2019 Dodge Charger: what breaks, and at what mileage

What owners report breaking

Owners have reported 37 named failure modes on the 2019 Dodge Charger, and the three most-reported carry 15% of everything filed, which is an unusually even spread for one model year.

Other electrical problem leads with 10 reports and about 0.3 per 1,000 vehicles.

Infotainment screen failure follows with 8 reports, median 40,000 miles.

Other engine problem follows with 7 reports, median 10,000 miles. 2 of those reports mention a fire.

By system, the reports fall mostly into electrical (17), infotainment (16) and lighting (12).

How bad it is when it goes

Across the named modes, 3 mention a crash, 6 a fire and 2 an injury. Those are the words owners used in their own complaints, and NHTSA does not verify them, but they are the closest thing in this data to a measure of what a failure actually did.

The average severity weight across every report on this year is 3.61, where a stalled engine or a failed airbag weighs many times more than a rattling trim panel, and a figure this high means the reports are dominated by failures with safety consequences rather than annoyances. The weighting is set out in full on the methodology page.

What the top failures cost to put right, as editorial estimates for an independent US shop rather than figures from NHTSA: other electrical problem at $250–$2,000, infotainment screen failure at $400–$2,600, other engine problem at $300–$4,000 and headlight failure or clouding at $150–$1,800. Dealer labour, a seized bolt or a part that is no longer made can push any of these past the top of its range.

8% of the reports on this year sit in the engine, transmission, drivetrain or cooling systems — the four where a repair bill is usually four figures.

How often, against how many were built

Scaled by an estimate of how many of these cars exist, the 2019 Dodge Charger draws about 4.6 per 1,000 vehicles, which puts it in the 83rd percentile of complaint rates among 2019 vehicles we can rate.

That denominator is the weakest number on the page and it is fair to say so plainly. Rate per 1,000 uses a fleet-size estimate derived from recall paperwork for this exact model year. It is a lower bound.

The working figure is 35,622 vehicles. If the true number is twice that, every rate on this page is half what it says; the ranking against other 2019 vehicles, which is what the risk score uses, is far more robust than the rate itself.

Recalls on the 2019 model year

NHTSA has issued 5 recall campaigns covering the 2019 Dodge Charger, affecting an estimated 48,235 vehicles. A recall is a different kind of evidence from a complaint: it is the regulator and the manufacturer agreeing that something has to be fixed, and the fix is free for as long as the car exists.

The campaigns cover air bags:side/window:curtain:inflator, back over prevention: sensing system: camera, tires and air bags. Whether the work was actually done on the car in front of you is a question only the VIN can answer, and the manufacturer or NHTSA will answer it free.

One caution about reading these together: a recall usually raises the complaint count for the same part, because owners who read about it go and file. The mileages stay informative; the counts get noisy.

Better and worse years of the same car

High risk for a 2019 — 195th riskiest of the 245 2019 vehicles we can rate. Every score on this site is a rank inside its own model year, which is what makes a 2004 and a 2019 comparable at all.

Across the 18 model years of this car that carry enough reports to score, 2021 comes out best at 61 and 2023 worst at 77, with 2019 itself at 72.

If the model year is negotiable, 2021, 2017, 2018, 2008 and 2022 score lower than 2019 by a margin worth acting on. Same body, same engines, different luck — usually a supplier change or a mid-cycle fix, which the complaint data can show but never explain.

Within the 2019–2021 generation specifically, 2021 is the strongest year at 61 and 2020 the weakest at 74.

Where these figures stop being useful

165 owner reports; fleet size estimated from this year's own recall paperwork. Every count on this page is therefore a floor: it is the number of owners who went to the trouble of filing with a federal agency, which is a small and self-selected fraction of the owners who had the fault.

Of those 165 reports, 51 carried an odometer reading, so the mileages here describe 31% of the sample rather than all of it. Owners also round: readings pile up on multiples of ten thousand, which is why this site publishes "about 90,000 miles" and not "91,438".

The failure modes are assigned by software reading the owner's own words, which is accurate in bulk and wrong in individual cases. A mode with a handful of reports may contain a misfiled one.

And nothing here predicts what one car will do. These are other people's complaints, filed years apart, on cars maintained by strangers. Read the page as a map of where this model year has previously gone wrong, then have the specific car in front of you inspected.