Pros & Cons
- HEMI Torque With Manners
- Eight-Speed Feels Telepathic
- Track Poise, Family Calm
- Front Nose Feels Heavy
- Thirsty Under Hard Accel
- Visibility Tight in Corners
A true family sedan that lets you enjoy the glorious, brutal shove of a HEMI V8 without apology.
Overview
In person, this thing nails the four-door muscle brief without turning your driveway into a race paddock. It’s a full-size sedan with a classic rear-drive layout and deep HEMI heritage, so the vibe lands between sport sedan and rolling American icon, similar in spirit to the Corvette Stingray Z51 for enthusiasts who appreciate power with polish. The Dodge Charger in 2016 form reads like a grown-up’s toy: bold styling, genuinely family-friendly, and everyday usable. I found the five-passenger setup and five-seat cabin easy to live with, while the spacious five-seat interior and bold modern design keep it from feeling like yesterday’s news. Call it an American muscle sedan that behaves like a V8 rear-drive sedan when you want fun, but still plays nice as a family-friendly four-door when life gets busy. That balance, paired with a value minded mission, makes the 2016 Dodge Charger feel highway-ready for long-distance hauls and calm enough to be an urban cruiser when the speed limit is a mood killer.
Power choices cover real-world needs: the V6 Pentastar suits commuters and pairs well with all-wheel drive via the optional AWD V6 for snowy states, while the V8 HEMI leans into the soundtrack and shove that make a rear-wheel drive car worth the tire budget, something even drivers of a Chevrolet SS recognize when talking about pure V8 character. The eight-speed auto shifts cleanly and keeps revs civilized on the interstate. Trim walk is straightforward: SE trim and SXT trim set the table, the Scat Pack adds attitude, SRT 392 turns it up, and Hellcat is the “call your insurance” button. The sits right where most shoppers want it, with enough spice to grin, but not so much that you’re apologizing to neighbors every Sunday morning.
Inside, the tech lands in the sweet spot between simple and modern. The Uconnect system with Uconnect touchscreen interface anchors the cabin, delivering quick responses and clear menus for touchscreen infotainment basics like Bluetooth connectivity, while a rearview camera and blind-spot monitor keep the daily grind less… grindy. After a week of errands and back-road detours, the cabin layout, screen placement, and storage made it feel sorted, not flashy for the sake of it, exactly what a big, confident sedan should be.
What’s New for 2016
Across the Dodge Charger lineup for 2016, the updates feel like someone finally turned up the “daily comfort” dial without muting the attitude. The SRT 392 and SRT Hellcat models now come with upgraded interior leather as standard, the kind of material that makes long commutes feel less like a chore and more like a victory lap. Meanwhile, both SXT and R/T get HD radio as standard, which is a small but welcome quality-of-life win (clearer stations, fewer excuses for bad playlists). The Blacktop Appearance package returns with that clean, mean blackout look, and a new Super Track Pak on SXT brings legit track-tuned performance to the V6-powered Charger, offering sharper responses, better grip, and the sort of chassis feel that tells you the car’s ready when you are. In short: subtle changes, real impact, and nothing that messes with the character you wanted in the first place.
Pricing, Trim Levels, and Best Pick
Shopping the American market at U.S. retail for a full-size sedan in the rear-drive segment? Here’s your no-nonsense pricing overview with real-world range clarity. The lineup’s MSRP $27,995–$65,945 gives a healthy sticker span and tidy price band, laid out on a clear configuration ladder with a sensible cost spread. With everyday shoppers in mind, I track trim pricing the same way I track coffee refills: fast, accurate, and slightly judgmental. Factor the destination $995, possible gas guzzler $1,700 on thirstier trims, and you’ll see how add-on stacking nudges the out-the-door number, nothing sneaky, just the reality of package pricing and bundle tiers that reward a smart budget step-up when you want more kit.
Trims by the Numbers (Mid-Tier Sweet-Spot Alert)
Base shoppers start at SE $27,995 tag, with a quick hop to SXT $29,995 tag; winter folks eye SXT AWD $31,995 tag. The heart of the matter is R/T $33,895, where the V8 charm meets the “I still have a savings account” vibe. Want a little more? Road/Track $36,895 is the mid-tier sweet-spot and stays comfortably under-$40k. Need extra shove? Scat Pack $39,995 base brings that weekend-hero energy. Step into the upper-tier with SRT 392 $50,995 base or go full fireworks with Hellcat $65,945 base. Across the board, the Dodge brand and 2016 Charger lineup keep choices logical, with each rung a clean value choice rather than a gimmick.
