For more information about the Charger's fuel economy, visit the EPA's website. Surprisingly, both engines were within 1 mpg of each other, with the six earning 26 mpg on the highway and the eight earning 25 mpg.
While we haven't tested the 5.7-liter V-8 on our 75-mph real-world fuel-economy route, which is part of our extensive testing regimen, we have tested the V-6 with all-wheel drive and the larger 485-hp V-8. Although it has below-average EPA estimates in the city, it has fairly competitive highway ratings. The Charger is a big, heavy car with a healthy appetite for fuel. We've tested several Chargers for emergency braking, and the best results came from the high-performance models with upgraded brakes and stickier summer performance tires. The electrically assisted power steering contributes to the Charger's purposeful control, but its feedback is too heavy and slow to be engaging. Although the V-6 version we tested had nearly identical cornering grip, the Daytona's hefty horsepower advantage amplified the fun. The big-bodied sedan was remarkably balanced when cornering, too. Its large 20-inch wheels were relaxed on most surfaces, but obstacles such as railroad crossings and potholes disrupted its composure. The bright (Green Go) Charger we paraded around town had a quiet and composed ride. The 370-hp Charger has enough ponies to outrun most family sedans. The more powerful versions excel at the strip, where the 485-hp Charger R/T Scat Pack posted an impressive 3.8-second sprint to 60 mph. The standard V-6 is no slouch, yet it lacks the giddy-up of front-drivers such as the Nissan Maxima.
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Dodge doesn't build a Charger with a manual gearbox, but it would be so much cooler if it did. In contrast, the V-6 is subdued but does add the availability of all-wheel drive. However, not every Charger has a mighty Hemi V-8 under the hood-what a pity-but they do all share an excellent eight-speed automatic transmission and standard rear-wheel drive. The Charger channels its NASCAR roots with big V-8 power and rowdy sounds.
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We'd also add the Driver Convenience Group (blind-spot monitor, rear cross-traffic alert, heated exterior mirrors, and upgraded headlights) and the Performance Handling Group (20-inch wheels with all-season performance tires, Brembo brakes, and sport-tuned suspension).
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Along with a standard 8.4-inch Uconnect touchscreen with Apple CarPlay and Android Auto, our choice includes a throbbing dual-mode exhaust, a leather-wrapped performance steering wheel, and 20-inch rims. The bigger 485-hp V-8 that comes with the Scat Pack makes accelerating great again but costs about $5000 more than the R/T. Those who want all-wheel drive are limited to the V-6 versions.
We think the Charger R/T, with its 370-hp 5.7-liter V-8, has the perfect mix of power and features. The alarm is also now standard on Scat Pack models, too. The Driver Convenience Group package now includes a deluxe security alarm, which should come in handy in the event that anyone tries to boost (read: steal) an owner's prized ride. What's New for 2022?įor 2022, Dodge makes only small changes to the Charger lineup. Although not everyone will appreciate the 2022 Charger, anyone who wants a throwback sedan with countless nostalgic character will. The latter is reserved for the Scat Pack model, which isn't as aggro as the separately reviewed 700-plus-hp Charger SRT Hellcat, but it is the sportiest non-SRT model and offers a distinctive widebody appearance.
However, the most exciting Charger has a vociferous Hemi V-8 under the hood, either a 370-hp 5.7-liter or a 485-hp 6.4-liter.
As with the Dodge Challenger coupe, it has a standard V-6 and available all-wheel drive. The Charger is less refined, with questionable interior quality and an overly firm ride that gets worse on the optional 20-inch wheels. While the Chrysler 300 also offers a V-8 with a rear-wheel-drive layout, it's fancier and pricier. The 2022 Dodge Charger has the distinction of being the only V-8-powered sedan that starts under $40,000.