Marque
Dodge — Owner Clubhouses
14 models · 20 generations · 0 live / 20 coming soon
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Avenger 1 gen
Challenger 1 gen
Charger 2 gens
Y2K Era
SoonDodge Charger
LX (6th Generation)
2006–2010 · LX · sedan
Built on the LX platform — a Chrysler/Mercedes co-development that also underpinned the Chrysler 300 and Dodge Magnum wagon. Engines: 2.7L V6 (178hp), 3.5L V6 (250hp), 5.7L HEMI V8 (340-368hp), and the SRT8 6.1L HEMI (425hp). Brought four-door RWD muscle back to the market and laid the foundation for the Hellcat era that followed.
Watch out: 5.7L HEMI Multi-Displacement System (MDS) lifter failure — the cylinder-deactivation lifters on the driver-side bank are notoriously prone to collapse, often taking out the camshaft. Symptoms: ticking at idle, misfire codes. Affects the 5.7 across the LX family (Charger, 300, Magnum, Challenger).
Modern Era
SoonDodge Charger
LD (7th Generation)
2011–2023 · LD · sedan
Same LX-family bones as the outgoing 2006-2010 car, redesigned inside and out for 2011. Engines: 3.6L Pentastar V6 (292-300hp), 5.7L HEMI V8 (370hp), 6.4L 392 HEMI (485hp in Scat Pack), and the 6.2L supercharged Hellcat HEMI (707-797hp). The Hellcat Redeye Jailbreak Widebody became the most powerful production sedan ever made. Discontinued December 2023 alongside the Challenger; replaced by the electric Charger Daytona.
Watch out: HEMI lifter tick across all three V8 displacements — the MDS lifters (cylinder deactivation) on the 5.7 and 6.4 collapse with depressing frequency, usually between 60-100k miles, often destroying the camshaft when they go. The supercharged 6.2 Hellcat skips MDS but throws its own curve — supercharger bearing failures and oil-pump-pickup-tube cracks are documented.
Charger Daytona 1 gen
Dakota 2 gens
Radwood Era
SoonDodge Dakota
2nd Generation
1997–2004 · truck
The 1997-2004 Dakota took the bold 'semi-truck' styling of the 1994 Ram and shrank it onto a mid-size pickup chassis. It remained the only mid-size pickup of its era to offer a V8 from the factory. Engines included the 2.5L AMC-derived four, the 3.9L Magnum V6, the 4.7L PowerTech V8 (from 2000), and the 5.2L and 5.9L Magnum V8s. The high-performance R/T trim and the rare 5.9L SLT made the Dakota popular with the truck-modifying crowd.
Watch out: Owner reports of frame rust on the rear shackle hangers and around the rear spring mounts, especially on Rust Belt trucks. The 46RE automatic behind the V8s benefits from regular fluid service. Lower ball joints and upper control arm bushings on 4x4s are common wear items contributing to a vague feel on-center.
Y2K Era
SoonDodge Dakota
3rd Generation (ND)
2005–2011 · ND · truck
The 2005-2011 Dakota is the third and final generation of the nameplate that defined the mid-size pickup category in the late 1980s. It shared its platform with the Dodge Durango (HB) and was the largest Dakota ever sold, big enough that some buyers wondered why they wouldn't just step up to a Ram. Engines were the 3.7L PowerTech V6 and the 4.7L PowerTech V8; a 5.7L HEMI was reserved for the Mitsubishi Raider sibling but never offered in the Dakota itself. Production ended in 2011 and the model was retired without a replacement.
Watch out: Owner reports of frame rust on the rear leaf-spring perches and around the rear shock mounts on trucks from snow-state climates. The 4.7L PowerTech V8 of this era is also known to be sensitive to missed oil changes and detonation on low-octane fuel, leading to top-end issues. The 545RFE automatic is generally durable when serviced.
Dart 1 gen
Durango 1 gen
Grand Caravan 1 gen
Journey 1 gen
Magnum 1 gen
Neon 2 gens
Radwood Era
SoonDodge Neon
1st Generation
1995–1999 · sedan
The first-generation Neon arrived for 1995 as a sub-compact aimed squarely at the Civic, Corolla, and Sentra. The 'Hi.' ad campaign gave it personality and the car backed it up with a willing chassis, decent power from the 2.0L SOHC or DOHC four, and curb weights under 2,500 pounds. Available as a 4-door sedan and a 2-door coupe, with a 5-speed manual or 3-speed automatic. The R/T and ACR trims are the ones enthusiasts still hunt for. Sold under both Dodge and Plymouth badges until Plymouth wound down.
Watch out: Owner reports of head-gasket failures on the 2.0L SOHC and DOHC engines of this era, especially on cars that have overheated or had a delayed coolant flush. Brittle interior plastics and weak door-handle assemblies are also common as the cars age. Rust on the rear strut towers and the rocker panels appears on Rust Belt cars.
Y2K Era
SoonDodge Neon
2nd Generation (incl. SRT-4)
2000–2005 · sedan
The second-generation Neon (2000-2005) lost the cute-coupe option and went sedan-only, but it gained one of the great budget enthusiast cars of the era: the SRT-4. From 2003 to 2005 the SRT-4 paired a turbocharged 2.4L four-cylinder making 215-230 hp with a 5-speed manual driving the front wheels, all for around twenty grand new. The base 2.0L cars are unremarkable; the SRT-4 has a devoted following. The Neon nameplate was retired in North America after 2005 in favor of the Caliber.
