Overview

The Dodge Charger stands as an iconic figure in the automotive industry, representing a blend of power, performance, and distinctive design. Since its inception in the mid-1960s, the Charger has gone through numerous transformations, evolving to meet the changing demands of the industry and consumer preferences. This article delves into the history of the Dodge Charger, exploring its iconic variants, different generations, and its lasting impact on the automotive world.

The Charger started out as Chrysler’s attempt at producing a larger more upscale version of the pony car – two years after Ford’s successful launch of the Mustang. Like the Mustang, the Charger came in many varieties, all featuring the same elegant bodywork on a 117 inch wheelbase. It offered something for everyone from basic style in base, SE and tire smoking R/T.  As power and performance became the Charger’s calling card (despite not being intended as a direct competitor to the Mustang), the comfortable road car aspect would be all but forgotten.

While the initial Charger for the 1966-1967 model years was not a hit, it would be the second-generation car built on the B-body platform where sales took off and Dodge let up on its initial luxury goals and went full on with performance. The ’68 and ’69 models would cement Charger’s future place in American popular culture while providing car buyers of the era an attractive yet lower cost alternative to GM and Ford competition.

For all the hoopla about the Charger, it’s still the luxury centered models that I find the most intriguing. First off the Charger’s coke bottle styling is one of the era’s best. It conveys both power and elegance, matching the car’s multiple personalities perfectly. Even the gas cap was beautiful! Like the Pontiac GTO, the Charger’s elegant hidden headlight feature made it look more expensive than it was. Not to mention the flying buttress “C” pillar window design was as distinctive as it was functional. In following a trend started by GM’s A-body cars, the Charger would increasingly look modern while relying less on chrome.

The third-generation Charger, introduced in 1971, saw a significant design overhaul, featuring a more rounded, softer appearance. It continued to offer a variety of V8 engines, ranging from the 318 cubic inch V8 to the 440 cubic inch Magnum V8. This generation also saw the introduction of the Charger SE (Special Edition), which focused on luxury features, including optional leather seats and a vinyl roof. Despite its continued success, the muscle car market began to decline in the mid-1970s due to rising fuel prices and stricter emissions regulations, impacting the Charger’s performance and market positioning.

The fourth-generation Charger marked a departure from its muscle car roots, transitioning into a two-door coupe based on the Chrysler Cordoba platform. The design emphasized luxury and comfort, featuring a conservative exterior with chrome trim, retractable headlights, and a subdued rear end. The engine lineup included a range of V8 options, including a 318 cubic inch V8 and a 360 cubic inch V8, though these engines were tuned for efficiency over performance.

The fifth-generation Charger saw another radical shift, transforming into a compact hatchback. This iteration was based on the front-wheel-drive L-body platform, shared with the Dodge Omni, and featured angular lines, a sloped rear hatch, and two-door coupe styling.

The engine lineup included a 1.6-liter inline-four engine, producing 62 horsepower, and a 2.2-liter inline-four engine, producing around 84 horsepower. A turbocharged version of the 2.2-liter engine was offered in the Charger Shelby models, boosting output to 142 horsepower, creating a more performance-oriented variant that resonated with enthusiasts.

By the mid-1970s, the Charger had become a personal luxury car based on the Chrysler Cordoba. It was then transformed into a sport compact during the 1980s. Then, just as fast as it burst onto the scene, it was gone. After a 19-year hiatus, the Charger, yet again, underwent a metamorphosis. This time around, the Charger returned as a full-size sedan. Talk about a transformation. This 6th generation featured a bold, aggressive design, with a large front grille, wide stance, and sculpted body lines. The engine lineup included a 3.5-liter V6, a 5.7-liter Hemi V8, and an SRT8 model equipped with a 6.1-liter Hemi V8, producing 425 horsepower.

The seventh-generation Charger continued to build on its predecessor, refining its design and performance capabilities. It featured a modernized exterior with a sleeker front grille, racetrack-style taillights, and a sloping roofline, blending classic styling with contemporary aesthetics.

The engine lineup expanded to include a 3.6-liter V6, a 5.7-liter Hemi V8, and a 6.4-liter Hemi V8, with the latter producing 485 horsepower. High-performance variants included the Charger SRT Hellcat and Hellcat Redeye, featuring a 6.2-liter supercharged Hemi V8 engine. The Hellcat produced 707 horsepower, while the Hellcat Redeye boosted this to 797 horsepower, making it one of the most powerful sedans on the market.

The Dodge Charger has had a profound impact on the automotive industry and American culture. Its evolution from a classic muscle car to a modern sports sedan reflects the changing automotive landscape, from the 1960s muscle car boom to the contemporary era of performance sedans. As we head into the mid-2020s, we now eagerly await the launch of the eighth generation Charger which takes the basic formula and re-invents it yet again.

