This Is the Charger That Dodge Should’ve Given Us from the Get-Go

When I first drove the latest Dodge Charger last year in its controversial but still exciting all-electric Daytona form, I genuinely walked away impressed with it. Despite everyone else seemingly complaining about it and how it wasn’t specifically a very good EV, I thought otherwise.

Especially for something so controversial and for something that’s supposed to be part of ushering a new era. While I couldn’t really speak much about the Charger Daytona objectively as an EV, I still thought it fulfilled its mission of creating the world’s first all-electric American pony car.

Chris Chin

And, as a car in general, I thought it was a really solid follow-up to its predecessor. However, as a good old-fashioned gearhead, I still felt like something was missing. Something was absent from the Daytona’s otherwise seemingly almost complete formula.

And after venturing up to Team O’Neil Rally School to drive the latest variant, I think I finally figured it out.

There’s no school like old-school

Chris Chin

First, let me point out why I think the Daytona EV was a more-than-good start for the eighth-gen model. Putting my tendencies toward internal combustion-powered cars aside, the Daytona objectively ticks all the criteria boxes for what largely defines a muscle car.

It’s incredibly fast with a ton of power, it’s big and almost unwieldy. It’s plenty comfortable and spacious, and has the big, boxy, intimidating curb appeal one expects from the classic American formula.

The Charger Daytona EV even gets the cumbersome weight and not-so-perfect handling part down. Much like its predecessors (though admittedly, for a nearly three-ton automobile, it actually does handle very well).

Chris Chin

From that assessment alone, the Dodge Charger is mostly there in fulfilling what defines an American muscle car. To quantify it, I’d put it about 60 percent of the way there.

But like with all EVs, a critical component was missing. As a core part of American muscle, it made for quite the elephant in the room. That would be, of course, classic internal combustion power.

Chris Chin

At the risk of sounding like an old fart, there really is nothing like a whole bunch of thundering cylinders firing in a metallic lump, converting hydrocarbons into noise and kinetic energy.

Such histrionics have distinguished the American muscle car since its conception. Finally, the new Charger SIXPACK delivers that.

The way it was meant to be

Chris Chin

Within the first few minutes of settling into the Charger SIXPACK Scat Pack, hitting the engine start/stop button and hearing its twin-turbo six burble to life, I knew things felt a lot more normal. It was even borderline therapeutic and relieving, to the point of rendering any past opinions I had on the Daytona irrelevant.

It was the same sort of feeling you get when you were missing something sentimental for a very long time. Only, your nerves and anxiety relaxed exponentially after finally being reacquainted.

Chris Chin

And the feelings even became stronger once I set off towards Team O’Neil from our accommodations in Stowe, Vermont. Upon finding the first big open stretch of somewhat clean asphalt (a few inches of snow fell the night before), I flicked the left paddle shifter down a few clicks, gave it the beans and let ‘er rip.

Sure, the absolutely instantaneous response of the electric motors was completely absent. And sure, the “High Output” Hurricane’s 550 horsepower and 531 pound-feet of torque is paltry compared to the Daytona Scat Pack’s 670 horses and 627 torques.

Chris Chin

But I did not for one second wish I was in the Daytona at all, even in the less powerful R/T with its 420 horses and 468 torques. Yes, the Hurricane isn’t a HEMI. And yes, I know, the HEMI would be far more ideal.

However, feeling and hearing the inline-six work its way up through its range and up through the gears for its 0-60 mph time of less than four seconds was exponentially more satisfying than just silent, neck-breaking acceleration. The Daytona Scat Pack is only less than a second quicker on paper.

That experience alone further emphasized what was truly missing in the Daytona: the drama and theatrics. Yes, I know, the Daytona has its quirky, if not off-putting “Fratzonic” simulated exhaust.

Chris Chin

Which, to be honest, is nothing more than a giant ass-mounted boombox. But it’s just not the same. It’s like being given an expensive looking watch with a not-so-unrecognizable name, only to learn that it’s powered by a humdrum Quartz movement, rather than a fancy automatic.

There’s just something more interesting and respectable about the engineering behind something with significantly more moving parts and the effects that come from it.

And, things got even better when the road began to twist. Or became ice- and snow-packed.

Less weight on its shoulders

Chris Chin

Besides the expected sensations from under the long hood, the most glaring improvement was how much lighter the SIXPACK feels. The gas-powered Charger weighs almost a whole half-ton less than the EV.

The number alone speaks volumes for one of the biggest car killers, next to excessive heat. Make no mistake. The gasser Charger still ain’t no featherweight, with the heaviest Scat Pack tilting the scales at 4,865 pounds.

Chris Chin

But 4,865 pounds is still a helluva lot lighter than the Daytona’s 5,826. And the way that translates into actions is all worth mentioning. Especially with its cleverly tuned all-wheel-drive system, complete with a limited-slip differential and even a selectable rear-drive-only mode.

On the road, you can’t feel much of a difference between the standard all-wheel mode versus the rear-drive one. Unless, you’re trying to lay some smokey elevens or drift like Travis Pastrana.

Chris Chin

But the SIXPACK handled all the frozen water-packed courses laid out at Team O’Neil with aplomb. Which means, this is probably the most capably versatile Charger ever made.

The SIXPACK, both in R/T and Scat Pack form, also feels so much more lively, ready to go and less restrained. Not just in handling either, but in acceleration.

Chris Chin

Sure, the Daytona EV Scat Pack churns out way more power. But that’s mainly to compensate for the monumental weight difference.

And when the road stops being straight, the SIXPACK even makes better use of the remarkable suspension and chassis tuning. There’s still no hiding the Charger’s proportions and weight. But if anything, it still represents how far engineers have come, being able to mask it as well as they can.

The American muscle car for the ages

Dodge

After originally walking away from the Charger Daytona EV impressed, but feeling incomplete, the SIXPACK finally came to the rescue. It alleviates any fear of losing what makes muscle cars so tantalizing, even if it doesn’t pack a HEMI.

Those holding their breath for a V8 might no longer be needing to see how blue their face can turn. The Hellcat is rumored to return with the highly sought-after thundering ocho. But the Hurricane isn’t any less capable, being more powerful than even the preceding V8-powered R/T and SRT models.

Dodge

If I put my old car enthusiast biases and lust for thundering cylinders aside, the Charger Daytona is mostly what you’d expect from what someone would consider a modern muscle car for the times.

But it still feels like a compliance car, simply existing to appease the strict federal regulations all automakers are bound by. The SIXPACK on the other hand, ultimately feels like the modern Charger we’ve all deserved in the first place. Even if it is missing two cylinders.

Availability and pricing

Dodge

2026 Dodge Charger SIXPACK

Specs

Engine	3.0-liter "Hurricane" twin-turbocharged inline-six
Transmission	Eight-speed automatic
Output	420 hp & 468 lb-ft / 550 hp & 531 lb-ft

Pros

• Much better driving and more fun than the EV
• Weighs a whole cow less than the EV
• Hurricane I6 reinjects much needed character
• Great value all around

Cons

• Stiff-legged ride could use more suspension travel
• Not cheap
• Almost unwieldy proportions
• Still no HEMI

• Starts at $49,995

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