BUYER'S GUIDE: 2006-2010 DODGE CHARGER R/T
There are a lot of words to describe the 21st-century Dodge Charger. Subtle is not one of them. The scowling headlights. The chunky, brick-house shape accented by sharp creases and points. The available High Impact Colors. And of course… the Hemi.
The Charger might’ve shared underpinnings and drivetrain bits with the Chrysler 300 (as well as the Magnum station wagon), but it was a far cry from the badge-engineered Chrysler Corporation vehicles of yore. When the sixth-generation Charger arrived for 2006, there was no mistaking it for anything other than a Dodge—thanks in no small part to those menacing crosshairs in the grille and the chrome ram emblems. It was clear that Dodge had made a conscious decision to put forgettable, conservatively styled, front-wheel drive cars in the rearview mirror.
In the initial model year, the Charger was available with a 250-hp, 3.5-liter, V-6 in SE and SXT trim. But the big news was the 5.7-liter Hemi-powered R/T; the R/T, with Road/Track Performance Group; and the Dodge Charger Daytona R/T. At the top of the performance heap was the 6.1-liter-powered Hemi SRT8.
The Charger and the R/T underwent evolutionary changes before receiving a makeover in 2011, two of the most significant being the addition of optional all-wheel drive in 2007 and engine upgrades for the Hemi in 2009. Values today run the gamut for R/Ts. High-mileage examples can be found for sale among local listings for $6,000-$10,000. At the low end, we spotted a black 2008 for sale in our area—with an engine knock and in need of some paint and interior refurbishing—for $2,750. Meanwhile, at Mecum’s Kissimmee sale in January, a Hemi Orange 2008 Daytona with 179 original miles on the odometer sold for $38,500. Classic.com estimates the average price at nearly $24,000, but their figures include sales of SRT8s which can command higher sums.
These Chargers, like many modern performance vehicles, are still in that gray area where they’re still used cars, but many enthusiasts also consider them collectible—particularly R/Ts with desirable options like the Daytona or Road/Track Group. This can be a good thing if you're looking for a nice, clean, sixth-gen Charger R/T to enjoy, because many owners have treated them as collector’s items. Back in 2021, for instance, a TorRed 2006 Charger Daytona R/T with only 534 original miles sold on Hemmings.com for $22,575. That’s a great deal for a nearly new car that someone has kept stashed away for 15 years — especially considering that the car stickered for $37,320 when it left the factory.
Sixth-generation Chargers are likely at, or very near, the bottom of their depreciation curve and probably as affordable as they’re going to get - generally speaking. Yet these cars are a lot of fun to drive, they’re reliable, and any issues that they do have are well known. Plus, they’re practical, with four doors, a big back seat and plenty of trunk space.
Interested in buying one of these modern-era Hemi muscle cars? Here are a few points to keep in mind.
Engine and Transmission
The 5.7-liter Hemi has proven to be a reliable engine that’s supported by a vast knowledge base and excellent parts availability. At the outset, the base 5.7 was rated at 340 horsepower and 390 lb-ft of torque. Opting for the Road/Track Performance Group raised the rating to 350 horsepower thanks to a redesigned intake system and a tuned exhaust. The Hemi featured a drive-by-wire throttle and a Multi-Displacement System that could deactivate four cylinders in just 40 milliseconds improving fuel economy by as much as 20 percent.
The Hemi block was cast iron and incorporated a deep skirt to accommodate cross-bolted mains. The engine’s roller camshaft was placed high in the block which allowed for larger camshaft journals and opened up space for longer crankshaft throws (like the 6.4-liter’s 3.72 inches versus the 5.7’s 3.58). Early Gen III Hemi heads had hemispherical combustion chambers, but the sides were filled in creating a pocket for the valves and dual spark plugs. It was a compromise: engineers could’ve made the combustion chamber hemispherical and then used a domed piston to fill the void, but that would’ve created combustion interference, particularly when trying to achieve higher compression ratios, and actually made the engine less efficient. The head castings were aluminum and had built-in stands to hold the engine’s rocker shafts. The Hemi’s intake manifold was made out of plastic and incorporated the engine’s drive-by-wire throttle body.
For the 2009 model year, a reworked version of the 5.7 was introduced—code-named “Eagle”— packing 368 hp and 395 lb.-ft of torque. The Eagle block had additional oil passages to feed a camshaft phaser needed for the new variable valve timing setup, among other changes. Its cast-iron crankshaft was beefed up from the previous engine and the connecting rods were stronger to hold up under the Eagle’s increased horsepower. A new oil pump was also needed with greater output to support oil demands of the VVT system. The camshaft was revised and ground with more lift and the roller lifters were new as well. The Eagle’s cylinder heads were all new with smaller, reshaped 65-cc, oval combustion chambers replacing the earlier 85-cc chambers and their round hemi design; compression increased from 9.6:1 to 10.5:1. The intake ports in the Eagle head were larger than their predecessor and more square in shape, resulting in a 14 percent airflow increase. At the business end of the port was a larger 2.05-inch intake valve. The exhaust ports in the new heads were “D” shaped with a higher roof, but the exhaust valves remained the same diameter at 1.55-inches. Capping off the package was an active intake manifold with the ability to switch between short and long runners.
The redesigned Eagle head also corrected a flaw in the earlier head that could lead to dropped intake or exhaust valve seats, causing serious engine damage. Dropped valve seats in 2006-’08 Hemis are a known issue, and if it happens can inflict serious damage to the piston, cylinder, and the head. It hasn’t occurred in every engine, but it isn’t unheard of and pre-Eagle Hemis that have been overheated at some point in their lives might be especially at risk. There are aftermarket heads available if the idea of a preemptive upgrade appeals to you.