Options, Deals & the Editor’s Take
Cosmetic swagger? Blacktop $495. Tech-heavy errands and road trips? Technology Group $1,995. These hits of content add real dollar-to-content gains without the bloat, especially if you time dealer incentives, sniff out sharp lease deals, or explore CPO savings. My editor call for best pick is the recommended Road/Track: it nails that worth verdict for buyers who want performance sauce without emptying the pantry. In plain English, it feels premium per dollar, looks right in the driveway, and delivers enough punch to keep grin levels high, all while staying friendly to the monthly budget.
Powertrain, Transmission, and Driving Dynamics
Call this one a Powertrain with range. In daily U.S. commuting, the 5.7-liter V8 delivers that classic American muscle car power with effortless performance, yet stays sedate in normal driving, until you’re accelerating hard onto an on-ramp, where the Hemi V8 wakes up, the V8 engine clears its throat, and the paddle shifters cue fluid shifts from the eight-speed automatic transmission (also known in spec-nerd circles as the ZF 8HP automatic/8-speed auto). Our tester’s car ran compliant even over bad surfaces, with ride quality that stayed supple thanks to Bilstein shocks, adaptive dampers, and a sophisticated multi-link rear suspension that keeps vehicle mass in check—the kind of suspension tuning Dodge also refined in the Dodge Challenger SXT to balance comfort with performance capability. It’s still a large sedan, nearly two-plus tons, but the chassis brings balance, agility, and controlled and secure handling that feel excellent for driving enthusiasts who like a little theater without the overpowering exhaust drone.
On paper, the menu is stacked. The Pentastar V6 (3.6-liter, 292 hp, 260 lb-ft) is adequate and refined for models like SE, SE AWD, SXT AWD, or the Rallye Group, and it will happily spin to higher rpm with sporty manners and precise shift logic in full auto mode or 3rd gear pulls. In spirit, it mirrors the Ford Mustang Dark Horse’s focus on delivering raw, engaging performance for enthusiasts, while the R/T brings the 5.7-liter V8 (370-hp, 395 lb-ft torque) for improved acceleration and that brash styling vibe. If you’re chasing bigger numbers, there’s SRT 392 with a 6.4-liter V8 and 475 lb-ft torque; the apex predators, Charger Scat Pack and the 2016 Charger SRT Hellcat with the supercharged 6.2-liter V8, go full send at 707 hp and 650 lb-ft of torque…
Tire talk matters. On summer tires like Goodyear Eagle F1 Supercar in 245/45R-20 on 8″ wide wheels (and other sizable wheels), you’ll feel the grip, the roll stiffness, and the G-force indicator numbers climb; think 0.86 g on good pavement. Swap to all-season tires for northern climes, wet weather, or inclement weather and the car stays forgiving, with available all-wheel-drive traction (all-wheel drive) on V6 trims that sends power forward when needed. Even so, this is fundamentally rear-wheel drive, and with the available three-mode stability control system and Super Track Pak, there’s extra leeway before it reins you in. You can feel a hint of understeer when going around turns a bit hot, but with the right line the chassis will drift just enough to keep your inner child grinning.
Brakes and numbers, because America loves stats. With 4-piston calipers or the big-dog 6-piston Brembo brakes, stops are fade-free; magazine-style testing has pegged it near 173 feet from 70 mph, a confident figure for a car of this sedan’s weight and two-plus tons of vehicle mass. As for sprints, expect 0-60 times from 0–60 mph in 5.1 seconds (V6 SE AWD) to 60 mph in 4.1 seconds and 0 to 60 mph in 4.6 seconds (R/T/SRT 392 territory), with a quarter-mile in 14.7 seconds around 96 mph for mid-pack setups. Our tester’s logs also showed launch acceleration benefits from the 3.07 rear axle ratio, and a touch of suspension lowered (0.5 inches) with multiple sport suspension offerings improved the stance without blunting the car’s daily comfort.
