If you’ve heard any of the discourse about Dodge’s reiteration of an American muscle icon, the Dodge Charger, you may share the same question I had before standing next to one in person or getting behind the wheel yourself: What were they thinking?
I recently spent several days in Stowe, Vermont, with a slew of Dodge engineers, designers, and Dodge CEO Matt McAlear. I dug a little deeper into the platform, learned more about the new Charger’s combustion powertrain options, and tried to form a fair and unbiased opinion of the latest “American muscle” offering.
“American muscle” appears in quotations because this vehicle says goodbye to the Hemi of old and replaces it with a twin-turbo 3.0-liter inline-6 Hurricane engine. Many would say that disqualifies it from the muscle car category. Let’s find out if that holds any water.
So… Why Vermont?
I’m familiar with cold-weather climates and winter driving, but this trip was very intriguing for me. I had never been to Vermont or New Hampshire (more on that later). The trip also revealed the intention behind Dodge’s plans for this demonstration: The new Charger ships exclusively with all-wheel drive (AWD). This test would be their attempt to show the market that the new platform is more capable and serves a wider audience than ever before. Fair enough.
I was also told in advance that this would be the first opportunity for anyone to drive the new 4-door Charger R/T. This trim features the same hurricane engine as the Scat Pack, though slightly detuned and with a smaller turbo. It’s likely to be the volume seller in this segment.
I still had more questions. Would the drivetrain be competent enough to convince me that this car could make sense for those living in colder climates? Is this car actually practical enough for a 2-car family? Is the new ICE powertrain exciting enough to justify the cost?
As I drove through the snow-sprinkled woods of Vermont and got closer to the town of Stowe, one very loud realization was rising in the back of my mind. I added up the factors:
All Wheel Drive… check.
Twin-turbo inline 6-cylinder… check.
8-speed automatic transmission… check.
420 hp… check.
This car is going to be quick for a base model, isn’t it?
Needless to say, I was very excited to get some seat time with the new vehicle.
The Morning of the Drive
The sun rose on a beautiful but frosty day in Stowe. The air was cold and the sun was out. You could’ve convinced me it was Christmas, thanks to the lineup featuring several colors, trims, and versions of the new Charger just outside my hotel room. We began the day with a quick rundown of the vehicle, and I was granted the keys to any vehicle in the line that tickled my fancy.
I chose the 550-horsepower Scat Pack in “Bluedicrous” (the new color that debuted on the Charger).
The cars were all idling to keep cabin temperatures nice and warm for the drivers. As I walked around the car, I paused for a moment to listen to the exhaust note at idle. Certainly not the V8 rumble or “chop” that we’re used to from the Charger nameplate. But it was a nice low rumble, and certainly fit my preference over the futuristic sounds coming from the rear of the electric vehicle (EV) Charger Daytona.
I set the driver’s seat into the ideal driving position for my body (I am 6-foot-3). Everything felt comfortable and natural, except for the high floor. Dodge designed this as an EV first. So, even the gas-powered models have room for a battery under the floor.
The gauge cluster made sense, buttons were in the right place for seat and mirror adjustment, and the infotainment was understandable at first glance. For these items, I have to give Dodge credit. They’ve done a fantastic job updating the interiors of the Charger lineup. The entire experience gave a premium, yet approachable vibe.
The Dodge engineers were proud to tout the 37.2” of rear legroom (identical in the 2-door and 4-door trims). I did have plenty of legroom behind my ideal seating position. But the curvature of the roof and rear glass meant that I had to bend my neck to the side to fit properly in the rear seat. Unfortunate for taller adults, certainly, but this space does give the Charger points in the practicality department. I could see this car easily toting around your partner and children, or 4 of your best friends (provided you stick the tall one up front).
The Journey Begins
Prior to the drive, Dodge explained that they had prepared a route that would take much of the day to complete, but also provided plenty of seat time between drivers: a 4-hour loop (2 hours each way), from Stowe, VT to Dalton, NH, a.k.a. the home of Team O’Neil Rally School.
When setting off for a drive in a new vehicle, it can sometimes take a while to get comfortable with the powertrain, seating, or infotainment system. But everything just worked for me in the new Charger. Navigation worked with minimal hitches. Clicking through menus was intuitive. Drive modes were easy to find and shift around.
The bolsters were strong, and the seat was comfortable. In a nutshell, the new Charger’s interior is a good place to be. Admittedly, this vehicle feels quite wide on the road, and I had to glance several times through the side mirrors to make sure I was still between the lines.
I mostly drove the Charger in Auto mode since we were in a colder climate with ice, mud, and snow that surprised us along the route. But shifting the vehicle into Sport added animation to the powertrain, giving the experience another dimension. In manual mode, shifts were quick and seamless, leaving the hurricane powerplant eager to run, though paddle shifters were comically small.
If this car is nothing else, I can say with certainty that it is convincingly quick. As a passenger, you could probably even be convinced that it’s lighter than it really is. In the driver’s seat, the 4,800-lbs curb weight is ever-present in the back of your mind, especially through quick turns.
Taking Things Off the Pavement
One of the primary stops on the trip was the Team O’Neil Rally School in New Hampshire — one of the leading rally-driving schools in the United States.
Getting to the school would have been no small task for my RWD 2016 Ford Mustang back home. Mud, snow, and ice were abundant on the gravel and dirt roads leading there. Surprisingly, I felt fully in control and confident behind the wheel of the AWD Charger. This confidence was something unexpected and a precursor to how it would perform on the rally course.
After a brief rundown and quick demonstration, we were allowed to slide the Charger around a snow and ice-covered skid pad, around a coned slalom course, and through a wooded rally course.
Even in low-traction environments, the Charger exceeded my expectations. It provided confidence at higher speeds with a great pedal and steering feel. Turning on the RWD-only feature was an additional boost in the fun category. But nothing beats driving a powerful AWD vehicle through a snow-covered wooded rally course.
So, What’s the Verdict?
At $49,995, the 2026 Dodge Charger R/T is a pretty good value proposition. Adding the two extra doors incurs a $2,000 markup. For an additional $5,000, you could also move up to the Scat Pack trim. That seems like a worthy upgrade for the price.
From my perspective, Dodge has done a fantastic job of taking what began as a confusing rebadge and injecting practicality and excitement. It really feels like a turning point for American Muscle. Perhaps we can comfortably say goodbye to the V8-only mandate or underpowered turbo 4-cylinders that try to span the gap. This power plant is a blueprint to a performance-based future that the likes of Japanese and German manufacturers have adopted for decades.
That’s exactly what Dodge is selling here, and I hope the public takes notice. Fun is back on the menu.