A recall was issued on 5.7 Hemi, automatic cars built between August 4, 2008, and July 10, 2012, because the MDS system was causing timing chain and timing chain guide failures. (The recall was issued in February 2014 and was called “Customer Satisfaction Notification P01 Engine Timing Chain and Chain Guide.”) If you’re considering a Charger affected by that recall, check to make sure the work has been performed. (To check for open recalls, enter your car’s VIN at nhtsa.gov/recalls.)
Ticking sounds from the Hemi are widely recognized and often attributed to valve noise, fuel injector noise, or piston slap. However, these engines also have a reputation for a ticking noise caused by failing lifter rollers which can lead to a damaged camshaft. Frequent oil changes using the recommended viscosity oil is a good hedge against this. Broken exhaust manifold bolts resulting in exhaust leaks have also been associated with ticking noises from the 5.7.
Sixth-generation Chargers were equipped with the five-speed W5A580/NAG1 automatic transmission with Autostick. The NAG1 automatic transmission traces its roots back to the Mercedes-Benz 5G-Tronic or type 722.6 first used in 1996 Mercedes passenger cars. It’s typically a very reliable transmission with a low failure rate. Torque converter shudder isn’t uncommon in these over time, but the problem can usually be fixed with a fluid change.
All-wheel drive was an option on Chargers beginning in 2007. Model year 2007-’08 cars used a Magna Steyr 140 transfer case to deliver full-time all-wheel drive though a center differential. The power split was 62 percent rear and 38 percent front to maintain a rear-wheel-drive bias. (The MS140 was also used in Mercedes-Benz cars equipped with 4-Matic.) It’s typically reliable though the coupler gear between the transmission and the transfer case can sometimes fail, due to a lack of lubrication.
Beginning in 2009, the Borg Warner 44-40 “active” transfer case was used along with front-axle disconnect for improved handling and fuel economy. The BG unit was computer controlled and used an electromagnetic clutch to send power to the front end. On dry roads and in warm temperatures the system used rear-wheel drive. When wheel slip was detected, outside temperatures fell below 40 degrees or when the windshield wipers were activated for an extended period, all-wheel drive was engaged.
Chassis and Brakes
The Charger rode on Chrysler’s LX rear-drive platform shared with the 300 and Dodge Magnum wagon. The front end rode on struts with upper and lower control arms and a stabilizer bar while steering was by (16.1:1-ratio) rack and pinion.
The rear was a five-link independent setup with coil springs and a stabilizer bar based on the suspension used in Mercedes-Benz W211-series E-Class sedans. The R/T package offered stiffer dampers, higher spring rates, and 18- or 20-inch aluminum wheels with performance tires. (20-inch wheels first offered on R/T in ’07 with Daytona or Road/Track Performance Group). Brakes were four-wheel power discs with anti-lock.
Tie-rod ends and ball joints are common wear items on Chargers (and LX cars), in some cases requiring replacement at less than 100,000 miles. Sway bar bushings and sway bar links are another high wear item as are the bushings in the tension struts (or radius arms).
A front-end inspection is a good idea when checking out a used Challenger with 50,000 or more miles. Worn rear suspension cradle bushing failures are also something to be on the lookout for. If you’re in an area where road salt is dumped on highways and byways in the winter months, check the undercarriage for severe rust–fluid lines, fittings, suspension attachment points, etc.
Body and Interior
The Charger used an all-steel body with an aluminum hood and plastic bumper covers. It’s a heavy car at more than 4,000 pounds, due in no small part to modern safety requirements and all of the amenities expected by new car buyers. Like all newer cars, the outer sheetmetal is thinner than what was used decades ago, as a weight-saving measure—in the order of around 22 gauge. The inner structural bits and floorpans are significantly thicker, typically around 18-20 gauge. Be sure to inspect a car you’re considering closely for waves or dents, but don’t necessarily let them be a deal-breaker. In many cases, paintless dent removal services can fix any problems you might encounter. Modern cars are more rust resistant than their 1960s-’70s counterparts, especially considering the length of service vehicle owners have come to expect these days, as well as the aggressive use of road salt and ice melting chemicals on roads in the snowbelt. 2006-’10 Chargers seem to be holding up pretty well overall, but check the rocker panels and the quarter panels for rust. Foam soundproofing material used in some areas of the body can retain moisture and lead to sheetmetal corrosion.
The Challenger R/Ts cockpit is conservatively styled and comfortable. Leather seats were standard in the R/T as was a center console. Options included a six-way power adjustable passenger seat, eight-way power adjustable driver’s seat AM/FM/6-CD radio with MP3 and more. The Daytona featured “performance” front seats with suede inserts and embroidered “Daytona” logos on the front headrests. There was body-color accent stitching on the front and rear seats and on the leather-wrapped steering wheel as well.
The seating surfaces of higher mileage used Chargers are showing their age these days with splits in the leather or a smooth, shiny finish from years of use. There are custom and stock-type seat upholstery pieces and carpet kits available, to restore the new look of a Charger’s cockpit.
Parts Prices
- Carpet kit: $230
- Cylinder head (remanufactured): $580
- Front-end rebuilt kit: $250
- Front stabilizer bar bushing: $15
- Headlamp assembly: $450
- Leather front and rear seat upholstery kit: $775
- Spark plugs (16 required): $8 ea.
- Tension strut: $257
- Water pump (OEM): $145
What To Pay - 2006-'10 Dodge Charger R/T