space is a strength.

Rear headroom improves over outgoing Challenger thanks to a taller greenhouse and hatchback profile.

Rear legroom is usable but tight for adults — normal muscle-coupe compromise despite the long wheelbase.

The Charger's liftback hatch design yields 22.7 cu ft behind the rear seats — the largest cargo hold in the muscle-coupe segment by a wide margin.

Hatchback flexibility, fold-flat rear seats, and a small frunk on the EV give the Charger genuine cargo cleverness that no direct rival matches; center console and door bins are otherwise average.

Front performance seats are well-bolstered and generally praised; rear bench is tighter but usable. Long-haul comfort is solid but not class-leading.

Adaptive dampers on higher trims and a long wheelbase deliver composed body control; ride is firm-sport rather than plush, and the EV Scat Pack's mass (~5,800 lb) is felt over sharp inputs.

EV Daytona is inherently quiet at cruise; the 'Fratzonic Chambered Exhaust' synth is deliberately raucous when selected, and the twin-turbo Sixpack adds real engine noise, pulling the average down.

Heated and ventilated front seats, heated steering wheel, dual-zone auto climate, and remote pre-conditioning (EV) are standard or widely available; not as feature-rich as luxury coupes but strong for the segment.

New-generation Charger coupe carries premium pricing versus prior LX Charger sedan; entry Sixpack S.O. gas coupe is the cheapest way into the lineup, with Daytona R/T EV starting north of $61k.

Typical transaction on a two-door Charger coupe lands mid-$50k range once popular option groups, wheels, and Track/Plus packages are added; EV Daytona R/T trims skew higher.

Twin-turbo Hurricane I6 with three turbochargers plus performance brakes/tires drives above-average service costs; EV Daytona lowers routine maintenance but consumes tires and brakes at similar rates.

Dodge historically posts weaker residuals than segment peers; the Daytona EV variant is depreciating faster still as buyers hesitate on a polarizing muscle-EV, dragging the model average down.

Stellantis provides the industry-baseline 3-year/36,000-mile bumper-to-bumper warranty across the Charger line; no length advantage over rivals.

Gas Sixpack (volume trim) carries the standard 5/60 powertrain warranty; Daytona EV variants receive the federal 8/100 battery-and-electric-drive-unit warranty but that only applies to EV trims.

No included scheduled maintenance; owners get 5 yr / 60,000 mi 24-hour roadside assistance on gas trims and a short SiriusXM Guardian / Uconnect connected-services trial. Daytona EV adds a modest public-charging trial but nothing on par with Hyundai/Kia or luxury peers.

$55,000 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $24,750) leaves about $30,250 in depreciation. Add the projected $7,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $37,450 in total.

All-new STLA Large platform in its second model year with an unproven dual-motor EV drivetrain and a still-young Hurricane I-6; Consumer Reports has not issued a predicted-reliability rating for the new Charger, and early owner complaints skew below average for the class.

Genuinely mixed signals: Dodge finished #1 in the J.D. Power 2024 U.S. Vehicle Dependability Study, but that measures 3-year-old LX-platform Challenger/Charger — not this new architecture. Consumer Reports has ranked Dodge in the bottom third of brands the past three years.

The new Charger Daytona has been recalled multiple times in its first year of production (brake-system software, airbag/software-related issues) and carries a growing list of Uconnect 5 TSBs — typical Stellantis first-year-of-platform pattern rather than clean.

Dual-motor STLA Large EV drivetrain and 400V battery pack are brand-new with no long-term data; the Hurricane 3.0L twin-turbo I-6 in the SIXPACK is only in its third year across the Stellantis lineup (Wagoneer, Ram 1500) with mixed early reports on turbo/timing components.

Significant step up from the outgoing LX Charger — real Alcantara options, better switchgear, 12.3-in central display, digital gauge cluster — but materials still trail the price bracket (loaded Scat Pack tops $70K) with visible hard plastics on the doors and lower dash noted by reviewers.

First-year press cars drew consistent complaints for uneven panel gaps, interior rattles over rough pavement, and software glitches (Uconnect freezes, Fratzonic exhaust dropouts). Second-year build should be improved but Stellantis initial-quality scores remain below industry average.

Dodge sells through the shared Stellantis (Dodge/Chrysler/Jeep/Ram) dealer network — dense US coverage — but service satisfaction has ranked below the industry average in recent J.D. Power CSI studies, and EV-certified Charger service is limited to a subset of dealers.

Hurricane I-6 parts are shared with Ram 1500 and Wagoneer, keeping ICE service parts reasonably available. Daytona EV parts are proprietary with limited aftermarket to date, and body/collision parts on the new platform are dealer-only and expensive. Muscle-car aftermarket is huge but still legacy-Hemi-focused.