Real-world drive notes: in Florida heat, ambient noise levels stayed impressively low, even on sizable wheels; on wet weather freeway slogs, electrically assisted power steering replies with clean feedback, never overpowering your inputs. Hammer it through corners and tight turns, and the available three-mode stability control system offers escalating nets, helpful if the sedan’s weight and added nose-heaviness from a big V8 engine start to show. The sporting pretenses are legit, but sporty doesn’t mean punishing; the tuning remains forgiving and compliant on bad surfaces, so you’re not measuring each pothole in information packets through your spine.
Shopping lens for the U.S. buyer: the $41,000 starting point gets you standard powertrain kit fit for a sports sedan image, and the options sheet reads like a buffet, with optional adaptive dampers, available all-wheel-drive traction, Super Track Pak, plus sticky summer tires. Just know some models on all-season tires will feel average on grip compared with import rivals like Toyota Avalon or Hyundai Azera; then again, those don’t offer the same classic American muscle car power soundtrack you get in a Dodge Challenger. If the engine sounds coarse when cold, it smooths out warm; if you push at higher rpm, the ZF 8HP automatic still keeps things tidy with fluid shifts and smart paddle shifters logic. And if you see outmatched spec sheets online comparing to exotic rivals, remember this is a brawny large sedan tuned for U.S. roads and U.S. tastes.
Track-adjacent trivia for the nerds: the SXT AWD/SE AWD setup is about confidence in northern climes; the R-cars are about smiles per gallon. With a 3.07 rear axle ratio and full auto mode, it’ll hustle; click 3rd gear, the G-force indicator rises, and you’ll feel subtle spins at the inside wheel before the brain quietly trims it. On repeated hard stops from 160 to highway legal, the brakes were still fade-free. The speedometer touches triple-digit speeds with unnerving ease, but the car remains precise, not sloppy. If you’re comparing to a Toyota Avalon or Hyundai Azera, those are calmer cruisers; here, you’re buying a heartbeat and a history lesson, plus that brash styling the neighbors can spot from the mailbox.
A few practical notes U.S. shoppers ask about: ambient noise levels are low, the information screens are straightforward, and the Rallye Group dresses the V6 well. With Goodyear Eagle F1 Supercar rubber, launch acceleration hits harder; with all-season tires, winter manners improve. The available all-wheel-drive traction is the ace for inclement weather and northern climes. And while the sedan’s weight and added nose-heavy sensation can appear on transitional corners, you still get that distinctly American swagger, without having to apologize for it at the office parking lot.
For context, a quick lineage nod: the 2016 Dodge Charger owes some architecture ideas to that Mercedes-Benz partnership era, and brand DNA from Chrysler. The halo machines, 2016 Charger SRT Hellcat and its siblings, prove how far the envelope stretches; supercharged 6.2-liter V8, 707 hp, 650 lb-ft of torque, and 0–60 mph in 3.4 seconds. That doesn’t make the rest lesser, it just means there are myriad performance upgrades in the family tree if you want them, from Goodyear Eagle F1 Supercar tires to Super Track Pak, to 6-piston Brembo brakes that yank speeds down from 173 feet from 70 mph all day.
If you’re cross-shopping comfort cruisers like Toyota Avalon/Hyundai Azera or a Cadillac CTS, know this one is a sports sedan at heart. Even with suspension lowered by 0.5 inches, the ride stays forgiving; on tight turns, there’s room to play before stability steps in; and the understeer is predictable, never scary. The R/T sweet spot nails the U.S. brief: shove when you want it, chill when you don’t, and the kind of soundtrack that makes early-morning coffee taste stronger.
Fuel Economy & Real-World Driving
In real-world driving, the numbers land close to the EPA estimates, but there’s no free lunch with a V8-heavy lineup. On a recent drive that mixed city, expressway, and suburbia, our evaluation route felt pretty diverse, and the figure on the dash matched what we’d expect from a rear-wheel-drive V-8-powered sedan. The configurable screen and gauge next to the speedo, plus an easy infotainment system, kept tabs on mpgs and miles per gallon; once, the radio briefly glitched, but the trip data stuck. Think combined results that are mediocre only if you push hard, and remarkable when you take it easy.
For the efficiency-minded, the V-6 (3.6-liter, 292 hp, 260 lb-ft) in SE or SXT is the budget hero. In AWD or all-wheel-drive trims, it’s winter-friendly without clobbering the wallet at the pump. We achieved decent mileage: 19/30 mpg on paper, 18/27 in mixed use, and a highway best tickling 31 during a long trip at a steady 75 mph with cruise control. It isn’t a no-miser miracle machine, but for responsible consumers, it’s a wide-range sweet spot that won’t have you spending much more than intended.