Dodge Charger (1966 - 1967)

The 1966-1967 Dodge Charger is the star car in this edition of Muscle Car Milestones. This sleek coupe was born from the 1965 Charger II concept car and released the following year as a production model. The first generation Dodge Charger shares the concept’s distinctive fastback styling, long hood, and short rear deck. Its look is totally unmistakable. And yet, it was fairly practical. Part luxury car, part muscle car, the Dodge Charger was the kind of car for the family man as well as those geared for performance. Let’s see what makes this often overlooked Charger worthy of a second look.

A walk around the Charger reveals a sleek fastback with plenty of chrome and bright work. If you feel a sense of déjà vu when checking out the Charger, maybe that’s because it’s based on the Coronet. The Charger shares several of the Coronet’s features such as its hideaway headlamps and grille. Out back, the Charger features full-width tail lamps, backup lamps, and bumper guards. Its look is distinctively different from any other product from Dodge.

Climb inside and you’ll find an interior with a surprising amount of standard equipment. One of the first things you’ll notice when climbing inside are the bucket seats, both front and rear, along with a full-length console. A full set of gauges, including tachometer, are easily readable thanks to their glare-free luminescence. You’ll also find standard amenities such as a three-spoke wood-grained steering wheel, internal hood release, and tinted rear window. Equipped, not stripped, is a good way to describe the cockpit of the Dodge Charger.

Drivers could opt for a variety of power under the hood. Surprisingly, there was not a single six-cylinder engine to be found on the options list. The Charger’s standard engine is a 318 cubic-inch V8 good for 245 horsepower. Next up is a 361 cubic-inch V8 with 265 horsepower. Those craving a bit more performance could opt for the 383 four-barrel V8 rated at 325 horsepower. Car and Driver put the 383-equipped Charger to the test for their February 1966 issue. They realized a respectable 0 to 60 time of 7.8 seconds and distanced the quarter mile in 16.2 seconds running 88 miles per hour. Drivers that were really serious about performance stepped up to the 426 Hemi. Dodge conservatively advertised the Hemi with 425 horsepower but those in the know swear it’s really closer to 500.

Hemi Chargers are somewhat rare with only 468 rolling off the assembly line in 1966. There’s a couple reasons why this figure is so low. For starters, the factory warranty only covered the Hemi for one year. Dodge probably assumed most takers were going to race Hemi cars and didn’t want to foot the bill for the repairs. Second, the price of the 426 Hemi dug deep into the driver’s wallet. The 426 Hemi added $880 to the price of a Charger. That’s $6,600 in today’s dollars!

The Dodge Charger may have been a little late to the race but that didn’t mean it wasn’t ready to take on the competition. After all, the Pontiac GTO and the Ford Fairlane had been slugging it out with each other for the last couple years and now it was time for Dodge to get in on the action. The 426 Hemi Charger was a potent adversary to competitors such as the GTO and Fairlane. The Hemi Charger could sprint from 0 to 60 in 6.4 seconds and run the quarter mile in 14.16 seconds at 96 miles per hour. Compared to the GTO with the 389 tri-power, the Charger was 0.4 seconds quicker from 0 to 60 and 1.34 seconds quicker in the quarter. Compared to the Ford Fairlane GTA 390, the Charger was 2.2 seconds quicker from 0 to 60 and 1.24 seconds faster in the quarter.

Dodge produced 37,300 Chargers for the 1966 model year. Only 468 of those were Hemi powered.

Not much changed for the 1967 model year. One of the few exterior differences is that turn signal signals indicators were mounted to the front fenders. On the interior, the center console was redesigned to allow easier entry and exit for rear seat passengers.

Engine choices were slightly reshuffled and included a standard 318 cubic inch V8, a 383 V8 in two and four-barrel configurations, a new 440 Magnum, and the 426 Hemi. The 361 cubic-inch V8 was no longer offered.

Motor Trend in their May 1967 issue pitted the Charger against the AMC Marlin in a fastback shootout. The Marlin came to the duel packing a 289 horsepower 343 cubic-inch V8. The Charger came loaded with a 383 cubic-inch V8 with 325 horsepower. The Charger went from 0 to 60 in 8.9 seconds versus the Marlin’s time of 9.6 seconds. The Charger could run the quarter mile in 16.5 seconds where the Marlin crossed the line in 17.6 seconds. Motor Trend praised the Charger stating “the best feature of the Charger is that it offers stages of performance geared to attract the largest number of buyers”.

Sales took a nosedive compared to 1966. Only 15,788 Chargers rolled off the assembly line this year. Hemi sales were also way down with only 118 takers for 1967.

The first generation Charger was part luxury car, part sports car. It had something that could appeal to a wide variety of buyers. It could be a stylish boulevard cruiser or a wolf in sheep’s clothing. Maybe that’s part of the reason Cars magazine named it their “Top Performance Car of the Year”. However you look at it, the original Dodge Charger is worth checking out again.

