2026 Dodge Charger Scat Pack SIXPACK Review: Bringing 1970s Swagger Into Modernity

The Charger name remains one of the most iconic in Dodge history. Even though Dodge did everything possible to dilute the name beginning with the fourth generation in 1975, the first three generations (1966-1974) are still automotive legends.

In my opinion — and many enthusiasts will probably agree — the most iconic Charger of them all is the 1970 model. With the eighth generation (2024), Dodge returns directly to that inspiration and essentially drags 1970 into the modern era of 2026.

Pros

• Performance
• Interior presentation and layout
• Wide selection of trims

Cons

• Reliability still unproven
• No hybridization with the Hurricane engine
• High pricing

A bit of history

The history of the Charger is fascinating. The first three generations helped turn Muscle Cars into legends of automotive history. Those are the ones everyone loves. Then came the impact of the 1973 oil crisis, which gave us the 1975 and 1981 generations — relics or 4-cylinder K-Cars… far from glorious.

Then came 2006, when Dodge reintroduced the Charger as a full-size sedan!!!! What??? Even Ralph Gilles, Dodge’s designer, admitted that when the car was being designed, management had not yet decided on the name. As he explained at the time, had they known the sedan would carry the Charger name, it would have looked completely different. That is precisely why, during the 2011 refresh, the famous Coke bottle shape appeared in the doors. With that styling element, Dodge attempted to correct a historic mistake — even if the car still had four doors.

Now we arrive in 2024 with the return of the Charger, this time as a two-door coupe… finally. But there’s a major catch. Dodge was determined to push the Charger into the modern era by initially offering it exclusively with an all-electric powertrain. Monumental flop. Clearly, Muscle Car enthusiasts are not ready to give up the smell of gasoline and the guttural soundtrack of a large-displacement engine. Sure, the Daytona’s 3.3-second 0-100 km/h sprint destroys almost any HEMI on a drag strip, but there is more to a Muscle Car than straight-line speed.

Retro, but not too retro

Proof that the 1970 Charger’s lines were nearly perfect, designers revived almost every styling cue 54 years later to create a sleek coupe. Let’s not kid ourselves, though — the Charger is huge. At 206.6 inches long, it is barely two inches shorter than the 1970 model. For comparison, the 2026 Ford Mustang measures 189.4 inches, more than a foot shorter.

Still, the proportions are spot on. The hood is endless, just like the cabin. Whether you choose the coupe or the sedan, the wheelbase remains the same. That also means the coupe’s doors are enormous — those hinges are going to suffer over time!

Lighting is fully LED. Just like the 1970 model, the headlight structures are recessed into the front fascia. With the Scat Pack Plus package ($7,495), an LED light bar stretches across the entire front end. There are slight differences between the R/T and Scat Pack bumpers, although they remain subtle. Personally, I would have liked the Scat Pack styling to be a little more expressive.

The test vehicle rode on 20-inch wheels, a major improvement over the depressing 18-inch wheels found on the R/T. At the moment, Dodge does not offer legendary colours like Plum Crazy, Panther Pink, or Sublime, but buyers still get a palette of 10 colours, including Peel Out Orange for $795.

At the rear, once again, it’s pure 1970 with a single recessed taillight assembly stretching across the trunk. As expected, there is a slim LED racetrack light signature. Interestingly, Dodge made the Charger a hatchback. The opening is massive and provides easy access to the cargo area, which ranges from 644 to 1,054 litres depending on the rear seat position.

Overall, I genuinely like the new Charger’s styling. That said, I am also eager to see how far Dodge will push the envelope with future, more exotic and exclusive variants. For now, it looks great, but it also remains fairly restrained.

Inside, it’s 2026 — not 1970

Inside the Charger, Dodge absolutely nailed the styling. Of course, the test vehicle came loaded with options that made the cabin presentation spectacular. With the Plus package, you get significantly more equipment, including the head-up display and a 16-inch digital instrument cluster replacing the standard 10.25-inch setup.

The instrument display is excellent in terms of both ergonomics and graphics. Switching between different layouts and information screens is intuitive and dynamic. Ahead of the driver, the flat-top and flat-bottom steering wheel provides an excellent grip. The buttons are large enough to use easily, and Dodge intelligently placed the drive mode controls directly on the steering wheel.

Uconnect5 and carbon fibre

The centre stack is busy, but successful. The 12.3-inch central screen features attractive graphics, although many controls remain too small — the same criticism Uconnect5 has faced for quite some time. Thankfully, some physical controls remain, although they use touch-sensitive haptic feedback, so precision is required.

The test model featured the optional carbon fibre trim generously spread throughout the cabin, extending from the doors across the dashboard. Combined with the ambient lighting, this $2,495 option looks spectacular, especially since suede accents are also included.

That Hurst Pistol Grip shifter

The first thing that stands out on the centre console is the Hurst-style “pistol grip” shifter, a signature feature of the 1968-1970 Charger. The tribute is perfect, although its operation feels slightly awkward due to the steep angle, meaning you must pay close attention when selecting gears.

Otherwise, storage space is generous and the cabin remains functional. Also worth noting: the start button is mounted on the console.

Comfort and space

The test vehicle came equipped with the performance seats included with the carbon fibre and suede package. Support is solid throughout, although I would have liked even more aggressive bolstering considering the Charger’s sporty character. I have little doubt more powerful future variants will address this.