Step into the Hemi world and the tunes change. The 5.7-liter V8 (370 hp, 395 lb-ft) brings a step up in performance and, yes, a step up in thirst. Drive it back-to-back with a Nissan 370Z and the difference in size, weight, and fuel appetite becomes obvious. We averaged 16 mpg on a spirited weekend, about 16/25 mpg to 15/25 mpg depending on traffic and terrain, while the trip computer showed 18 mpg on calmer commutes. Credit cylinder deactivation and four-cylinder mode, plus eco mode, for helping save fuel in low-load situations; the soundtrack still says V-8, but the behavior can feel downright conservative when you’re just cruising.
Go bigger and the thirst gets real. The SRT 392 packs a 6.4-liter punch with 485-hp and 475-lb-ft; the SRT Hellcat swings a supercharged V-8 (6.2-liter, 707-hp, 650-lb-ft) that’s particularly large, wonderfully thirsty, and totally optional. Official ratings like 13/22 mpg exist for a reason: enjoy the shove, accept the lower fuel efficiency. Compared with smoother sixes (call it 300 hp territory in some models), the big engines deliver tidal-wave torque and a grin tax at the pump.
On our 2016 test loop, the badge made the most sense for daily use: V-8s when you want noise and nudge, calm manners when you don’t. A 120-mile loop over hilly backroads showed that a gentle light foot nets better fuel economy; hammer it and the trip readout sinks fast. We sampled was rear-wheel drive, but snow-belt drivers will appreciate AWD/all-wheel-drive availability on six-cylinder models. Either way, at 75 mph the cabin stays quiet enough that only the V-8 hum sneaks in, call it character, not penalty.
For trim-by-trim reality checks: a V-6 SXT with AWD is the sensible pick for commuters; Vyocar build satisfies the enthusiast without wrecking the fuel card; a Charger with the Hemi is the middle path between efficiency and aural happiness; the Charger R/T Scat Pack and SRT 392 are the “because America” choices; and the halo SRT Hellcat sits atop the mountain daring you to resist. If you’re shopping, note how optional tire packages and gearing can nudge numbers, since 6.4-liter torque waves tempt the right foot, and that means you’ll spend much more per tank if you live for every on-ramp.
Bottom line for U.S. buyers: fuel economy swings with pace and place. Keep it at 75 mph, stay smooth, and the trip computer plays nice; cane it, and the V-8 will drink like it’s happy hour. Either way, the screens, the gauge, and the settings make it easy to monitor and adjust. Throttle patience pays; throttle parties don’t. That’s muscle math.
Interior and Comfort
Inside, this full-size sedan mixes retro-inspired touches with a sleek dashboard design that’s more “smart home” than muscle garage. The cabin layout is intuitive, with virtual buttons that get quick responses, the physical switchgear feels surprisingly solid, and the overall interior fit and finish shows good build quality and materials you can actually see and touch. The soft-touch materials help it feel sophisticated, not stripper, and the aesthetics avoid the off-putting large plastic expanses you still find in some lower trim levels. Compared with large-sedan competitors, including some premium brands with nicer interiors, this one holds its own as a great choice for a daily driver in the U.S. market.
The roomy cabin is wide, with plenty of space for five and real stretch-out room for 6-footers and long-legged passengers. Headroom and head room are both generous under the elongated roofline, while rear seat space, rear-seat legroom, rear shoulder room, and rear hip room remain adult-friendly. If you’ve got smaller riders, they’ll still find easy entry thanks to big doors and a driving position that’s well thought out. The massive tunnel is a big contributing factor to the rear-wheel-drive layout, and you can feel where the driveshaft lives, so there’s a touch of compromised space in the middle perch, but overall packaging stays appealing and very comfortable.
Trim-wise, the base SE model, SXT Blacktop and Scat Pack trims give you options that escalate the cabin from solid to downright plush. Expect power front seats with improved support that are well bolstered yet laid-back enough for normal driving; add leather upholstery, suede accents, and heated rear seats plus ventilated fronts if you like cool backs in August. The heated steering wheel and heated side mirrors warm up quickly on cold mornings, making it very “U.S. winter commute” friendly. Materials feel quiet and well insulated, and there were absolutely no squeaks, rattles, or hints it would shake to bits, even on our 10,000-mile tester during spirited driving stints. As a bonus, the seat fabric hardly attracts hair or lint, which is clutch if your co-pilot sheds more than your budget.