New-generation Charger ships with a 12.3-inch Uconnect 5 center touchscreen standard across R/T, Scat Pack, and Daytona trims. Large for the muscle-coupe class and a big jump over the outgoing 8.4-inch Uconnect 4 unit.

Uconnect 5 is Android-based, ~5x faster than Uconnect 4 with ~0.05s touch response, and is widely praised in reviews as one of the best mainstream infotainment stacks. Layout is logical, physical volume/tune knobs retained, and reviewers highlight quick native menus and clean smartphone projection.

Wireless Apple CarPlay and wireless Android Auto are standard on the Uconnect 5 12.3-inch head unit across the Charger lineup, no upper-trim gating.

Uconnect 5 Nav with cloud-connected maps and Amazon Alexa Built-in is available/standard on upper trims; voice recognition is competent and Alexa handles conversational queries, but the native maps still trail Google Maps that most owners default to via CarPlay/AA.

Base 9-speaker Alpine system is a strong foundation, and an available 18-speaker 914-watt Alpine setup with subwoofer and Active Noise Control rivals many luxury-branded premium options at this price point.

Standard 16-inch fully digital cluster on the Daytona EV — the largest in the muscle-coupe segment — with configurable Performance Pages layouts; gas Charger trims get a 10.25-inch digital cluster which is still class-competitive.

Uconnect 5 supports over-the-air software updates for infotainment and vehicle systems on 2026 Charger via Dodge Connected Services, delivered over cellular or Wi-Fi. Not quite Tesla/Rivian breadth of whole-vehicle feature adds, but real OTA well beyond maps-only.

Dodge Connect / SiriusXM Guardian app offers remote start, lock/unlock, vehicle locator, and (Daytona) charging status, but core remote functions are behind a paid subscription after the trial and there is no phone-as-key. Functional but not class-leading.

Four USB-C ports (front and rear) and a wireless phone charging pad in the center console are standard on Scat Pack / Plus configurations, with USB-C available across trims. No household AC outlet, which is fine for a coupe but caps the score.

Passive keyless entry, push-button start, and remote start are standard across the 2026 Charger lineup, and the Dodge Connect app adds remote start from anywhere. No phone-as-key/UWB option, which is what separates this from a top score.

Rear camera and rear park-assist sensors standard; ParkView 360-degree surround-view camera with dynamic gridlines is available in the Plus Group on Scat Pack and Daytona, not standard. No hands-free automated parking.

Full-color HUD projecting speed, navigation, and drive-mode data is offered but restricted to Scat Pack Plus and Daytona Scat Pack Plus / upper packages — not available on volume R/T-class trims, which caps the score.

Two-door coupe with 2+2 seating: rear LATCH exists but every install requires folding a front seat and reaching over, which is a daily annoyance with kids. Rear bench is slightly roomier than a Mustang's, but the 2-door access dominates.

Standard forward collision warning, automatic emergency braking, blind-spot monitoring, and lane-departure warning across trims, but adaptive cruise and higher-tier ADAS are packaged as options. No IIHS Top Safety Pick or full NHTSA rating yet for the new-generation coupe.

Rear bench is usable for two adults on short hops thanks to the long 121" wheelbase, but 2-door ingress and no dedicated rear climate/USBs cap multi-hour comfort. Hatchback cargo (22.7 cu ft) is a real family plus versus trunked rivals.

Daytona EV variants are smooth and torquey in stop-go traffic with strong regen, and standard AWD helps in weather; but the coupe's ~206" length, ~5,800 lb curb weight (EV), and fastback rearward visibility work against effortless daily use.

Daytona R/T EV cuts fuel cost dramatically (roughly 2.8-3.0 mi/kWh EPA); Sixpack gas trims land in the low-20s combined MPG range, which is average for a heavy AWD muscle coupe. Blended across the volume trim mix, per-mile cost is middling for the class.

Genuinely oversized coupe: ~206.6" long, ~79.8" wide, long wheelbase and heavy EV mass make tight parking a chore even with the standard rear camera. Front and rear parking sensors help but don't offset the footprint.

Muscle coupe with no meaningful work provisioning: no factory tow rating on the Daytona EV, negligible tow rating on gas trims, no bed, and cargo is a car-style hatch. Powertrain-under-load is strong, but there is nothing to haul.

Premium interior finishes and screens are not wear-friendly for jobsite abuse. STLA Large chassis is new and the Hurricane I6 has limited fleet history; EV variants add unknowns around battery longevity under hard use.

Essentially no work-focused features: no bed outlets, no upfit ecosystem, no washable surfaces. Cargo hatch has basic tie-downs only; not a jobsite tool by any measure.

Long wheelbase and GT-tuned suspension deliver reasonable highway comfort; Daytona R/T's ~308 mi EPA range is decent for an EV but below sedan-EV leaders, while Sixpack gas can top 350 mi highway. Adaptive cruise is optional not standard on the volume trims, capping ADAS-driven fatigue relief.