Dodge Charger (1968 - 1970)

The second generation Charger is generally considered to be among the most beautiful cars produced during the peak of the muscle car era. From the recessed front grill with hidden headlights, to the flowing sheet metal, past the flying buttress roof to the taut, crisp rear end, it reminds us of a refined, large, expensive European GT with a good dose of strong, brash American personality. It looks just right.

For 1968, the Charger came in two versions: Base and R/T. Standard engine on the base was a 318ci 2bbl V8 generating a modest, but adequate, 235 horsepower. The venerable slant six was available as special order, but there were few takers. In the 25+ years Collector Car Market Review has been published, we've personally seen only two of them. One was in tough shape and undoubtedly got converted into big block R/T, the other was a time capsule piece -- we hope it was left alone. The upgrade was the 383ci V8 in 2- or 4-bbl form. Both are desirable.

The R/T boasted Chrysler's 440ci 4bbl V8 rated at 375 horsepower. The fabled 426ci Hemi with 2x4bbl induction and a stout 425 horsepower was optional. Transmission choices started with the 3-speed manual (Base only), 4-speed manual (not the six) and the excellent Torqueflite automatic. The public loved the new styling, buying over 90,000 of them -- about double the initial sales projections from Dodge marketing.

1969 brought a new split grill and long, thin horizontal taillights. Two new limited edition models joined the lineup, the 500 and mid-year, the wild Daytona. The biggest news was a new S.E. (Special Edition) Decor Group. It was available on both the Base and R/T models and included leather and vinyl front buckets, woodgrain inserts on the dash and doors, woodgrain steering wheel, special wheel covers (Base), turn signal indicators on the hood, light package and miscellaneous upgraded trim throughout. Mechanically, little changed.

The Charger "charged" into the 1970 model year with a freshened front grill trimmed all the way around by a thin, chrome bumper. Horizontal chrome trim strips were mounted on the grill, which was once again undivided. The interior got some minor attention as well, though the overall look was the same. A new electric sliding sunroof was added to the option list. It is rare and extremely desirable today, but most leaked and rotted out at some point during their life so pay close attention to the workmanship around the opening, the tracks, the electrics and the sliding panel itself.

A mid-range model, the 500 (not to be confused with the previous year's aero 500), joined the lineup. In addition, the R/T got the 6-pack 440/390hp option that debuted in many Mopar models midway through the '69 model year. Finally, wild color options were offered this year on many Mopar models, and the Charger was no exception. Panther Pink, Hemi Orange, Sub Lime, Plum Crazy and Top Banana were the amusing descriptors. But even with all this, production fell dramatically to less than 47,000.

As racing became more important in the marketing of cars, Dodge, like Ford offered homologation specials. Dodge offered plenty of factory and dealer installed options to allow buyers the opportunity to get as close to the real thing as their budgets and nerves would allow. Such a wealth of options means that there were plenty of variations. In addition to the engine choices there were floor and column-mounted 3 and four speed transmission options and multiple rear axle ratios. The smaller engines were usually confined to entry level models, but even they could be optioned with a 330 hp 4-bbl. 383.

Two important Charger variants came from Dodge’s NASCAR involvement. Despite failing to beat Ford, the race inspired Charger 500 featured a Coronet grille and flush rear window. The Dodge Charger Daytona on the other hand was dominant, thanks to that huge wing and a choice of two engines, the standard 7.2-liter Magnum V-8 with an option for the 7.0-liter Hemi engine, which was much more powerful.

The Dodge Charger 500

By the late '60, the carmakers understood that aerodynamics plays a crucial role in motorsport, and they tried to adapt as soon as possible. Chrysler worked with Lockheed-Martin and studied the Dodge Charger in their aerodynamic tunnel. The standard vehicle was a disaster, and modifications followed. The first result was the Charger 500, which was supposed to dominate the NASCAR championship but lost it to Ford. Chrysler had to build at least 500 vehicles, but somewhere on the way, it lost the count and stopped at less than 400 units.

At the front, the car sported the same four round headlights and a thinner metallic bumper. Its grille was flush to the hood's leading edge. It was supposed to have an apron too, but Bill France (then the head of NASCAR) was reluctant in aerodynamic features and didn't approve it. On the A-pillars, the engineers added chromed elements that made the air ran smoother to the sides. The most significant modification was at the rear, where the taillights were installed into a cavity that formed huge swirls over the trunk. Instead of redesigning the entire rear panel, the carmaker added a clear panel over the taillights, and that fixed the problem.

The interior was mostly a stock Charger with some unique badges. Its vinyl-covered bucket seats sported adjustable headrests, but those counted only for the street vehicles. On the manual gearbox versions, the carmaker installed an angled gear-stick toward the driver. Under the hood, Dodge installed a choice of two engines: a 426 Hemi and, after some debates, a 440, respectively. Chrysler offered the car with the latter to help it sell more units.