The console’s T-handle shifter, also known as the airplane throttle gear shifter, pairs cleanly with the automatic transmission. Navigation is easy to use, the Charger interior is well thought out, and form follows function throughout. The hand rest sits at the right height; the floor is flat enough at the edges for better back-seat positions; and the appointments punch above the badge. Even after a press car lifespan, the cabin still felt surprisingly solid, with no signs of fatigue in the interior plastics or stitching.
On the move, the highway ride is quiet with very little road noise, and the constant thrum plus throaty rumble from V-8 versions, Dodge Charger SRT8 included, never becomes tiring; V-6 versions keep things calmer if you prefer a hush-hush vibe. The large footprint and muscle-car stance help stability, so you’re not sliding around like you’re on a race track unless that’s exactly what you’re doing. The cabin stays tight under load, the appointments don’t creak, and the whole experience feels excellent during normal driving or when you dial it up for weekend fun.
Utility check: rear footwell space is solid, getting in and out is simple thanks to the large footprint and big doors, and those gargantuan chairs look bolstered enough for police-car standards. If you’re picky, note that the massive tunnel can mean less room for adults in the middle, but the outer seats are very comfortable and well bolstered. For shoppers comparing packages, the Plus Group bundles some of the good stuff that’s standard on higher trims, and Dodge made sure the 2016 lineup doesn’t feel like Chargers of the past.
One last nerdy bit: a low mileage figure on used examples can tempt, but check press car lifespan notes and how interior plastics wear; our 10,000-mile tester felt fresh, and the cabin remained surprisingly solid with good comfort throughout. Whether you prefer V-6 versions or V-8 versions, the options list lets you tailor the appointments to your taste. It’s a full-size sedan that balances aesthetics and ergonomics so well you’ll forget it started life with a muscle-car stance. In short: Inside, the cabin feels like it was designed by folks who actually commute in America.
Cargo & Practicality
If you’re judging on luggage Tetris, the 16.5-cubic-foot trunk capacity is the headline, but the everyday win is how roomy and square it feels. With folding rear seatbacks, I could carry bulkier items without drama; golf clubs, a stroller, even a medium box of “why did I buy this?” all slid in comfortably. There’s a generous trunk for a family of four, real stretch-out space for passengers, and an adult-friendly back seat when the rear seats are upright. In this class, that’s respectable, not the tiny trunk of a Camaro situation. Call it a true big sedan that can fit anything you’re likely to toss back there, from groceries to camera cases. Also, the finish around the hinges and liners shows good build quality, which keeps your cargo from getting scuffed.
On our tester (painted a delightful plum crazy purple), the load floor sits low enough that you won’t need superhero power to heave stuff in, and the trunk opening is wide, handy for awkward boxes. Two car-seat tests? Passed. A forward-facing child seat locks in cleanly; a backward-facing child seat also fits without turning the front row into a yoga pose. In numbers and in feel, it’s average for the segment on paper, yet in practice it’s one of those “use it once and you get it” pros. Compared with a Mustang, you’ve got loads of space; compared with most sedans at this size, it’s right where you want it.
Daily usability is consistent across all models: plenty of flat space, a big trunk that swallows weekend gear, and seatbacks that drop quickly when you need length. After a few airport runs, I’d list “quiet cabin + cargo ease” as sneaky highlights. No gimmicks, just the kind of practical touches that make a commute or road trip less of a chore and more of a win for the whole five.
Tech & Connectivity
The star here is the Uconnect control interface with the 8.4-inch touchscreen, a large screen that’s easy to use, easy to understand, and genuinely responsive. The touchscreen tech interfaces serve big icons that are easy to hit with a finger, the virtual buttons behave like real ones, and the whole infotainment system just works well. You get a configurable screen with menus that look good, fire off quick responses thanks to healthy processing power, and back it up with old-school rubber-coated knobs for radio volume. Even the 5-inch screen in the base SE model or base Charger SE keeps things straightforward. Pair an iPhone over Bluetooth (yep, Bluetooth again) and you’re set.