Watch out: On the base 2.0L cars, owner reports of head-gasket failures continue from the first generation. On the SRT-4 specifically, the third gear in the T850 manual is known to be a weak link under heavy boost; many tuned cars have had a transmission rebuild. Boost leaks and intercooler piping issues are common on modified examples and worth checking on any used SRT-4.
Ram 2 gens
Radwood Era
SoonDodge Ram
2nd Generation (BR/BE)
1994–2002 · BR/BE · truck
The 1994-2002 Ram (BR for half-ton, BE for heavy-duty) is the truck that put Dodge back in the full-size pickup game. The bold semi-truck-inspired face was a complete departure from anything else on the market at the time and sales exploded after launch. Engines ranged from the 3.9L Magnum V6, the 5.2L and 5.9L Magnum V8s, the 8.0L V10, and the cult-favorite 5.9L Cummins inline-six diesel in the 2500/3500. Body-on-frame, leaf-sprung solid axles front (4x4) and rear.
Watch out: Owner reports of dashboard cracking across the upper pad as the truck ages, especially in sun-belt states. The 46RE/47RE automatics behind the gas V8s and the 12-valve and 24-valve Cummins are known to need a serviceable transmission fluid schedule. On 4x4 trucks, ball joints, track bar bushings, and steering linkage are common wear items that drive a wandering feel at highway speed.
Y2K Era
SoonDodge Ram
3rd Generation (DR/DH)
2002–2008 · DR/DH · truck
The 2002-2008 Ram (DR for half-ton 1500 and DH for HD 2500/3500) is the generation that brought the 5.7L HEMI V8 to the Ram lineup as a 2003 model year option. Coil-spring independent front suspension on the 1500 was a big change from the leaf-sprung second gen, while the HD trucks kept the solid front axle. Engines also included the 3.7L PowerTech V6, the 4.7L PowerTech V8, and the 5.9L Cummins inline-six on the HD trucks (replaced by the 6.7L Cummins for 2007 on HD). The Ram SRT-10 with the Viper-sourced 8.3L V10 lived in this generation.
Watch out: The 5.7L HEMI of this era has well-documented camshaft and roller-lifter wear that contributes to the so-called HEMI tick; missed oil change intervals accelerate it. Owner reports of dashboard cracking continue into this generation. The 545RFE automatic generally holds up but benefits from a serviceable fluid schedule. Front-end wear (ball joints, track bars, tie rods) is normal on higher-mileage 4x4 trucks.
Stratus 1 gen
Viper 3 gens
Radwood Era
SoonDodge Viper
SR II (2nd Generation)
1996–2002 · SR II · coupe
The SR II (1996-2002) is the second-generation Viper and the generation that gave the platform its iconic shape: the GTS coupe with the double bubble roof and twin stripes. The 8.0L pushrod V10 made 450 hp at launch and 460 hp in later years, sent through a 6-speed manual to a solid rear axle. The RT/10 roadster continued alongside the GTS. Production was relatively low and most surviving cars have lived careful lives; the ACR (American Club Racer) trim is the one collectors chase.
Watch out: Owner reports of exhaust manifold cracking on the side-pipe roadsters and on the rear-exit GTS coupes, often from heat cycling. The 8.0L V10 is fundamentally a stout truck-derived design but suffers from notoriously high under-hood and side-sill temperatures that cook interior plastics and rear tires. Clutch hydraulics and the T56 6-speed are durable when not abused.
Y2K Era
SoonDodge Viper
ZB (3rd and 4th Generation)
2003–2010 · ZB · coupe
The ZB-platform Viper is the third- and fourth-generation car. ZB I (2003-2006) was a clean-sheet redesign that displaced the SR II, opening up to 8.3 liters of V10 making 500 hp and reverting to a roadster-only body before the coupe returned for 2006. ZB II (2008-2010, with no 2007 model year) refined the package: a Tremec TR6060 6-speed manual and a stroked 8.4L V10 producing 600 hp. ACR variants pushed downforce and lap times well into supercar territory. Production was paused after 2010 before the Gen 5 VX returned for 2013.
Watch out: Owner reports of catastrophic side-sill burns from the under-floor exhaust routing; mind your right leg when stepping out. Exhaust manifold cracking continues from the SR II era. The TR6060 in the ZB II is more durable than the earlier T56 but third-pedal modulation is famously abrupt and clutch wear depends heavily on driver habits. Brake rotor warping is common on track-driven cars.
Modern Era
SoonDodge Viper
VX (5th Generation)
2013–2017 · VX · coupe
The VX (2013-2017) is the fifth and final generation of the Viper, briefly badged as an SRT before returning to the Dodge nameplate. The 8.4L V10 made 645 hp by the end of the run, sent through a Tremec TR6060 6-speed manual to a limited-slip rear axle. ACR variants pushed downforce numbers that set lap records at multiple US circuits. Hand-built at Detroit's Conner Avenue Assembly Plant, where production ended on 2017-08-17 and the plant was closed. No direct successor has been announced.
Watch out: Owner reports of high under-hood and side-sill temperatures continuing the Viper tradition of cooking interior trim and rear tires. The TR6060 manual is durable but again the clutch is unforgiving for new owners. ACR aero hardware and the carbon ceramic brakes on later cars are extremely expensive to replace; budget accordingly. Slow sales toward the end mean some 2016 and 2017 VINs sat on dealer lots into 2018-2019.