2006 Dodge Charger First Drive

There are moments that go into the memory books when motoring in great cars. Driving the 2006 Dodge Charger Daytona R/T on the Virginia International Raceway is a ‘keeper.’

The first drive of the new bold-faced Charger led us on a route through the scenic, rolling hills of North Carolina to the VIR. Situated in the heart of stock car country, this racetrack was the centerpiece of our day, as the 2.25-mile long North Course provided ample opportunity to fully appraise the current sweet spot in the Charger lineup – the special-edition Daytona R/T, designed to commemorate the nameplate's return to NASCAR racing at Daytona International Speedway.

Our 200-mile day behind the wheel began in the base Charger SE, equipped with 17-inch tires and ‘touring” suspension. While attractive on the outside and amply furnished within, and though the 3.5-liter V6 makes plenty of power to scoot along everyday roads and for spirited passing, the SE and SXT versions are beleaguered by spring rates and shock damping that are softer than we prefer; brakes that – although strong – nip and grab at the top of the pedal, and light steering that required slight corrections on the narrow and winding back roads of North Carolina and Virginia.

Moving up the line to the Hemi-powered, 340-horse V8 in the Charger R/T, and the 350 horses corralled in the Daytona, the Charger’s magic and muscle come on loud and strong. Larger tires and a stiffer suspension assist these rear-drivers to stay stuck where they’re planted, gifted with standard electronic stability and traction control. And the Charger’s throttle note, even on the base V6 versions, plays a low and throaty muscle car tune, which is amplified on the Hemis.

Take note: the Road/Track Performance Group, available on the Charger R/T, brings larger sway bars, bigger brake pads, firmer damping, enhanced steering, plus the same additional 10 horsepower as the Daytona R/T, in the event that you don’t want to step up to the Daytona price or paint scheme.

Slipping into the roomy cockpit, you’ll find the two-tone interior is somewhat plain and understated, despite the Viper-inspired and silver-trimmed circular gauges and silver accents that punctuate the steering wheel, center stack, door remote and trim bezel on the shifter (Daytona versions get body-colored center stack and shifter bezels). We were non-plussed by the composite materials used for the large expanse of front fascia and door trim materials, which have the appearance of upgraded plastic. Aside from that, the cabin is pleasant overall, with great visibility both to the front and rear, and plenty of elbow room for five. Split/folding rear seats (60/40) and a large trunk meet the stowage expectations of those with a modern lifestyle.

To safely explore the Charger’s handling limits, a good part of our day was spent driving the two top-end models, the 2006 Dodge Charger R/T and Charger Daytona R/T, at the raceway. At speed, steering is linear and has a great on-center feel, and the sport-tuned suspension package allows the Daytona R/T to hunker down and plant itself in tight corners. Self-leveling shock absorbers are designed to instantly rebound to an appropriate level and set-up when you release the brake and add throttle, with little to no body roll. Of note, we found it nearly impossible to shake the back end loose with its tractive enhancements engaged, even when the 18-inch Michelin performance tires aurally made us aware of their presence.

Motivated by lickety-split horsepower and impressive torque, the Charger R/T and R/T Daytona easily hit three-figure speeds in the straightaway, exhibiting impressive straight-line poise. Just as important, they were slowed by fast-acting brakes that come on in a progressive and controlled fashion at the top of the pedal’s travel, which provides plenty of feel and modulation for threshold braking. Best of all, however, was the throaty rumble that has been perfectly tuned to recall the past of this updated classic.

The Charger’s rear spoiler also serves a purpose beyond styling, as it’s engineered for improved downforce. And, we also appreciated the upgraded seats that come in the uplevel models, which provide a tighter fit that snugs you in while cornering. Base model seats are not as well contoured.