Audio nerds, step right up. The lineup ranges from AM/FM/CD audio system and standard HD radio/HD radio to Alpine premium audio, an upgraded 10-speaker Beats audio system (Beats Audio), and the big gun: the 19-speaker Harman Kardon GreenEdge audio system (Harman Kardon) with a 900-watt amplifier, a 552 watt channel setup in some audio package mixes, and a 10-inch subwoofer tucked near the trunk. It’s a true premium sound system/upgraded audio system arrangement that thumps without shaking your coffee out of its lid. If the radio ever glitched (ours did once), a quick tap of a button sorted it.
Smartphone features are handled through Uconnect Access smartphone-app integration, which brings voice commands, voice texting, emergency calls, and remote ignition/keyless ignition via keyfob, or the spicy red keyfob/black keyfob combo if you’re feeling extra. There’s in-car Wi-Fi and Wi-Fi hotspot support, a media hub with multiple USB ports, an aux-in port, an SD card slot, and room for plug-in dongles if you’re the gadget type. Cabin convenience stays high with power windows, power locks, power mirrors, power-adjustable pedals, a power driver’s seat with four-way power lumbar adjustment, a power tilt-and-telescoping steering wheel, and that flat-bottom heated steering wheel for chilly mornings.
Performance geeks get dessert: Performance Pages, SRT Performance Pages, and Dodge Performance Pages software and performance pages feed real-time performance information with g-force readouts, meters, performance timers, transmission shift points, and paddle-shifter behavior overlays, plus Drive Modes like Default, Auto mode, and track mode. Want to keep your insurance happy? Valet Mode can limit power with reduced engine output; useful when handing it over to a parking attendant who doesn’t need 500 horsepower. There’s also launch control for consistent takeoffs, and if you’ve sampled the SRT 392, you know the readouts aren’t just for show. It all syncs nicely with the T-handle shifter, the speedo, and clear gauges (yes, gauges again) that keep your eyes off the road as little as possible.
Driver-assist and lighting tech round it out: frontal collision warning and mitigation system, automatic high-beam control, automatic wipers, xenon headlights, LED foglights, heated mirrors, and an auto-dimming rearview mirror (make that an auto-dimming rearview mirror times two). Ride gear like the three-mode adaptive damping system cooperates with traction controls so your in-car control systems feel cohesive, not bossy. Meanwhile, the navigation system plays nice with touchscreen control, and the cabin cushioning/bolstering keep you planted while the software does the nerd work.
Trim notes for shoppers: SXT brings popular features, while SRT 392 unlocks the full telemetry playground. Spec the xenon headlights, satellite radio, and upgraded audio system if you live for road trips, and enjoy the little touches like the auto-dimming rearview mirror and automatic wipers that make daily life smoother. The end result is tech that actually helps, not just headlines, and a cockpit that stays calm even when the drivetrain’s in storyteller mode.
Safety
I went in looking for drama and found a confident, secure feel backed by a wall of standard safety features. You’ve got stability control, traction control, antilock disc brakes, side curtain airbags, front-seat side-impact airbags, a driver knee airbag (plus a separate driver’s side knee bag), and sturdy seat/head restraint design tuned for rear impacts and whiplash protection. Add the rearview camera, rear parking sensors, and rear park assist, and daily family use gets easier, even with thick roof pillars and a small rear window that can make it hard to see out the back on tight streets. The chassis carries a formidable curb weight, but it still projects that relatively safe pick vibe thanks to the latest safety features sprinkled across clever option packages like the Technology Group.
On the active-safety side, the car stacks the deck with frontal collision warning, a collision mitigation system, and the big-name Full-Speed Forward Collision Warning Plus suite designed to warn you of a frontal impact and automatically apply the brakes to avoid a collision at 12 mph or reduce the impact speed of a 25 mph collision by 12 mph. Highway sanity comes from adaptive cruise control at all speeds, while lane helpers include the lane-departure warning system, lane-keeping assist, Lane Keep Assist, and rear cross-traffic alert plus blind-spot monitors, all the digital co-pilots you want when your attention is divided between the speedo and speed traps. Lighting helps too: HID headlights, LED foglights, automatic high-beam control, and rain-sensitive windshield wipers keep visibility high; outside, foldaway power heated memory mirrors do their part when winter shows up uninvited.
