The 2026 Dodge Charger Scat Pack with the Sixpack twin-turbo inline-six engine emerges as a compelling evolution, largely addressing the inherent issues identified in the Daytona EV variant. While the EV harbored an undeniable charm and fundamental goodness, it often fell short of the traditional Charger and Challenger faithful's expectations. The gas-powered Sixpack model offers a distinct driving experience that, in many ways, rectifies these previous shortcomings, solidifying its place as a better, albeit different, car.

At its core, the Sixpack resolves the EV's most significant weaknesses. It boasts a substantially lighter curb weight, achieves a far greater range on a single tank of fuel compared to the EV's battery, and can be refueled in mere minutes. Beyond these practical advantages, the Sixpack delivers authentic engine noises and facilitates big, smoky burnouts—elements crucial to the muscle car ethos that the Daytona EV couldn't replicate. While both models share nearly indistinguishable exterior lines (save for tailpipes and a subtle front-end alteration) and virtually identical interiors, their driving dynamics and the emotional responses they evoke are markedly different.

In terms of performance, the EV undeniably holds an advantage in straight-line acceleration, particularly from a roll, and its electric motors offer more immediate responsiveness across all situations. Its greater weight and lower center of gravity also contribute to a more planted feel on the road. However, the Sixpack’s dramatic weight reduction—shedding approximately 1,100 pounds—transforms its agility. This significant mass reduction, leaving a noticeable empty cavity under the car where the EV battery would reside, allows the Sixpack to feel considerably nimbler. Indeed, the Sixpack usurps the Daytona EV’s title as the best-handling Charger or Challenger ever built, feeling more akin to a sport sedan than a conventional muscle car, albeit a very large one, exceeding the length and width of a Toyota Sienna minivan.

Under the hood, the focus is squarely on the twin-turbo Hurricane inline-six engine, rebranded as the Sixpack. In the Scat Pack model, this engine delivers an impressive 550 horsepower and 531 lb-ft of torque. An R/T variant, scheduled for release next year, will offer 420 horsepower and 468 lb-ft. The Scat Pack's engine is paired with an eight-speed automatic transmission and a wet-clutch transfer case that routes power to all four wheels. Rear traction is further enhanced by a standard mechanical limited-slip differential. Despite an unusually low redline of 6,000 rpm for such an engine, Dodge asserts that it achieved all desired performance metrics within this range, hinting at potential for higher redlines and more power in future iterations.

Dodge estimates the Sixpack Scat Pack can achieve a 0–60 mph sprint in 3.9 seconds and complete a quarter-mile in 12.2 seconds. Initial tests on an eighth-mile dragstrip revealed remarkable consistency, with runs varying by only a few hundredths of a second. While the launch control feature is somewhat inconveniently nested several menus deep, its operation is straightforward once accessed. The line lock feature, however, is considerably more complex, demanding a convoluted sequence of braking, button-holding, and throttle application to initiate a burnout effectively.

From a standing start with launch control engaged, the Sixpack feels robust. However, its around 4,800-pound curb weight becomes apparent from a roll, necessitating a decisive throttle application to prompt a downshift. Below 2,300 rpm, turbo lag is noticeable, but once the turbos spool up (or are spiked by a downshift) and 30 psi are unleashed, the car surges forward with authority. The transmission generally performs well, though it can occasionally be caught out of sync exiting tight corners, even in Sport mode—an issue easily remedied by the paddle shifters, despite their diminutive size. The true manual mode, which commendably refrains from auto-upshifting at redline, keeps drivers engaged, as the 6,000 rpm limit arrives swiftly in lower gears.

The car's all-wheel-drive system dynamically manages power distribution. By default, 50 percent of the power is sent to the front wheels. Clutches on the front axle can disengage it for improved fuel economy, making it generally an AWD vehicle. Activating Sport mode alters the torque split to 40 percent front and 60 percent rear. Furthermore, within Sport mode, a dedicated rear-wheel-drive option allows all power to be directed to the rear axle, a setting recommended for careful consideration. Future software updates could potentially introduce additional power distribution ratios.