Everything You Need To Know Before Buying A Used Charger 7th Gen
The seventh-generation Dodge Charger's mid-cycle facelift arrived in 2015 and as you'll see below, it was quite a substantial one. Mechanically, the 3.6-liter V6 and 5.7-liter V8 were carried over, but the high-performance SRT8 was dropped from the range. Instead, Dodge made the 6.4-liter part of the standard range under a new name: R/T Scat Pack. From 2015 onwards, all models are equipped with an eight-speed automatic transmission.
The ride and handling depend entirely on the model you opt for. All Chargers are forgiving enough to live with daily. It's built on the same platform as the Chrysler 300C, which, in turn, is built on the Mercedes-Benz W210 E-Class, dating back to 1995. It has been updated along the way, but it's fundamentally the same design.
Dodge also took the opportunity to update the various available suspension systems and the brakes.
Dodge changed the front end entirely, getting rid of the large headlights and protruding snout 1. At the time, automotive design was moving in a sleeker direction and the 7th gen Dodge Charger caught on early. The understated grille is flanked by two slim headlights 2, with another air intake below 3. The lower air intake is either hardly noticeable or fairly aggressive, depending on which model you go for.
Both pre- and post-facelift models have differing power bulges on the hood 4, with high-performance models gaining an air scoop.
The overall design of the rear remained more or less the same, but also slightly adapted for the modern world. The taillights 1 that run the length of the rear are an homage to the first-generation Charger, and part of what makes the car so appealing.
As you go up the range, the more aggressive the tailpipes get 2.
As is the case with the rear, the side profile remained the same. The facelifted model's headlights protrude more 1, but the same swooping design element that stretches from the middle of the front doors to the rear is carried over.
Dodge also designed a selection of contemporary alloys to go with the post-facelift car's new exterior 2. Chrome still played a big role, but you could get more stylish twin-spoke options as well.
If you ever wonder why Chargers are so cheap, get inside one. Both the pre- and post-facelift models have practical interiors, but the material quality is poor. If you look at the inside of the pre-facelift model, you'll note that everything you could expect is there, and you even get some nice chrome accents to make it look expensive. But then you touch and interact with the controls and realize that it's all just a facade. The shifter looks like a heavy 1, quality item. But the reality is that it's just a hollow piece of plastic and it feels horrible as you move it down to drive. The steering wheel also feels cheap 2, and it's almost impossible to find one that's still reasonably intact.
With the facelift, the Dodge Charger 7th generation moved over to a new driver-oriented interior with a much better static gear lever. The layout of the buttons on the steering wheel is more logical, and the perforated leather on high-end models feels more upper class. Speaking of the steering wheel, we prefer the simpler logo surrounded by a thin chrome strip. The placement and layout of the climate control/air-conditioning is also better 3.
The infotainment system on pre-2017 models is poor. A year after the facelift, Dodge finally included the Uconnect system as standard, though not all models had all the system's features as standard. Entry-level models have a seven-inch touchscreen, while high-end models are equipped with an 8.4-inch infotainment system 4.
The Dodge Charger is available with three old-school naturally aspirated engines.
All of these engines offer decent performance, even though they're hardly at the forefront of engine technology.
The entry-level engine is the 3.6-liter V6 Pentastar, producing 292 hp and 260 lb-ft of torque. In the GT model, it produces 300 hp and 264 lb-ft of torque, but you simply can't tell the difference. For those who live in colder climates, the V6 is the only realistic engine option as it's the only model Dodge offered with the optional AWD system. So it's either the V6, or a set of snow tires and a healthy dose of self confidence.
The next step up is the 5.7-liter Hemi V8, dating back to the original 300C. For its size, it produces an underwhelming 370 hp and 395 lb-ft of torque. It is immensely charming, however. It sounds exactly like a muscle car engine should, but doesn't necessarily provide the sort of forward thrust you'd expect from such a large V8.
The monster in the range is the 6.4-liter Hemi V8. Pre-facelift it was only available in the SRT8, but from 2016 it was offered as part of the standard line-up. This engine produce 485 hp and 475 lb-ft of torque, which is good enough for a 0-60 mph sprint time of 4.5 seconds.
