Dodge Charger Sixpack Review: A Versatile New Muscle Car

ICE is back in a brand-new edition, then?

Very much so. Dodge’s newest Charger arrived on the road only last year, initially as the attention-grabbing Charger Daytona: the ‘EV muscle car’ that received a mixed welcome. Now it is the Sixpack’s turn in the spotlight, bringing a twin-turbocharged inline-six Charger into the range.

Is that because the Charger EV is poor?

Not in the slightest. This was always part of the plan, although the Daytona was dealt an especially difficult hand. Persuading devoted Dodge fans to embrace an EV was never going to be easy, however much better it might have been than the combustion-engined alternative. Even so, everyone was keen to find out whether an EV could genuinely work as a muscle car.

The answer is that it makes a highly convincing case. The Scat Pack version delivers nearly 700hp, while its unexpectedly composed and balanced ride is more than capable of satisfying anyone tempted by an impromptu drag race. To be honest, it also corners better than we had anticipated. Nevertheless, public opinion thoroughly rejected it, not helped in the least by its cringeworthy fake exhaust soundtrack.

Taken as a whole, the Charger Daytona is better than the doubters – Dodge included – have suggested. Dodge appears to have obscured the Daytona’s EV credentials so effectively that its website scarcely refers to them. With that in mind, and with the brand now embracing a more old-school tone, this feels like the ideal moment to open up a Sixpack.

What are the Dodge Charger Sixpack’s key details?

Powering the Dodge Charger Sixpack is a 3.0-litre twin-turbocharged inline-six producing 550 horsepower and 720Nm of torque, delivered to all four wheels through an eight-speed automatic gearbox – at least for the time being. This is the ‘high output’ version; a standard-output variant will follow later next year in the cheaper R/T, using the same engine but producing 420hp.

We say “for the time being” because the Charger can apportion its torque in several ways to suit the driver’s preference. In its default setting, it maintains an equal split, while Sport mode changes this to a 40/60 distribution in favour of the rear axle. Should the thought of a four-wheel-drive muscle car leave you cold, one press of a button can send every bit of power to the rear wheels.

A multi-link aluminium suspension underpins the whole car, with Brembo brakes responsible for bringing it to rest.

What separates the Sixpack from the Daytona?

A few points are worth addressing first. The new Charger was conceived from day one as a ‘multi-energy’ model, rather than a car adapted by cramming batteries into an otherwise unused transmission tunnel. Neither the ICE nor BEV version was an afterthought. Consequently, the finished cars are closely related, though unavoidable differences remain. The Daytona responds somewhat differently because of the EV platform’s power and torque delivery, and it also has the unfortunate sound pack that the Sixpack simply does not require.

Viewed side by side, the Sixpack and Daytona share aerodynamic bodywork and a recognisable heritage-led appearance. At the front, the Sixpack has a more open fascia to channel as much air as possible towards its hard-working engine and brakes. A bonnet bulge carrying the ‘Sixpack’ name also sets it apart from the Daytona’s cleaner pass-through bonnet channel. From there to the rear, the two cars look broadly alike, although the Sixpack adds twin exhaust outlets tucked into the rear diffuser.

Inside, distinguishing one from the other is difficult, apart from the Sixpack’s absence of the BEV’s push-to-pass ‘powershot’ button on the steering wheel. The cabin is a modern interpretation largely inspired by the 1968 Charger’s interior. It is, on the whole, highly driver-focused and practical, featuring sporty seats with fixed headrests, a contemporary version of the pistol-grip gear selector, a 12.3in driver display, and either a 10.25in or 16in digital driver display that can be altered with a few presses of a button.

It is also worth remembering that both cars are extremely heavy. That affects not only the ways in which they differ, but also their individual driving behaviour – which brings us neatly to the handling.

So, can it really corner?

The familiar cliché that American muscle cars cannot handle has not been entirely overturned, but the latest Charger nevertheless turns with far more ability than expected. Its steering is notably sharp from the outset and stays that way in every driving mode. Combined with the Charger’s strong sense of road feel, which relays the surface beneath it clearly, this gives the driver confidence. The 50/50 torque split makes the Sixpack feel stable, while Sport mode’s rearward bias, though not a dramatic change, gives it the character of a rear-wheel-drive car with substantial safety nets – namely the front axle – ready to rescue you.

For its launch event, Dodge set the Charger the challenge of tackling the notorious ‘Tail of the Dragon’, a 17.7km mountain route running along the Tennessee–North Carolina border. There are 318 stomach-churning bends to negotiate in a broad, heavy muscle car. Why not, indeed?

The Charger remained settled and secure on this hazardous, uneven road, especially as the weather changed around it. Hauling the weighty car through one relentless hairpin after another was never effortless, although the direct steering reinforced the reassuring sense of control. If anything caused the greatest difficulty, it was the wide bodywork occupying so much of the road; the brakes and gearbox shared second place.

On a road like this, we would have preferred stronger initial braking bite to deal with the constantly changing picture ahead, together with a quicker gearbox. Even in manual mode, it struggled to match the split-second responses demanded by the conditions. The half-paddles, meanwhile, are prone to disappearing among the controls clustered behind the steering wheel.

Can it work as everyday transport?

Perhaps the Charger Daytona’s most understated attribute is its adaptability. It is neither a crossover nor a hatchback, but the four-door model can carry a family in reasonable comfort and still leave ample space in its almost traditionally long load area – as though it were a covert hatchback. Occupants get 2.9m³ of passenger space, while the luggage compartment supplies a considerable 643 litres. Fold the rear seats and total load capacity rises to 1,056 litres, conveniently enough for a complete wheel set if you fancy taking your dancing shoes to the circuit. Together with its AWD system, that makes it an all-rounder rather than merely a weekend toy.

What is the final verdict?

The Dodge Charger Sixpack is an unexpectedly adaptable interpretation of the traditional muscle-car recipe, offering its driver a substantial degree of choice. While a current rival such as the Ford Mustang remains firmly committed to its established formula, the new Charger is flexible enough to become whatever its owner needs: a strong, steady everyday car, a tail-out drifting machine, or anything between those extremes.

That choice also covers door count and powertrain. Two-door Charger Sixpacks are available now from $54,995, while four-door versions can be ordered for an additional $2,000. The Charger Daytona is also offered at $59,995, and the $49,995 Charger R/T Sixpack remains on course to arrive next year.