Numbers and badges? The NHTSA gave it the highest overall rating with five stars/five-star, that’s the big federal stamp. Over at the IIHS (Insurance Institute for Highway Safety), it earned Good ratings in most crash tests, including moderate-overlap frontal-offset, side-impact, roof-strength, and rollover safety categories; the hiccup is the small front overlap crash test, where results landed the second-worst of four, which means no Top Safety Pick honors for that year. Still, front crash prevention performance from the electronics is solid, and the braking hardware backed it up in my brake testing runs: from 60 mph it stopped in 103 feet on summer rubber and 111 feet when the pavement was cooler, confidence you can feel when a potential collision pops up out of nowhere.
Track-adjacent trims such as the RT Scat Pack, SRT 392, and SRT Hellcat layer have even more bite. Beyond the power, they can be spec’d with grippier tires and software such as Valet Mode (for when you toss the black keyfob instead of the spicy one), along with Drive Modes that help the computers time their intervention without dulling the fun. If you’re the kind who actually reads menus, Dodge Performance Pages software will feed you real-time performance information, performance-related measurements, and performance timers while you’re busy pretending to be calm.
Phone-friendly safety is here too. The smartphone app enables remote vehicle access, pings text notifications, and ties into emergency assistance and an alarm, helpful when game day parking gets sketchy. Call it modern vigilance with old-school muscle.
Warranty and Maintenance Plan
For peace of mind, the package starts with factory coverage shaped by the FCA coverage framework and U.S. market terms. The headline items: a bumper-to-bumper warranty as your basic term, a long-haul powertrain warranty for serious powertrain protection, and rust defense via corrosion warranty and rust-through coverage guided by a clear corrosion policy. You also get around-the-clock roadside assistance and roadside help with real towing coverage baked into a larger towing program. All of it is federally compliant and aimed at gasoline engine eligibility on this 2016 model year in RT trim, very much tuned for American ownership patterns and climates, including rust-belt usage.
Numbers you can actually use: 3 years/36,000 miles basic term, 5 years/60,000 miles powertrain term, 5 years/unlimited rust-through term, and 5 years/100,000 miles roadside term. The plan is time-limited but transferable, with a defined transfer policy and transferable period spelled out in the owner booklet. Most warranty fixes are dealer-handled and deductible-free, covering defect repair and qualifying parts coverage under the published coverage tiers and plan structure. If something goes sideways, the claim process is straightforward: keep your claim paperwork and maintenance log tidy, and lean on the dealer network (plus Mopar support) for parts and updates.
Care and feeding is simple. Follow the Charger R/T oil change interval guide: oil change ≤10,000 miles V6/5.7, or if you’ve stepped up to the big motor, oil change ≤6,000 miles 6.4L. The oil-life monitor helps you avoid calendar anxiety, and scheduled maintenance is easy to track with a scheduled care diary, ownership ledger, and even shop visit notes if you’re the organized type. Many dealers throw in complimentary service touches during a dealer checkup, and you’ll carry a roadside card just in case. Emissions gear stays legit under emissions warranty/emissions compliance, keeping everything inspection-friendly.
Real-world wallet talk: plan for ownership costs anchored by an average repair cost of around $650 per year, a calm repair frequency of about 0.2 visits per year, and a severe repair probability near 15%, a claim rate typical for the segment. That aligns with our turnaround time impression at the counter, where parts availability experience was solid and assistance duration from the hotline actually helped. Over high-mileage ownership, even some fleet-duty cars we sampled felt steady, with perceived dependability holding up as long as owners followed the drivetrain plan and stayed current on scheduled maintenance.
Safety nets meet smart tech. The remote vehicle access app is handy when you forget where you parked after a ballgame; emergency assistance through roadside pairs with towing coverage if a sensor tantrum pops up. Meanwhile, corrosion claims focus on corrosion perforation, and body inspections are logged during dealer checkup intervals. If you’re tracking everything like a spreadsheet pro, an invoice audit takes minutes and keeps your records clean for any future sale.
And yes, the fine print still matters. Warranty support is time-limited, but the combo of powertrain protection, roadside assistance, and rust corrosion policy gives a cushion most shoppers want in the States. Between the owner booklet clarity and the responsive dealer network, you’re set up to keep the car happy without turning every weekend into a service errand.
Final Verdict
Call this the rare family sedan that still flexes American muscle. With four doors, a comfortable interior, and real passenger room, it’s a well-rounded option for U.S. transportation that still feels bold and loaded with heritage. In our First Test review, the tester was special: a 4,100-pound car that’s pretty pudgy on paper yet serves a surprisingly supple ride, a smooth ride in daily driving, and excellent grip in corners, so when understeer arrives early, you feel it and adjust. The style is the fun part: bad-boy good looks, a functional hood scoop, and subtle heat extractor vents deliver the “snazzy ride” vibe while staying relatively incognito on the streets. If you’ve waited 40 years for a modern brawler that behaves, look no further.