Standard AWD across all Charger coupe variants is unusual for the segment and helps on gravel or light snow, but low ground clearance, staggered performance tires, and no factory tow rating for toys keep it firmly pavement-biased.

Hatchback layout with 22.7 cu ft behind the rear seats and a 60/40 fold-flat rear bench is a real strength versus trunked muscle-coupe rivals; the Daytona EV adds a small (~4 cu ft) frunk. Roof rails and a factory hitch are not offered, capping bulk-gear ceiling.

STLA Large multilink chassis is a real improvement over the old LX Charger — reviewers praise front-end response and body control, especially with the Scat Pack's adaptive dampers and 21" wheels. Curb weight (~5,800 lb Daytona EV; ~4,700–4,900 lb Sixpack) blunts agility versus lighter Mustang/Camaro coupes, keeping it secure but not truly nimble.

Steering is accurate and appropriately weighted in Sport, but reviewers consistently flag it as light on genuine feedback — a common critique for a modern EMPS setup in a heavy Stellantis EV/GT platform.

Big Brembo hardware (front six-piston on Scat Pack) and strong stopping power from the AWD platform, but regen blending on the Daytona has been called inconsistent in early reviews, and the pedal can feel long. Sixpack gas variant is more conventional.

Daytona dual-motor EV delivers immediate, linear thrust with no shift interruptions — a genuine strength. The Sixpack's twin-turbo 3.0L Hurricane I6 with ZF 8-speed is also well-calibrated with quick tip-in, though there is modest turbo lag off idle.

The Daytona's Fratzonic Chambered Exhaust — a synthesized V8-style soundtrack piped through an exhaust-shaped speaker — is polarizing: enthusiasts largely find it hollow versus the outgoing Hemi. The Sixpack's Hurricane I6 sounds competent but lacks V8 character, and turbo whoosh dominates at load. Refinement itself is fine; the character is compromised.

The two-door Charger on STLA Large is a physically large muscle coupe; published curb-to-curb turning diameter is approximately 39.4 ft, near the wide end of the coupe segment band.

Wide seat and telescoping-wheel range, low-slung muscle-coupe posture, and mostly logical control layout. Thick A-pillars and a very high beltline hurt over-the-shoulder and rear sightlines — typical for the segment.

Massive straight-line thrust, dramatic styling, and launch-control theater make it genuinely entertaining, but the fake-V8 Fratzonic soundtrack, heft, and loss of a real Hemi have muted enthusiast enthusiasm relative to the Mustang.

R/T and Scat Pack come reasonably loaded — 12.3-inch Uconnect 5 touchscreen, 16-inch digital cluster, standard AWD, Alpine audio, LED lighting, and standard driver-assist package. Content is competitive but not standout given the ~$60k R/T starting price.

Value has been the biggest critical knock: 400 hp EV for ~$60k reads poorly next to Mustang GT (480 hp, ~$47k) and used Hellcats, and the 5,500-lb+ curb weight plus modest Scat Pack range further dent the content-per-dollar case. Only heavy incentives make the math work.

Lineup at launch was narrow (Daytona R/T and Scat Pack coupe only); 2026 finally adds the four-door sedan body and the SIXPACK gas I6 in Standard Output (~420 hp) and High Output (~550 hp), but breadth still trails a broader Mustang range spanning EcoBoost, GT, Dark Horse and convertible.

Weak market reception is a defining story for the reborn Charger: Stellantis reported under 1,000 US Charger Daytona sales through much of 2024 with growing dealer inventory, prompting production adjustments and delayed variants. Muscle-car buyers have not embraced the EV-first approach.

Dodge retains strong muscle-car equity and a loyal enthusiast following, and the new Charger's aggressive styling has been well received visually. However, the EV pivot has polarized traditional buyers, and the brand's overall lineup has narrowed post-Challenger, tempering the halo.

Slow sales have produced some of the most aggressive incentives in the segment — five-figure cash off MSRP, sub-$500/mo lease specials on R/T, and stackable $7,500 EV lease credits. Excellent buyer leverage even if it signals weak demand.

All-new second-generation Charger on Stellantis' STLA Large platform launched for 2024; 2026 adds the sedan body style and introduces the SIXPACK Hurricane I6 gas variants — arguably the freshest muscle car on sale with no redesign risk for years.

Reviews across Car and Driver, MotorTrend, Edmunds, and Consumer Reports have been mixed — praise for styling, torque, and character; criticism for the roughly 5,500-lb weight, coupe packaging, controversial Fratzonic fake exhaust, and modest EV range. No major awards (no 10Best, no NACTOY finalist) and it lost most comparison tests against the Mustang.