The Dodge Charger Daytona

With the racing failure of the previous limited edition 1968 Dodge Charger 500 in NASCAR and Plymouth's superstar Richard Petty leaving them for Ford, the 1969 Dodge Charger Daytona was created. It was intended to be a high-performance, limited-edition version of the Dodge Charger produced in the summer of 1969 for the sole purpose of winning high-profile NASCAR races. It won its first race, the inaugural Talladega 500, in the fall, although the top names had left the track on Saturday in a boycott of the race. Buddy Baker, in the No. 99 Chrysler Engineering Dodge Charger Daytona, was the first driver in NASCAR history to break the 200 mph (322 km/h) mark, on March 24, 1970, at Talladega. The 1969 Dodge Daytona won two races in 1969 and another four in 1970, for a total of six. Its successor, the 1970 Plymouth Superbird, won eight races – all in 1970. Dodge Daytonas also won on the USAC and ARCA race circuits. They set numerous race and pole records.

The "Winged Warriors", as they were affectionately known did not compete for long in NASCAR's top Cup series. On the next season of NASCAR, the executives banned aero specs on cars with engines bigger than 305 cubic inches (i.e. the same five litre limit imposed by the SCCA for the Trans-Am and internationally by the FIA for Group 5 sports cars). Because of their exceptional speed and performance, NASCAR subsequently changed the rule book, effectively banning all four of the Aero Cars from Dodge, Ford, Mercury, and Plymouth from competition by the end of 1970. 

Dodge Charger (1971 - 1974)

The third generation Charger debuted for the 1971 model year with a new "fuselage" sheet metal and a new split grille. The interiors were like those of the E-body and were now shared by the Plymouth B-body, the Plymouth Satellite Sebring, and the Road Runner. The hidden headlights were now optional. A rear spoiler and a "Ramcharger" hood were new options. This hood featured a pop-up scoop mounted above the air cleaner controlled by a vacuum switch under the dash. On Plymouth Road Runners, it was called the "Air Grabber" hood and was previously used on the Coronet R/T and Super Bee.

Dodge also merged its Coronet and Charger lines. From 1971, all four-door B-bodies were badged as Coronets and all two-door B-bodies as Chargers. Thus, for only one year, the Super Bee became part of the Charger lineup, after which it was discontinued. From 1971 to 1974, Charger models used the Coronet's VIN prefix "W".

Several other models were carried over from 1970, including the 500, R/T, and SE. Sales of the R/T declined due in part to higher insurance costs and gasoline prices. A total of 63 Hemi RTs were built that year, marking its last appearance in any production car, and 2,659 with other engines. The 1971 model year was also the last for the 440 Six-Pack engine, which could still be mated to a 4-speed manual transmission with an optional Hurst shifter and the automatic. In the Super Bee's final year, the 340 became a $44 option over the standard, low-compression 383 V8.

The "Hi-Impact" colors were discontinued after the 1971 model year; with a 1971-only "Citron Yella".

The 1972 Charger introduced a new "Rallye" option to replace the R/T version. The SE was differentiated from other 1972 Chargers by a unique formal roof treatment and hidden headlights. The 383 engine was replaced with a lower compression 4-barrel 400, while the 440 engine was rated at a more realistic 280 hp (209 kW; 284 PS) net instead of the previous 350 hp (261 kW; 355 PS) gross. Beginning in 1972, all engines featured hardened valve seats to permit regular leaded or unleaded gasoline rather than leaded premium fuel as in past years due to tighter emissions regulations. Though the 440+6 (designating a triple 2-barrel carb setup and 310 bhp (231 kW; 314 PS) was listed in the early 1972 sales literature, it was found in the August 1971 testing that this engine would not meet the new and more stringent 1972 emissions laws, although some early Dodge literature (August 1971 press) stated that this engine was available for 1972. A few (six is the accepted number) factory-installed six-pack Chargers were built, and the engine was dropped out of production by September 1971. The optional Pistol-Grip 4-speed Hurst manual shifter could be coupled to the 340, 400, and 440 Magnum engines. The Ramcharger hood scoop was discontinued, and there were optional lower-geared performance rear axle ratios and extra heavy-duty suspensions. It was also the final year for the Dana 60 differential, which was available only in combination with the 440/4 speed, heavy-duty suspension, and the 3.54:1 rear axle ratio.

The only remaining "Hi-Impact" color choices were "Hemi Orange" (EV2) and "Top Banana" (FY1), the latter was available under different names through 1974.

For the 1973 model year, Chargers received new sheet metal and were longer, wider, and slightly taller than the 1971-72 cars. Also new were vertically slatted taillights and new grilles. Hidden headlights were dropped, even as an option.

