2015 Dodge Charger V6 AWD Review - Four-Door Pony Car

Mark Stevenson
by Mark Stevenson
2015 dodge charger v6 awd review four door pony car

Looking at all the full-size sedans available in America is certainly a case of “one of these things is not like the other.” Dodge’s latest iteration of the LX-platformed, rear-wheel drive sedan sticks out like a sore thumb covered in beer and barbecue sauce.

The freshly facelifted, second-generation new Charger (it’s the seventh generation overall to use the nameplate) is exactly what I want in a pony car with four doors: mean looks, lots of power and a suspension more tuned for going in a straight line than around corners.

But, I am not going to say its better than the new Maxima — another full-size(-ish) sedan that makes a sporty claim. Actually, it’s definitely not as good as the Maxima.

And I couldn’t care less.

The Tester

2015 Dodge Charger V6 AWD SXT w/ Rallye Pack

Engine: 3.6-liter DOHC V6, direct injection (292/300 [Rallye Group] horsepower @ 6,350 rpm, 260/264 [Rallye Group] lbs-ft @ 4,800 rpm)

Transmission: 8-speed automatic with paddle shifters

Fuel Economy (Rating, MPG): 18 city/27 highway/21 combined

Fuel Economy (Observed, MPG): 21 mpg, approx. 75 percent highway

Options: RALLYE Group, AWD Premium Group, Technology Group, Navigation/Rear Back­-Up Camera Group, Redline Tri­Coat Pearl exterior paint, Black Painted Roof.

As Tested (U.S.): $45,570 ( sheet)

As Tested (Canada): $48,975 ( sheet)

While the 2015 Charger is considered by most to be a facelift and not another notch on the generational headboard, the latest iteration brings with it enough change to completely ignore the 2014 model year should you find one of that particular vintage new (or used with 10 miles on the clock) hanging around a local Dodge dealer. Even with a steep discount, I’d be hard-pressed to spring for the previous model.

In addition to the wildly different front-end design, all Chargers now get an 8-speed, ZF-sourced automatic transmission as standard no matter the driveline or engine choice. From SE to Hellcat, everyone gets an 8-speed transmission — unless you’re a cop. Inside, materials are improved along with upgrades to the three-spoke steering wheel and 7-inch, IP-mounted display.

This is as close as you can get to a whole new generation. The only thing missing is a new platform. That isn’t due to arrive until 2018.


Ditching the mildly dumpy headlights of the pre-facelift models, the Charger now sports some sharp eyeliner in the form of LED strips following the edge of the housing. The new lights, along with an updated grille and surrounding sheet metal, finally give the Charger a refined front fascia.

The rear offers up Dodge’s signature racetrack lighting — which would still be cool if designers at FCA didn’t stick the same element on the lowly Dart (I can forgive them for the Durango). A tail end that tapers inward the lower you look doesn’t give the Charger the most menacing look from behind, at least in this tester’s AWD configuration. Also, if you look closely at the picture above, you can plainly see some panel misalignment going on. I’d love to say the Charger is a quality product — because it feels it and looks it almost everywhere else — but misaligned panels are something that should have been eliminated eons ago with robots and lasers. This is just sloppy work. Damn Canadians.

However, those aren’t the worst parts of the Charger’s design. When you get to the side profile, you are greeted by what looks like a Chinese-knock-off Nike swoosh molded into the sheet metal. I think the Charger would look a lot better with a simple body line — or, better yet, nothing at all — to eliminate distraction from a silhouette that easily casts the meanest shadow in the segment.

Another thing you will notice as you stare at its side: the wheels and fender-to-wheel offset. On all-wheel drive models, the Charger is shod with 19-inch wheels instead of the 20 inchers seen equipped with many other trims. Sadly, 19s almost look too small on the Charger, and the fender gap and body offset at the rear looks … weird.

Even with all its foibles, it somehow works together — but only just. It’s like a collection of Lego pieces from different sets being used to build something with a modicum of imagination. And it looks angry — as it should for a car that’s available with a 707-hp supercharged V8.