In terms of gearboxes, you want to skip the 2011 model year. Dodge equipped all models with an outdated five-speed automatic transmission, also borrowed from Mercedes-Benz. From 2021 onwards, all models received an eight-speed automatic transmission as standard.
Not the most thrilling engine available, but name a more exciting package for $25,000. It doesn't provide the best soundtrack either, but that's easy enough to fix with some aftermarket parts.
The best thing about this engine, and the rest of the available engines, is the reliability. While there have been some reliability issues, these engines are generally robust. The GT trim has a few extra horses, but this is as a result of a different exhaust.
The main thing to keep in mind is to avoid the 2011 model's five-speed gearbox. The Pentastar V6 is a peaky engine, delivering maximum power at 6,350 rpm and maximum torque at 4,800 rpm. The five-speed just doesn't have enough ratios to make the most out of the engine, while the eight-speed automatic has a nice even spread with three low ratios for acceleration, and another three at the top for improved fuel economy.
The 5.7-liter Hemi V8 is an odd choice, but it was one of the most popular engine options. It dates back to 2003 and you can sort of tell by the power outputs. It only produces 370 hp at 5,250 rpm. The torque is more impressive, with 395 lb-ft of torque available from 4,200 rpm. It's more suited to a large luxury sedan or SUV thanks to that low-down torque figure.
The Charger would have benefited more from a turbocharged four or six. Not just in terms of outright speed, but also handling-wise.
Alas, a V8 soundtrack is one of the hallmarks of a muscle car, and so the 5.7 Hemi V8 remains a popular choice.
Before the facelift, the 6.4-liter V8 was only available in the SRT8 trim. In the pre-facelift SRT8 it produces 470 hp and 470 lb-ft of torque, but is only available with the older five-speed automatic transmission.
The post-facelift 6.4 produces 485 hp and 475 lb-ft of torque, and is mated to the newer eight-speed automatic transmission.
As a muscle car engine, the 6.4-liter is brilliant. It's more rev-happy than the 5.7-liter and produces a lot more power. Oddly, it's also quite good at low speed. While the maximum torque is only available at 4,100 rpm, a giant lump of it is available from just above idle. It feels epic just idling along with the big lump up front burbling angrily at the world.
If you want something frugal, you're in the wrong place. EPA-estimates tend to be on the harsh side as we've seen with most of our used reviews, with owners getting better real-world consumption. That's not the case with the Charger, apart from the 5.7-liter V8 model.
Still, with consumption figures like these, you're going to be on a first name basis with the cashier at the local filling station.
* Real-world mpg and MPGe figures are provided by the EPA. Once a car has been on sale for a significant period of time, the EPA gets real-world figures directly from the customer base. These figures are then provided on the EPA website. Real-world figures are not available for certain models due to a lack of sales, or not enough people partaking in this after-sales survey.
Throughout its impressive lifespan, the Charger never received advanced safety features as standard. It's yet another reason why Dodge could afford to sell it for so cheap. In later years, the advanced features were included as an option. Even with this option, you only get basics like forward-collision warning, lane-departure warning with lane-keep assist, blind-spot monitoring, and rear cross-traffic alert.
The traditional safety features were good enough, however. Every model has six airbags, traction and stability control, and ABS.
The 7th generation Charger received its NHTSA safety rating during its second year on sale in 2012, proving how robust it is.
Dodge went a bit overboard with the number of trim levels available throughout the years. The 2011 MY is a case in point. It was technically the new 7th generation Charger, but also not. It was an in-between model with the new V6 engine but equipped with an old gearbox. Dodge only really swapped to the new range later in 2012, dropping the previous model designations.
Thankfully, the range became easier to understand as unpopular models dropped away and the range was streamlined.
It's worth keeping an eye out for the various limited trims Dodge offered throughout the years. The trims below represent the standard line-up throughout the years. In addition to these, Dodge offered 100th Anniversary models in 2014 and Daytona 340 and 392 Editions in 2017. The changes were mostly visual, but worth looking at if you want something a bit more special.