The 318 was still standard, with the 340 (available only on the Rallye), 360 (2-barrel only), 400 (low power 2-barrel/single exhaust and high-performance 4-barrel/dual exhaust), and 440 remaining as options.

The SE models had a new roof treatment that had a "triple opera window" surrounded by a canopy-style vinyl roof. All other models had a new quarter window treatment, discontinuing its AMC Gremlin-style window in favor of a more conventional design.

Total sales this year were around 108,000 units, the highest ever for the 1971-74 Charger generation, though more than 60 percent of the cars had non-high performance engines. The 1973 Chargers, and all Chrysler products, were equipped with 5 mph bumpers, front and rear.

The 1974 model year saw minor changes that included new color choices, a softer grain pattern on interior surfaces, and a slight increase in the size of the rubber bumper tips. The 340 option was replaced with a 360 4-bbl as the small-block performance engine. All other engine options remained the same, including the 360 2-bbl designated by a K in the fifth symbol in the vehicle identification number. Several performance rear-end ratios were available, including a 3.23 "Sure Grip" rear end. A four-speed transmission was an option except with the 440 engine.

Despite the Charger no longer being perceived as a performance model, sales rose as it veered towards being a personal luxury car. The muscle-car era ended, with 1974 as the final year for performance options.

Dodge Charger (1975 - 1978)

The 4th generation Dodge Charger, produced between 1975 and 1978, marked a significant departure from its predecessors, reflecting both the changing automotive landscape and Dodge's attempt to adapt to new market demands.

The 4th generation Dodge Charger saw a radical shift in design, transitioning away from the muscle car aesthetics of its earlier iterations towards a more luxurious and subdued appearance. This change was largely a response to evolving consumer preferences and the oil crisis of the 1970s, which led to a greater emphasis on fuel efficiency and comfort.

The 4th generation Charger shared its platform with the Chrysler Cordoba, adopting a long, sleek body with a two-door coupe design. The exterior featured a prominent front grille, retractable headlights, and chrome trim, contributing to its upscale look. The rear of the vehicle showcased a conservative design, with vertically stacked taillights that blended seamlessly into the car’s contours.

Inside, the Charger emphasized luxury and comfort, a departure from its earlier, more performance-focused iterations. The interior boasted plush seating, available in both cloth and leather upholstery, and a dashboard equipped with an array of gauges and controls. The spacious cabin accommodated four adults comfortably, with ample legroom and headroom, making it a suitable option for longer drives.

Additional interior features included air conditioning, power windows, and a tilt steering wheel, underscoring the car's focus on driver and passenger comfort. The emphasis on convenience and luxury reflected the growing demand for cars that could offer both comfort and performance, especially in a market increasingly concerned about fuel efficiency and practicality.

The 4th generation Charger’s engine lineup highlighted the shift towards practicality, offering a range of V8 engines designed for balance between power and fuel efficiency. The base model came with a 318 cubic inch (5.2-liter) V8 engine, producing around 145 horsepower. While this output was modest compared to earlier Charger models, it provided adequate power for daily driving.

For those seeking a more performance-oriented option, the Charger also offered a 360 cubic inch (5.9-liter) V8 engine, producing around 170 horsepower. This engine provided better acceleration and overall performance, though still in line with the era's growing concern for fuel economy.

All engine options were paired with a three-speed automatic transmission, offering smooth gear shifts and further emphasizing the car's focus on comfort over raw performance.

The 4th generation Charger received a mixed reception. While it attracted some praise for its luxurious interior and comfortable ride, many Charger enthusiasts lamented the departure from its muscle car roots. The reduced power output and more subdued design led some to view the 4th generation as a diluted iteration of the Charger legacy.

Despite this, the 4th generation Charger found a niche among buyers looking for a balance between comfort and style. Its sales were moderate, though it never achieved the cult status of its predecessors.

Dodge Charger (1981 - 1987)

The 5th generation Dodge Charger, produced between 1982 and 1987, marked a significant departure from the earlier muscle car iterations, adopting a compact, hatchback design. Based on the front-wheel-drive L-body platform, shared with the Dodge Omni, the Charger was reimagined as a smaller, more efficient vehicle to meet the evolving demands of the 1980s automotive market.

The exterior design featured angular lines, a sharply sloped rear hatch, and a distinctive front grille, giving the Charger a contemporary appearance. The 5th generation also introduced a two-door coupe body style, contributing to its sporty look, despite its smaller stature. Blacked-out trim and aggressive graphics packages, such as the Shelby edition, further emphasized the car's performance-oriented aesthetic.

Inside, the 5th generation Charger offered a functional and straightforward cabin. The dashboard featured a minimalistic design with analog gauges and essential controls. The interior could accommodate four passengers comfortably, although its compact size meant limited legroom, particularly in the rear seats.