At first glance, our tester’s interior is downright garish. The leather seat and door inserts are colored a faded red that doesn’t match in the slightest with the shade of red worn by the car’s exterior panels. The leather itself, while it might be high quality, looks downright cheap due to the color. Thankfully, this particular interior is a Rallye Group option and can be replaced with simple black.

However, what’s not so good is a sense of cheapness exacerbated by certain leather panels that fit a bit looser than they should. I’ve seen this particular issue with leather in modern Chrysler products before — specifically the much-improved Chrysler 200 — and it makes the seats look like they’re wearing clothes one size too big.

Beyond the leather, the seats themselves offer significant support at this trim level, providing comfort for short city jaunts and long, cross-country drives. As I plodded my way down the highway on a late-night drive I took last week (which you will learn about a little later today), there wasn’t a single moment where I thought to pull over and take a break to stretch. Even the sole stop on the drive was of the drive-thru variety (you better believe it was Tim Hortons) and not a park-get-out-and-walk stop.

Aside from the seat and door leather, the look and the touch of the materials are high quality and there didn’t seem to be any fitment issues. My only complaint — if you can even call it that — is whatever material and pattern used for the dash topper seems to attract and holds on to dust like it’s a precious mineral. Wiping the dash with a microfiber cloth makes the issue worse as the soft-touch plastic grips to the cloth and holds onto its fibers.

Controls are well laid out thanks to large knobs and buttons for primary HVAC and audio controls, such as temperature, fan speed and stereo volume. It even has a tuning knob like the good ol’ days of 13-channel television sets.

The rear of the Charger offers just enough room to be borderline comfortable for full-sized adults. With myself plunked in the driver seat and my similarly-tall roommate sitting just aft of me, we had not an inch to spare between us, but I didn’t have to sacrifice my driving position either.


I like almost everything about uConnect — except for the name. Chrysler’s infotainment system, with its large navigational icons placed at the bottom of an 8-inch touchscreen, is one of the best in the business and easily beats those found in the new Maxima, non-Classic Impala and beige-a-tron Avalon.

The Charger also features another high-resolution display sitting between the speedometer and tachometer, offering up vital information for fuel economy, audio, navigation and a multitude of other pages you aren’t likely to spend much time using. The controls for navigating the pages displayed on the IP screen are mounted on the steering wheel and are dead simple to operate — just four arrow buttons and an OK button in the middle.

The tester also came equipped with the optional Beats by Dr. Dre 10-speaker audio system. When you are listening to audio from SiriusXM or your iPod over USB or Bluetooth, you aren’t going to hear much difference between this and other “premium” branded systems from competitors, but if the audio system is the deciding point of buying or not buying a Charger, you’re doing it wrong. That said, my untrained ear didn’t complain about the quality of tunes emanating from the system’s speakers.


Considering the Charger can be had with the iron sledgehammer that is the 6.2-liter Hellcat V8, choosing a V6 to power your Charger seems like it might not be quite enough to motivate the large sedan. However, at least with our up-rated Rallye Group model, the 300-hp V6 was quite capable of throwing me back in my seat. While the Maxima might have more power thanks to its 3.5L V6, the Charger V6 sends its power to the back — or front and back, in this case — of the car through a real transmission with actual gears.

That transmission — the eight-speed ZF automatic — is great for fuel economy, but it isn’t the best when it comes to drivability. If you want a truly smooth transmission in your next large sedan, get an Impala. If you want a little kick in the backside as you hold mid-throttle going down the highway, stay with the Charger.

You’d think because the Maxima’s V6 is attached to a CVT that it would be the worse sounding option. Yet, thanks to the jesters at Bose, the Maxima pipes a nice engine note into the cabin. The Charger relies on a good, old-fashioned exhaust note to deliver the noise through all its sheet metal. With the Pentastar V6, the audible theater is somewhat underwhelming when at full trot. The engine itself even sounds a little tiny and rattly. I’m sure that can be easily remedied with two extra cylinders, though.


Since the re-emergence of the Charger during the days of Daimler’s rein, Dodge’s go-to for easy fleet sales has slowly improved to become a valid contender for your hard-earned retail dollars.