The SE is essentially rental spec, so if you come across one, there's a good chance it wasn't treated with much respect. "Don't be gentle, it's a rental," as the saying goes.
It has the basic amenities to make it comfortable, including manual air conditioning, keyless entry, cloth upholstery, and a power-adjustable driver's seat.
The SE is also the only model in the range to offer the 4.3-inch touchscreen interface with basic Bluetooth and USB connectivity as an optional extra. The rearview camera law only came into effect in 2018, so only models built after that will have the built-in rearview system. Not that you can see much on the tiny screen anyway.
The eight-speed automatic transmission was an optional extra on this model, so keep that in mind when shopping around.
The SE and SXT are virtually identical. The main difference is that the SXT came standard with the eight-speed transmission and more available optional packages. It was essentially a blank canvas, giving prospective customers the option of adding as much as they wanted to. These options included convenience, appearance, and navigation packages.
The SXT Plus is an interesting model, but it failed to sell. Dodge built it for two years, and once again in 2018. Essentially, the SXT borrows a few items from its bigger V8 siblings. It has a lowered, stiffer suspension, Bilstein shocks, 20-inch alloy wheels, and a rear spoiler.
On the inside, it has the larger 8.4-inch infotainment screen, heated/ventilated front seats, and perforated leather upholstery.
Unfortunately, the V6 does not have the gusto to fully exploit these features, which is likely why most people opted for the R/T.
The big selling point here is the 5.7-liter V8. While not fast by modern standards, it provides a noticeable improvement in performance over the V6.
As for standard features, it's similar to the SXT but with premium cloth upholstery. It also has a sportier exhaust system, 20-inch alloys, and larger brakes.
There are two versions of the RT: Max and Plus. Like the SXT Plus, the RT Plus includes heated and ventilated seats, plus a few other luxury items. The Max adds absolutely everything, including a heated steering wheel.
The RT Scat Pack was the first model to introduce the 6.4-liter V8 to the standard range, moving away from the SRT8. To keep it affordable, it has the same spec level as the SXT, plus larger brakes, 20-inch alloy wheels, and a limited-slip differential.
The GT is the replacement for the SXT Plus, offering a top-spec model with the V6 engine. It's available exclusively in AWD format. As standard, it comes with the higher output 300 hp/264 lb-ft V6 engine, a performance suspension, LED fog lights, 20-inch alloy wheels, and an 8.4-inch infotainment screen.
The Widebody essentially replaced the SRT8, as the latter moved up a few steps. As standard, it has a widebody kit, a flat-bottom steering wheel, and a performance fascia. It's the most fun to drive, thanks to a Bilstein adaptive suspension, and six-piston Brembo brakes.
The Dodge Charger is infamous for having a low-quality interior. In order to sell a muscle car for cheap, Dodge had to implement some form of cost-cutting. In this case, it's not hard to see where the money was saved. The dark plastics are hard and shiny, and Dodge uses faux metal trim to break the darkness up a bit. Another cost-saving tactic is the upholstery. Even the top Scat Pack gets cloth seats, with Nappa leather being an optional extra. It's worth keeping an eye out for a used model equipped with this option when shopping around.
While the quality was below par, the ergonomics were spot-on. The major controls are angled toward the driver, making them easy to reach and operate.
Space for front passengers is plenty, but the sloping roofline results in less headroom in the rear. You can put a six-footer back there, but they'll likely start complaining after a few minutes.
Sedans of this size usually have 11 to 12 cubic foot trunks, but the Charger has an impressive 16.5 cubes. That's enough for the weekly shopping, though you'll have to pack carefully if you want to take the family away for the weekend. It's also worth noting that the shape of the trunk is odd. The trunk narrows significantly towards the rear bench seatbacks to make room for the wheel wells. So even though the rear seats fold down in a 60/40 split, the narrow gateway between the trunk and cabin limits the practicality.
There are roughly 2,400 Dodge dealers scattered across the country and even more service centers with enough know-how to work on any of the three engines. Parts are always readily available.