Despite its smaller stature, the Charger offered several features aimed at improving driver and passenger comfort. These included adjustable seats, air conditioning, and optional power windows. The hatchback design also provided practical storage space, with a fold-down rear seat allowing for additional cargo capacity.

The 5th generation Charger’s engine lineup emphasized efficiency and balanced performance, reflecting the automotive industry's response to the 1970s oil crisis and increasing consumer demand for fuel-efficient vehicles.

The base model came equipped with a 1.6-liter inline-four engine, producing 62 horsepower. While this output was modest, it provided adequate power for daily driving, particularly in a market increasingly focused on economy cars. Later models offered a 2.2-liter inline-four engine, producing around 84 horsepower, providing a slight boost in performance.

For those seeking a more performance-oriented option, Dodge collaborated with Carroll Shelby to produce the Charger Shelby models. These variants featured a turbocharged version of the 2.2-liter engine, boosting output to 142 horsepower. This significant increase in power transformed the Charger into a capable, fun-to-drive hatchback, reminiscent of earlier muscle car models.

All engine options were paired with either a four-speed manual or a three-speed automatic transmission, offering drivers a choice between fuel efficiency and convenience.

The 5th generation Charger received mixed reactions upon its release. While some enthusiasts welcomed the new direction, appreciating the car's sporty styling and fuel-efficient engines, others lamented the departure from the traditional muscle car roots. The car’s smaller stature and reduced power output led some to view it as a diluted version of its predecessors.

However, the Charger found a niche among buyers seeking an affordable, practical car with sporty styling. The Shelby models, in particular, garnered a dedicated fanbase, with their turbocharged engines and performance upgrades making them popular among enthusiasts.

Dodge Charger (2006-2010)

After being absent from the Dodge lineup for almost two decades, the Charger returned in 2006. This time around, it gained two more doors, quite a bit of heft, and was several inches longer than the sport compact that came before. Purists had hoped for a return of the coupe. It didn’t happen. With the exception of the Ford Mustang, high performance coupes, such as the Chevrolet Camaro and Pontiac Firebird, had gone the way of the dinosaur anyway. Also, other high performance V8 sedans that were once coupes like the Chevrolet Impala SS and Mercury Marauder were also long gone. Seems the Charger was the only game in town if you wanted a full-size, American performance sedan.

The performance lineup of the 2006 Dodge Charger consisted of the R/T and the SRT8. The R/T displaced a 5.7-liter Hemi V8 with 340 horsepower and 390 lb.-ft. of torque. It came mated to a five-speed automatic transmission. The leviathan SRT8 had a 6.1-liter V8 with 425 horsepower and 420 lb.-ft. of torque lurking underneath its hood. It also came standard with a five-speed automatic transmission.

Dodge also offered two performance packages for the R/T. The R/T with Road/Track Performance Group package added load-leveling and height control shocks, 18-inch aluminum wheels with blacked-out pockets, and performance steering and suspension. The Daytona R/T was easy to spot with its unique front fascia that included a black honeycomb grille and chin spoiler, “Daytona” decals on the rear quarter panels, and a blacked-out Hemi decal on the hood. Both packages featured a more powerful 5.7-liter Hemi engine with 350 horsepower and 390 lb.-ft. of torque.

Back in March 2006, Motor Trend pitted the Charger SRT8 against the Pontiac GTO in a knock down, drag out fight that proved the Charger was no slouch. Even though the GTO was 0.3 seconds faster from 0 to 60 and 0.2 seconds faster in the quarter, Motor Trend seemed more impressed with the Charger’s overall road manners. The writer states “In the end, “out of place” is how we viewed the GTO in context with the Charger. While quicker than the Dodge, the Pontiac felt less refined, less civilized, and less inviting than the Charger. Given the option to drive one, whether on a short stint or a long haul, the Charger is the obvious choice–the best musclecar for the job.”

Dodge kept the momentum going for 2007 with the release of the Charger SRT8 Super Bee. The Super Bee was revealed during the 2006 New York International Auto Show. It was the first special edition Charger from Chrysler’s Street and Racing Technology group. It was also the first time since 1971 the Super Bee package was available for the Charger. The Super Bee was only available in Detonator Yellow and featured a black hood and decklid face along with Super Bee logos on the rear quarters. The interior featured contrasting yellow stitching on the steering wheel, shift knob, and seats. Only 1,000 Super Bees were produced for the 2007 model year.

The Super Bee was powered by a 6.1-liter Hemi V8 with 425 horsepower and 420 lb.-ft. of torque. A five-speed automatic transmission with AutoStick was standard equipment and was the only transmission available in the Super Bee. Dodge claimed a 0 to 60 time in the low five second range and a 0 to 100 to 0 time in under 17 seconds. Even today, those times are still pretty impressive.

The Dodge Charger lineup was still going strong in 2008. Dodge refreshed the interior by adding soft-touch materials on the door trim, armrests, and center console. The instrument panel, instrument cluster, and center console were also redesigned for 2008.