To make sense of it, you really need to put it up against the Maxima — even if Nissan doesn’t think they are head-to-head competitors.

For one, the Nissan is the more sporting offering, at least when you are pitting apples-to-apples with available V6 models. While the Maxima will hug a turn and is not likely to get upset by road imperfections during your apex, the Charger still delivers a significant amount of rear suspension judder when passing over expansion joints and the like. You can easily feel the rear of the car come around in those events, albeit slightly, and it is only unsettling until you get used to it and know nothing will happen to you.

Also, Nissan brings all the Maxima’s handling prowess to the table thanks to some well-programmed computers monitoring your every input so it can make active adjustments to brakes and other control systems. The Charger: a sport button that changes the shift mapping and some other simple things easily handled by the ECU. There’s absolutely nothing fancy going on here, and it shows in the handling.

If you are looking for a driver-oriented cockpit, the Maxima wins this round as well, with an interior feeling very similar to the CTS Vsport in the way it encapsulates you. The Charger is much more open up front and lets you put your hand on the leg of the lady next to you.

But, there is no final nail in the coffin in this Charger vs. Maxima debate. The ride in the Charger is much more plush, though that might be down to the high-sidewalled tires of our tester. Also, infotainment and other controls are much more easily learned and utilized in the Charger. It’s certainly a get-in-and-go kind of car as every control is exactly where you think it should be … except the truck-style footwell emergency brake.

The final verdict: if you want a “four-door sports car”, get the Maxima. If you want a “four-door pony car” with a comfortable ride and minus all the technological gimmickry, go with the Charger.

I know I will.

Join the conversation
2 of 80 comments
  • Burgersandbeer Burgersandbeer on Jul 14, 2015

    How tall are you that a car with a 120" wheelbase is "borderline comfortable"? Either you are over 6'2" or the car doesn't have great packaging. The leather fitment issue wasn't obvious to me in the pictures. It isn't just the gathered leather that Honda likes to use? I also had to really stare to kinda see the misalignment issue. I guess I'm fortunate that those things don't jump out at me. Chrysler is an easy target for build quality and reliability criticism, but they have the most interesting offerings to me. Maybe a little too interesting to get my money (the styling of the grill is a bit much for me), but I'm glad this thing exists.

  • Anthonynj Anthonynj on Dec 27, 2015

    46k for this car? How can the editor make such a mistake. WOW. IT IS NOT THAT MUCH. And they cant even figure out how to use the new 8 speed with the Hemi and AWD, so they stop making it and say (BS) it is because of sales. Sure. It may be a nice car, but it is NO WAY AT ALL better looking than the previous version. It has been neutered and watered down to appeal to today's lovers of fugly and sheeple. The front end has been destroyed. A Dart front end and rear slapped on it. The front is not even close to as good looking as the previous model,and the rear is so far superior on the previous version that a discussion is not warranted. Even the interior, while nice, is not as good. The only nice thing I see is the two-toned interior colors. This is now a basic car, NOT a Charger. It is A NEW DART with the FUGLY SLANTED LOOK that these makers are using these days. AND THE LED FRONT LIGHTS ARE HORRIBLE, AS THEY ARE ON ALL CARS! THEY ARE BLINDING AND UGLY!!!!!!!!!!! I am just waiting for them to fugly up the Challenger to go along with the hideous model of Cherokee they have and the other fugly Fiat inspired junk they are now making.

  • Inside Looking Out This is actually the answer to the question I asked not that long ago.
  • Inside Looking Out Regarding "narrow windows" - the trend is that windows will eventually be replaced by big OLED screens displaying some exotic place or may even other planet.
  • Robert I have had 4th gen 1996 model for many years and enjoy driving as much now as when I first purchased it - has 190 hp variant with just the right amount of power for most all driving situations!
  • ToolGuy Meanwhile in Germany...
  • Donald More stuff to break god I love having a nanny in my truck... find a good tuner and you can remove most of the stupid stuff they add like this and auto park when the doors open stupid stuff like that