A basic oil change service is needed every 10,000 miles and it can cost anywhere from $100 to $170. A major service is required every 30,000 miles, in which case you can expect to pay roughly $600.
From 100,000 miles and upwards, the car needs to be inspected for normal wear and tear. In most cases, you can expect at least a coolant flush, replacement of the spark plugs, and brake linings. Including parts and labor, you're looking at $1,500.
Gas engines: 5.6L for 3.6 V6, 6.6L for 5.7 and 6.4 V8s
Recommended oil viscosity: 5W-20 synthetic for 3.6 and 5.7, 0W-40 for 6.4
How often to change: 10,000 miles
All Charger models used the same air filter.
OEM part number: ?2L2Z9601AC
The Dodge Charger doesn't have any fancy Stop/Start systems, so it doesn't require a fancy deep cycle battery. Thanks to Mopar, you can order the standard battery for all models easily enough. The part number is BBH8A001AA
Type: Standard Mopar car battery
Thanks to the various trims, packages, and special editions, it's difficult to pin down a standard tire size. We do know the three basic sizes, however. You could either have a 17-inch, or a 20-inch wheel, which happened to be a bit wider on the Widebody.
There were many 2011-2022 Dodge Charger recalls. The 2011 Dodge Charger recall list includes two airbag recalls, an alternator recall, loss of low beams, and the loss of ABS/ESC system due to an overheated PDC. The headlight electrical issues were especially dangerous, not just for the driver but for other drivers as well. The 2011 alternator recall and RT alternator recalls were limited to the 3.6 V6 and 5.7-liter RT models. After many owners reported alternator problems, Dodge decided to recall more than 400,000 vehicles for an alternator inspection and a possible replacement. 2012, 2013, 2014, and 2016 models all received an alternator recall. The airbag recall was also issued for 2012, 2013, 2014, and 2015 models.
The 2013 and 2014 Dodge Charger transmission recall was the most notable one that year, in addition to the continuing problems mentioned above. Owners reported transmission problems, which were traced back to a transmission output shaft that may fracture.
Being the most popular models in the range, the SE and SXT recall was the biggest at the time. All models came with cruise control as standard, and it could not be canceled in some cars. These cars only required a software update.
The 2015 and 2016 Dodge Charger driveshaft recall was only relevant to the AWD V8 police vehicle. The front driveshaft joint could seize, causing the shaft to detach. The 2015 recall list also included front driveshaft bolts, a damaged fuel hose, and radio software security vulnerabilities.
In 2018, the police car had a radio recall, or rather a problem with the 8.4-inch screen and the rearview camera. When stealth mode was engaged, the rearview camera would not show.
The final round of serious recalls took place in 2020/2021, at which point Dodge had sorted most of the Charger's problems. This time it was for inadequate windshield bonding, which could result in the windshield detaching from the car in an accident.
Since the Dodge Charger was such a problematic car, you might want to familiarize yourself with the common error codes along with the model years you'll most likely encounter them.
Engine stalling was one of the Dodge Charger's most common problems. Alternator failure was also quite common, and Dodge issued several recalls over the years. This also led to a few starter problems.
Cost: $0 via the recall, and $650 if you replace it yourself.
How to spot: An alternator problem is easy to spot. The most likely scenario is the car simply not starting or not charging the battery. Switch as many features as you can during the test drive and see how the car reacts. Dodge fixed this problem for free, so you should be able to pick it up in the service record.
The Dodge Charger was recalled because of its lights. Owners reported 2011, 2014, 2015, 2016, 2017, 2018, and 2019 Charger headlight problems. Dodge first picked up on the problem in 2014. It only affects models with halogen headlights, which means it's one of the few shared SE and RT problems. Basically, a sub-harness overheats, which causes the dims to go out.
How to spot: Switch the lights on and see if everything works. You might as well check all the exterior lights while checking the dims.
Several owners reported steering, power steering, and rack and pinion problems. The complaints mention metal flakes in the electronic power steering pump, but there doesn't seem to be a standard mileage at which this happens.