Overall, interior room is impressive for everyone on board. Rear-seat space is unusually generous for a coupe. After all, the coupe shares the exact same wheelbase as the sedan. Combined with the enormous doors, rear access is surprisingly easy.

The test model also featured the fixed panoramic roof, which is honestly massive. At $1,900, this option is well worth it because of the amount of light it brings into the cabin.

Let’s play big with a smaller engine

Mechanically, the new Charger’s journey has not exactly been smooth sailing. First came the electric Daytona, a monumental flop despite its ridiculous 670-horsepower output. Dodge even cancelled the nearly 900-horsepower Banshee performance variant. Enthusiasts still want gasoline.

Stellantis Reportedly Cancels Third Electrified Model in a Month, with Rumoured Death of Charger SRT Banshee EV

As part of its short-term strategy, Stellantis planned to replace the aging HEMI with a more modern and more powerful engine: the twin-turbocharged 3.0-litre Hurricane inline-six. That is exactly what powers the 2026 R/T and Scat Pack models. Now that the HEMI is returning to the Ram 1500 lineup, it seems inevitable that some HEMI-powered Chargers will also return eventually — likely with outputs surpassing the Hurricane.

The high-output test vehicle produced either 510 or 550 horsepower — honestly, even Stellantis seems confused depending on the document you read. Torque is rated at 531 lb-ft. That is enough to challenge the Ford Mustang Dark Horse, which produces 500 horsepower and 418 lb-ft from its naturally aspirated 5.0-litre V8.

On track, performance figures remain very close, with a 0-100 km/h sprint of 3.9 seconds and a quarter-mile time slightly above 12 seconds. Unlike the Mustang, however, the Charger is not available with a manual transmission. Buyers must settle for an 8-speed automatic.

The Charger is large and heavy, but the powertrain easily compensates for its weight. Acceleration feels strong and immediate. Launch mode leaves no doubt about the engine’s capability. Dodge also offers five different drive modes ranging from Eco to Sport, allowing drivers to fully exploit the mechanical package.

During my test, I achieved exactly Dodge’s claimed fuel consumption average of 12.5 L/100 km. Considering the Charger’s size and output, that is respectable.

The constant whistle from the turbochargers may not be as intoxicating as a V8 soundtrack, but it still delivers a satisfying mechanical soundtrack.

Overall, the 8-speed automatic deserves praise. The only time it seemed outside its comfort zone was at low speed in Sport mode, where lower-gear shifts became noticeably harsher.

Surprisingly agile

On the road, I initially had concerns regarding the Charger’s size and weight. Somehow, Dodge engineers worked miracles. First, the long wheelbase plants the car solidly on the road. In rare cases, bigger really is better — and it works here. The numerous configurable settings allow drivers to tailor the car exactly how they want it, from steering feel to brake response, transmission behaviour and throttle sensitivity.

The suspension setup is impressive. It delivers firmness while maintaining an excellent level of comfort. I would describe the Charger as a land yacht with genuinely enjoyable velocity.

A Muscle Car for all seasons

The Charger comes standard with all-wheel drive. For Canada and the northern United States, that is fantastic news. Depending on the selected drive mode, power distribution changes dynamically.

• Wet/Snow: 50/50 split
• Auto: 40/60 split
• Sport: 30/70 split

However, drivers can also send 100% of the power to the rear wheels for a true uncompromised Muscle Car experience. The limited-slip differential further improves both driving enjoyment and stability.

What to watch for

The Hurricane-powered Charger raises several questions, even though the first examples are only beginning to hit the road. The main concern obviously revolves around the 3.0-litre engine. Many question its mechanical complexity, the extreme heat generated by the twin turbochargers, the fact that they constantly operate under heavy pressure, and the potentially higher maintenance costs compared to the old HEMI engines.

Some owners of vehicles using this engine have also mentioned thermostat problems and thermal management concerns that could become long-term issues.

Like many recent Stellantis products, the Charger also appears to suffer from a few electronic and software-related bugs. Some users report frozen screens, Uconnect glitches, intermittent warning messages and occasional starting problems.

For now, the good news is that there are currently no recalls affecting this version of the Charger.

Pricing

Pricing is also a major concern for consumers. The test vehicle came in at roughly $86,583 CAD. That is a lot of money. Even without options, pricing still starts at $72,390 CAD. If buyers settle for less power, pricing still sits at $62,390 CAD.

At the tested price point, the Charger enters Ford Mustang Dark Horse territory at $82,045 CAD. Meanwhile, the base V6 Mustang starts at just $41,325 CAD. Dodge clearly needs to diversify the lineup with more affordable options.

Conclusion

I absolutely loved the 2026 Charger Six Pack Scat Pack Plus Coupe. Dodge hits hard with this new generation. As a fan of the 1970 Charger, I genuinely love the styling. The interior presentation is also a major strength, although buyers need to select the right options to fully enjoy its potential.

As for the powertrain, no, it is not a V8. But as a mid-range performance engine, it does an excellent job. Without a doubt, V8s will eventually return to the lineup — it is only a matter of time. Just look at what Ram is doing with the 1500 and the new Rumble Bee models.

That said, buyers should understand that this engine, used the way it is intended to be used — after all, nobody buys a Charger to drive gently — has a strong chance of becoming temperamental over time. That remains my biggest reservation.

(Thanks to St-Élie Motorsport for letting me picture the Charger in its natural habitat)