The performance lineup consisted of the R/T and SRT8. The R/T Daytona, R/T with Road/Track Performance Group, and SRT8 Super Bee packages were also still available. For 2008, the SRT8 Super Bee came decked out in a B5 Blue paint scheme. It was still limited to a production run of only 1,000 units. The R/T Daytona also had a limited run of 1,750 cars painted in Hemi Orange.

You knew it was bound to happen. Just when you think you’re the only game in town, a contender steps up and challenges the reigning champion. The 2008 Pontiac G8 GT was essentially a Holden Commodore from GM’s Australian subsidiary. This party crasher came equipped with a 6.0-liter V8 producing 361 horsepower and 385 lb.-ft. of torque. Of course, comparisons between the two would be made. The Dodge Charger and Pontiac GTO were at odds during the classic muscle car era and that grudge continues into the 2000s. Some things never change.

Motor Trend pitted these two combatants against one another back in early 2008. The Charger went from 0 to 60 in 5.5 seconds where the G8 took 5.3 seconds. In the quarter mile shootout, the Charger ran the distance in 14.1 seconds and the G8 covered this distance in 13.8 seconds. The Charger may have been a bit slower but consider this. The Charger was almost 50 pounds heavier than the G8 and the G8 had 21 more horsepower than the Charger.

2009 sees the R/T get a boost in horsepower. The 5.7-liter Hemi produces 368 horsepower and 395 lb.-ft. of torque, up from 340 horsepower and 390 lb.-ft. of torque. This bump in horsepower is courtesy of a new variable valve timing system.

The 2009 Charger sports a new taillamp design that features recessed circular cutouts reminiscent of the 1968 Charger. The SRT8 also gets new standard amenities including dual-zone temperature settings, remote start, and heated front seats.

The R/T Daytona and SRT8 Super Bee take a bow and ride off into the sunset after the model year is over. As in previous years, Dodge created a limited number of these in special colors. Only 475 R/T Daytonas were produced in Stone White and a mere 425 SRT8 Super Bees left the factory in Hemi Orange.

With the R/T Daytona and the SRT8 Super Bee absent from the Charger lineup, a bit of pizazz was missing from the Charger lineup. However, that didn’t mean performance suffered. The SRT8 was still capable of running from 0 to 60 in the low five second range, sprinting the quarter mile in under 14 seconds, and could go from 0 to 100 to 0 in under 17 seconds.

2010 closed out the sixth generation Charger. Was the new Charger worth the two decade wait? We think so. Even though it returned as a sedan, looking back, that was not necessarily a bad thing. The sixth generation Dodge Charger brought back some excitement that had been missing from the Dodge lineup for some time. With V8 power and rear-wheel drive, the Charger was one of the few American performance sedans left with some bravado. It’s hard to believe ten years has passed since this generation ended.

Dodge Charger (2011 - 2023)

The 7th generation Dodge Charger produced from 2011 to 2023 marked a return to the roots of the Charger, blending contemporary technology with classic styling, performance, and power.

The 7th generation Charger was designed to evoke the spirit of its predecessors while incorporating modern design elements. It featured a sleek, aggressive stance, with a wide front grille, sculpted body lines, and a sloping roofline that gave it a sporty, dynamic appearance. The Charger’s aggressive styling was further enhanced by its "racetrack" taillight design, which ran the width of the rear end, becoming a distinctive feature of the model.

The exterior design was complemented by a range of color options and graphics packages, allowing for personalized styling. The Charger’s overall aesthetic emphasized its heritage, bridging the gap between classic muscle car design and modern sophistication.

Inside, the 7th generation Charger offered a blend of luxury, comfort, and technology. The cabin featured high-quality materials, including available leather upholstery, soft-touch surfaces, and ambient lighting, creating a premium feel. The dashboard was equipped with a touchscreen infotainment system, ranging from 4.3 to 8.4 inches, offering navigation, media controls, and connectivity options such as Apple CarPlay and Android Auto.

The Charger’s spacious interior accommodated five passengers comfortably, with ample legroom and headroom. Additional features included heated and ventilated front seats, dual-zone climate control, and optional premium sound systems, making the Charger suitable for both daily commuting and long road trips.

The 7th generation Charger’s powertrain lineup was a highlight, offering a range of engines that catered to various performance needs, from efficient V6s to powerful V8s.

3.6-Liter Pentastar V6: The base model came equipped with a 3.6-liter V6 engine, producing between 292 to 300 horsepower, depending on the trim. This engine provided a balanced blend of power and efficiency, suitable for daily driving.

5.7-Liter Hemi V8: The Charger R/T model featured a 5.7-liter Hemi V8 engine, delivering 370 horsepower and 395 lb-ft of torque, offering a significant performance boost over the V6.