Mileage: As low as 30,000 miles, as high as 140,000 miles
How to spot: This problem likely won't be easy to spot. But since the complaints mention metal flakes, the steering should feel heavy or make a noise when the steering wheel is turned.
An overheated power distribution center can cause ABS and other electrical problems. In extreme cases, the car completely loses the ABS and traction control systems, which isn't that great in a high-performance car. A recall was issued and the 120,000 cars affected by this problem were meant to be fixed.
How to spot: A lack of ABS and TC will be displayed on the instrument cluster.
As you can see from the ABS/TSC and headlight recalls the Charger is just a badly wired car. One of the main things owners complain about is electric problems. There are several issues, including door handle, sunroof, and keyless entry problems.
How to spot: When you take a Charger for a test drive, it's worth trying every single one of the features to see whether they work.
There are many reported transmission, shifter, and acceleration problems. Owners complained about a hard shift from first to second, and back down from second to first. Several owners complained about the gear lever getting stuck in park in the pre-facelift model.
The post-facelift model's eight-speed electronic shifter came with its own problems. The design of the shifter caused confusion, leading to cars rolling forward and backward if the parking brake wasn't engaged. Dodge never issued a transmission recall for the Charger.
How to spot: On the test drive, accelerate swiftly to see how it handles a quick shift from first to second. It should feel effortless and brisk. Shifting down should feel exactly the same. Test the gearbox in as many settings as you possibly can to see whether it does what it should. If you feel any sort of hesitation and clunkiness, walk away.
The Charger's door panel problems started a lawsuit that's still pending. In short, the door panels start peeling away from the car's frame. As you can imagine, this leads to all sorts of questions about safety. Would this cause the side airbags to go off unintentionally, for example?
At the time of writing, no recall has been issued.
It's impossible to calculate the cost of replacement, since some models only have this problem with the front doors, while others have problems with all four doors.
How to spot: This is easy enough to spot. Open the doors and inspect them closely for any sign of peeling. Slam the door once or twice to see if it stays in place. If you do come across one of these cars, walk away.
The Charger's engines are generally reliable, but there have been a few engine and water pump problems. These mostly related to the V6 engine and range from misfiring cylinders, to overheating due to a clogged radiator, faulty thermostat, or water pump.
There isn't a trend when it comes to these problems, and there hasn't been a serious recall related to the engine other than alternator failure.
Cost: To replace all of the above parts would likely cost around $3,000.
How to spot: Other than an extended test drive, you have to rely on a fully documented service history. A regularly serviced and inspected vehicle should not have any cooling issues, especially as notable as these mentioned above.
On forums you'll find thousands of complaints. Some of them are simply the result of poor maintenance, but we do include problems we deem worthy to look out for, even if they weren't widely reported. Owners reported fuel pump problems for 2011, 2013, and 2018 models. There were also 2011, 2014, 2015, 2016, 2017, 2018, and 2019 Chargers that had ac or air conditioning problems. Not enough to register as a common flaw, however.
Several owners reported Charger radio problems in 2013, 2016, and 2019 models, including bad reception and complete failure of the Uconnect 4.3 and Uconnect 8.4.
We'd avoid all the pre-facelift models for two reasons; the most recalls were issued before the 2015 facelift, and the older five-speed gearbox isn't as nice as the eight-speed. The facelifted model also looks better and comes with more features as standard.
The V6 models were quite popular, but if you're going to have a muscle car you might as well do it properly. Skip the pre-facelift SRT8 and go right to the later Scat Pack models with the 6.4-liter V8.
If you can get a Widebody, even better. The adjustable Bilsteins suspension makes a big difference, as do the larger Brembo brakes.
The Dodge Charger has always been about offering loads of power at an affordable price, and that's even more true when it comes to the used model.
The 7th generation Dodge Charger comes with many warnings and things to look out for. If you ignore the pre-facelift models and do your homework properly, you could end up with a mint muscle car for cheap. Just ensure that all the recall work was done, and keep a close eye on the common problems.
The Charger was badly put together when it first came out, but as the years progressed the recalls became fewer. That's why we'd go for a properly built post-facelift model, anywhere from 2018 upwards.