There was no doubt we needed an all-new Dodge Charger (and Challenger) after a near 15-year stretch with only one refresh in 2015. However, in an era defined by electrification and rapid tech progression, the all-new, renamed ‘two-door’ Charger arrived as an EV-only option in a muscle-car world that was not quite prepared for that shift. With a new CEO at the helm, a swift pivot, and the introduction of a high-performance six-cylinder engine, the Charger’s legacy may still have momentum. Whether that will satisfy die-hard muscle-car enthusiasts remains to be seen, but the signs are at least cautiously hopeful.

It’s hard to embrace a six-cylinder performance image, especially given the legacy of its V8 predecessor. A six-cylinder merely evokes memories of the days when the white Challenger SXT was an “upgrade” on a rental lot, later bought by a teen who tweaked the exhaust to sound even more obnoxious. Yet, in this case, things are very different.

Two primary configurations define the Charger lineup in non-EV form, each with two trims that determine power and character. The R/T and R/T Plus start at $51,990, delivering 430 horsepower and 469 lb-ft of torque. The Scat Pack and Scat Pack Plus kick off at $57,685 and up the ante to 550 horsepower and 531 lb-ft of torque. Both configurations pair a twin-turbocharged 3.0-liter inline-six with all-wheel drive as standard and an eight-speed automatic transmission. The distinction between R/T and Scat Pack boils down to turbocharger sizing, cooling upgrades, and fuel-system enhancements; the Scat Pack also wears an active exhaust system that will snap, crackle and pop too.

My tester arrived as the Scat Pack Plus, the version that leans into the “fun department” with the right drive modes to match. The default Auto or Normal mode keeps the AWD system in check, distributing power roughly 50/50 between front and rear axles. Switch to Sport, and the traction control loosens its grip, sending about 60% of the power rearward for a touch more drama. Then there’s Track mode which the name pretty much does the talking; allowing for 100% rear-wheel-drive competence, a playground for a driver who enjoys pushing the boundaries or at least finding theirs. It’s the kind of feature you imagine will populate trending social media videos, which is a slightly terrifying thought but not an unreasonable forecast.

In the brand’s spirit of performance parity, the Charger offers a Drag mode with a Line-Lock feature for buyers who want to replace their tires as often as their coffee. And with Launch Control set, a knuckle clinching 0-60 sprint should take roughly less than four seconds, just might need to readjust your organs afterwards.

Yet for all its performance theater, the Charger remains a refined cruiser when the need arises. It doesn’t feel like a bruiser first and a boulevard bruiser second; rather, it projects the sensibility of a Gran Turismo, capable of long, comfortable stints on the interstates while still delivering a surge of excitement when the pedal is pressed. The steering wheel’s squared-off shape offers a secure, confident grip, and the chassis, while substantial, presents a composure that belies its mass. And braking is prompt and predictable which shouldn’t come as a surprise.

If you thought the exterior looked large, you haven’t glimpsed the interior yet. It’s a throwback that nods to the 1970s, when big American cars loomed as icons and the interiors commanded attention. The cabin feels spacious to a fault, with enough room that three adults could ride comfortably in the back; comfort amplified further with available rear heated seats.

Dodge also deserves credit for interior design coherence. The dual-screen setup is well-proportioned, and the infotainment screen tilts toward the driver for easier reach and visibility, a small but meaningful ergonomic touch. The controls like the the gear selector feel substantial in our hands that offers a tangible reminder of the PRNDL’s engagement. Ambient lighting, strong enough to be legible in daylight but not blinding at night, adds to the atmosphere without becoming a distraction. It’s a cabin that communicates the Charger’s intent without shouting over its own engine note.

Speaking of, this is where the Charger’s current-generation identity confronts a familiar tension. The six-cylinder setup, in keeping with the modern performance mindset, produces a sound that is noticeably synthetic, more like a tuned, aftermarket intake than the acoustics of muscle. It’s an audible result of modern engineering that was designed to perform with a specific acoustic signature rather than raw, unfiltered rumble.

This raises a broader point about the Charger’s identity in a contemporary market. The balance between performance, comfort, and practicality is delicate, and Dodge seems to be leaning toward a sophisticated grand-touring persona without surrendering too much of the car’s muscle roots. The six-cylinder powertrain provides ample torque and speed, but it’s the overall packaging of engineering and intelligent telemetry that earns the Charger its place. At least until the V8 returns and all hell breaks loose.