Performance feels like the dessert menu that keeps growing. The RT brings great acceleration and a silky eight-speed transmission; roll into it, crack open the throttle, and the intoxicating sound is the icing on the cake. Want a more potent V8? The Scat Pack steps up, while the ultimate “poster car,” the supercharged 6.2-liter V-8 with a blown Hemi, reminds you not everyone can get a Hellcat. Even so, the base V-6 engine is a good alternative for those buying the SXT, and the lineup’s breadth of talents means it’s good to have options for die-hard enthusiasts and domestic-loving traditionalists alike. Shoppers eyeing front-drive sedans will find this two tons of muscle the antidote that bucks the current crossover trend.
From the driver’s chair, the paddle shifters respond quickly; once in a while they’re slow to respond on a lazy upshift, but mostly it’s plenty of fun with paddle shifters mapping that silky eight-speed transmission. On one uphill merge, a rental-spec six struggled to accelerate, the get-up-and-go is only so-so there, but the V8 trims are the instant classic recipes. Braking and balance impress: strong brakes rein in this 4,100-pound car without drama, and on a cold morning next to a Jaguar F-Type, we were aware the cat had claws, yet our sedan held pace in the bends. Call it real value for money, a well-equipped build can be had near $40,000, and that’s just the right car for shoppers who want muscle without constant incidents.
Looks and livability seal the deal. The optional Blacktop package dials up the stance; even parked, it’s an instant classic that proves looking bad is good enough when the design speaks for itself. Inside, you still get technology that makes daily driving easy, plus the practicality that makes family sedan duty painless. Among peers, the run-of-the-mill SRT model stereotype doesn’t fit here, this isn’t cookie-cutter. It’s the one we need right now: confident, usable, and still a little loud when you want it, sometimes even too quiet when cruising, which is its own kind of flex. And yes, when drivers of other performance cars size it up at a light, this instant classic with bad-boy good looks can play along; paddle shifters, strong brakes, and chassis poise work together while you enjoy that intoxicating sound and the kind of stance that makes a snazzy ride feel like an event.
To sum up the vibe without wrapping it in a bow: a muscular American anti-crossover that’s relatively incognito, a true family sedan with four doors, passenger room, and manners, but the heart of American muscle, and if your neighbor thinks a Jaguar F-Type is the only way to feel special, this proves otherwise. It’s the sedan that tells you there’s still magic in V8s, that practicality can be fun, and that sometimes the “instant classic” isn’t the coupe, it’s the four-door with a pulse.
PracticalityIs the 2016 Dodge Charger practical for daily family use or just a weekend muscle sedan?
ValueWhich trim and options deliver the best value for a U.S. buyer?
OwnershipWhat should I expect for fuel economy, reliability, and ownership costs on the RT?
| SPEC | DETAIL |
|---|---|
| Engine | HEMI V85.7L HEMI V8 with variable valve timing (VVT) and cylinder deactivation |
| Drivetrain | Rear-wheel drive (RWD) |
| Power / Torque | 370 hp @ 5,250 rpm / 395 lb-ft @ 4,200 rpm |
| 0–60 mph | 5.1 seconds (test-estimated) |
| Top Speed | 155 mph (electronically limited) |
| EPA Fuel Economy | 16 city / 25 highway / 19 combined mpg |
| Real-World MPG | ~18 mpg combined (owners reported) |
| Fuel Tank | 18.5 gallons (70 L) |
| Transmission | TorqueFlite 8-speed automatic (ZF 8HP) with paddle shifters |
| Differential | Standard rear axle ratio 3.07 with limited-slip differential (optional on performance packages) |
| Suspension | Short/long arm front independent suspension with Bilstein dampers; five-link independent rear setup |
| Brakes | 4-wheel disc brakes with ABS; available Brembo performance brakes on Scat Pack and SRT trims |
| Wheels / Tires | 20-inch alloy wheels (standard on R/T); Goodyear Eagle F1 Supercar or all-season tires (245/45R20) |
| Curb Weight | 4,200 lbs (1,905 kg) approx. |
| Test Location | Sebring, Florida, USA |
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