6.4-Liter Hemi V8: The Charger SRT 392 variant offered a 6.4-liter Hemi V8 engine, producing 485 horsepower and 475 lb-ft of torque. This engine provided thrilling acceleration and performance, positioning the Charger as a formidable sports sedan.

6.2-Liter Supercharged Hemi V8: The Charger SRT Hellcat and Hellcat Redeye models featured a 6.2-liter supercharged Hemi V8 engine. The Hellcat delivered 707 horsepower and 650 lb-ft of torque, while the Hellcat Redeye took it further, producing an astounding 797 horsepower and 707 lb-ft of torque, making it one of the most powerful sedans on the market.

Throughout its production run, the 7th generation Charger was offered in several special editions:

SRT Hellcat and Hellcat Redeye: These high-performance variants featured aggressive styling cues, including a widebody kit, enlarged air intakes, and performance brakes. The Hellcat Redeye model, in particular, offered additional enhancements such as upgraded suspension and advanced cooling systems, making it a track-ready sedan.

Daytona Editions: The Charger Daytona editions paid homage to the classic Charger Daytona models of the 1960s, featuring unique graphics packages, rear spoilers, and special badging. They also included performance upgrades, such as a sport-tuned suspension and larger brakes.

Scat Pack: The Scat Pack models featured performance enhancements such as a 6.4-liter Hemi V8 engine, performance-tuned suspension, Brembo brakes, and unique styling cues, including Scat Pack badging and graphics. This variant offered a balance between everyday drivability and track-ready performance.

The 7th generation Charger received widespread acclaim for its blend of performance, design, and practicality. Critics praised its range of powerful engine options, sporty styling, and comfortable interior, making it a competitive option in the sports sedan market. The Hellcat and Hellcat Redeye models, in particular, garnered attention for their incredible performance figures, solidifying the Charger’s position as a modern muscle car.

The 7th generation Dodge Charger (2011-2023) marked a significant chapter in the model’s history, combining modern technology with classic design and performance. Its range of engine options, special editions, and comfortable interior made it a versatile option, suitable for daily driving, track days, and everything in between. The 7th generation Charger solidified Dodge's place in the modern automotive landscape, upholding the legacy of the Charger name while embracing new technologies and design trends.

Dodge Charger (2024 - Present)

Dodge released the eighth generation of the Charger in March 2024, and besides the four-door version, like on the sixth or the seventh generation, it also came as a coupe.

Creating a vehicle that looked like a muscle car but without an internal combustion engine under its hood was a daring project. Yet, Dodge did it with the eighth generation of the Charger, which, unlike its previous two generations, was available as a coupe and as a sedan. If that was not enough to shock its customers, then they had another surprise since both versions featured a tailgate instead of a regular trunk lid at the back. However, the most significant change in the model’s history was the fact that Dodge initially offered it with a choice of two electric drivetrains, while the ICE versions followed later.

Dodge’s design team created the Charger Daytona coupe with shapes that resembled the legendary 1966 Charger. The rectangular look of the front fascia sported a pair of LED headlights and a narrow upper grille. Above it, the automaker created a horizontal spoiler and two vents that channeled air above the hood. As a result, at first sight, it didn’t look like it had a cone on its nose, like the 1969 Daytona Charger. Furthermore, on the lower side of the bumper, Dodge installed a second broad air intake flanked by two slim vertical scoops that created an air curtain. Another significant change for the car was its new badge, which looked like three triangles arranged around a round point.

At first sight, the car’s profile didn’t reveal the fact that it was a hatchback. The long doors and the ascending waistline created a dynamic look for the vehicle. Even though the 2024 Charger Daytona coupe didn’t have the same idea of the coke-bottle design for the rear quarter panels, those who knew the car from the Dukes of Hazard or the Fast and the Furious franchise could see the resemblance. The cab-rearward design, with its sloped roof and raked forward C-pillars, had a proper coupe look. And yet, at the back, the tailgate opened wide along with the rear window. Finally, Dodge created a broad, rectangular light design element for the rear fascia that incorporated the taillights.

Inside, the car boasted a high level of technology. Besides the bucket seats with high bolstered areas, the dashboard was an attention grabber. Fronting the driver was a wide LCD that showed the speed, charging status, and other essential driving details. At the same time, atop the center stack, Dodge installed the 12.3-inch touchscreen for the Uconnect 5 infotainment system that supported wireless Apple CarPlay and Android Auto. In the back, the car featured a split-folding bench seat where up to three people could sit, while behind them was a large trunk. Customers could also use the frunk since there was no engine under the hood.

Dodge launched the Charger Daytona Coupe as an electric affair only. It was built on top of Stellantis’s large STLA platform, which allowed it to install an electric motor for each axle. As a result, the Charger Daytona Scat Pack sent 670 hp (680 PS) in all corners, helping the car get from naught to sixty (0-97 kph) in just 3.3 seconds.