Dodge Challenger LC
Weaknesses, engine ratings and buying advice
The Dodge Challenger LC is the retro coupe that dragged the muscle car era into the modern age. Built on the LX/LC platform starting in 2008, it stayed essentially unchanged at its core for over 15 years through 2023 — big body, long wheelbase, rear-wheel drive, and an engine lineup running from a sensible V6 to an unhinged supercharged V8. That long, stable production run is exactly what makes it appealing on the used market: parts are cheap and everywhere, the mechanicals are well understood, and entry-level examples are priced fairly. Anyone after an honest, loud coupe gets a lot of car for the money here.
With the engines, there's a clear pecking order. The 3.6-liter Pentastar V6 with 305 hp is the sensible base: no MDS, no lifter drama, just the familiar rocker-arm tick past 100,000 miles and the occasional weeping plastic oil filter housing. The Hemi V8s are the heart of the car but carry the biggest risk. Both the 5.7 and the 6.4 (392) use MDS cylinder deactivation, and the hydraulic lifters on the deactivated cylinders are the Achilles' heel — if one collapses, worst case it takes out the camshaft. The safe play is the manual, which bypasses MDS entirely. The 6.4 at least gets a forged steel crank instead of cast, but stays vulnerable on the MDS front. The 6.2 supercharged Hellcat is the robust but expensive extreme: the IHI blower can show bearing wear at low miles, and the belt plus snout bushings are wear items — repairs get pricey fast.
Regardless of engine, every Challenger shares a set of common weak points. The TIPM control module on 2008-2014 cars causes sporadic electrical chaos, and the alternators on 2011-2014 examples are under recall. Add cracking dashboards, a freezing UConnect 8.4 display, rust in the rear wheel arches (the foam liner traps moisture there), and a weakening electric power steering rack on 2015-2019 cars. The rear differential tends to whine, brake rotors warp under hard use, and the rear control arm bushings wear out, letting the alignment drift.
Bottom line: the Challenger is an honest used buy with a clear risk map. The V6 is the pragmatic pick, the manual Hemi the best balance of sound and safety. Anyone buying an automatic MDS V8 should listen for ticking at idle and scrutinize the service history. With the Hellcat, expect predictable expense but real durability, as long as the supercharger is looked after.
797 PS
Challenger SRT Hellcat Redeye · Benzin
Redeye — Demon supercharger, forged internals, 797 hp
Legendary!Engine Overview
The Dodge Challenger LC is available with 5 engine variants — from 305 to 797 hp.
FCA's workhorse V6, 305 hp, DOHC 24-valve — same Pentastar in half the Stellantis lineup. No MDS, no lifter lottery. Rocker arm tick around 60k miles. Plastic oil filter housing cracks — Dorman 926-959 metal replacement is the permanent fix. A small sleeper community runs ProCharger ($6,349) or RIPP ($6,799) kits pushing 400-450 whp on stock internals, bolt-on. Whether $12k all-in on a boosted V6 beats buying a used R/T is the question nobody agrees on.
- !! Left cylinder head valve-seat wear (early build) from 110,000 km
Early 3.6 Pentastar (2011–2013) suffer valve-seat/guide wear in the left head (Bank 2), notably cylinder 2. Result: lost compression and misfires. Chrysler extended warranty to 10yr/150k miles on the left head.
Symptoms: Engine ticking, misfires, rough running, check-engine light with codes P0300/P0302/P0304/P0306, loss of power. - !! Pentastar tick – worn rocker arms/rollers from 90,000 km
On 2014–2020 3.6 Pentastar the rocker-arm rollers wear, loosen and drop, shifting the rocker out of alignment, creating metal debris and risking camshaft damage. Design was revised by 2019.
Symptoms: Metallic tick, often on cold start and around 1500–2000 rpm, later constant; can progress to misfires, surging and power loss. - !! Timing chain stretch (higher mileage) from 190,000 km
At high mileage (from ~120,000 miles) the timing chains stretch and cam-to-crank correlation drifts. Extended oil intervals or low oil accelerate wear because the tensioners are oil-fed.
Symptoms: Chain rattle on cold start (first seconds), tick from the top end, check-engine light with P0016/P0017/P0018/P0019, sometimes misfires.
+ 2 more engine weaknesses + vehicle weaknesses
5.7L Hemi V8, cast iron block, pushrod two-valve — 375 hp and that unmistakable idle burble. MDS deactivates cylinders 1, 4, 6, 7 under light throttle — deactivated lifters run dry on cam lobes, metal debris destroys the camshaft. Class action: Petro v. FCA. Manual cars skip MDS entirely — no deactivation hardware, no lifter lottery. That is THE buying tip. Software delete via DiabloSport/HP Tuners: $400-650, prevents activation but lifters stay, voids warranty, costs 2-4 MPG. On 0W-40 at 5,000 mile intervals, the bottom end is solid.
- !! MDS lifter collapse and camshaft destruction from 172,000 km
The cylinder deactivation (MDS) starves individual lifters of oil at idle, and the undersized needle bearings fail. The lifter grinds into the camshaft, sending metal shavings through the engine up to total failure.
Symptoms: Ticking or tapping that rises with RPM, cylinder misfires (P0300/P0305), stumbling and power loss under acceleration, rough idle. Can progress to engine failure with little warning. - !! HEMI tick (valvetrain ticking) from 130,000 km
The famous HEMI tick from the valvetrain: early roller-bearing or lifter noise. Often harmless, but it can be the precursor to lifter/camshaft failure and should be monitored.
Symptoms: Metallic, rhythmic ticking that varies with engine speed, audible at idle and when warm. Unlike a manifold leak, it persists once the engine is hot. - !! Excessive oil consumption from 160,000 km
Many 5.7 HEMIs burn significant oil past 100,000 miles, sometimes over 1 quart per 1,000 miles. Causes include piston-ring and valve-stem-seal wear plus a clogged PCV/CCV breather.
Symptoms: Dropping oil level without visible leaks, low-oil warning, bluish smoke under acceleration, oil-fouled spark plugs.
+ 3 more engine weaknesses + vehicle weaknesses
392 cubic inches, 4.09-inch bore, 485 hp — the biggest factory NA V8 of the 2020s. Forged steel crankshaft where the 5.7 uses cast iron — the real upgrade. Powder metal rods, cracked-cap design. Pistons are hypereutectic, not forged — ring lands too thin for boost, supercharger kits crack them. Same MDS lifter failure on automatics — engine replacement $15,000. Manual 392s skip MDS. VVT and active intake give 45 lb-ft more than the old 6.1 SRT. On 0W-40 at 5k intervals, the rotating assembly outlasts the car.
- !! MDS roller lifter / camshaft failure (cylinder deactivation) from 95,000 km
MDS cylinder deactivation restricts oil flow to the roller lifters. The needle bearings seize, the roller drags across the hardened cam lobe, destroys it and circulates metal debris through the oil. Frequently ends in total engine loss.
Symptoms: Rhythmic metallic tick (louder when warm/hot restart), cylinder misfire (P0300/P0302), power loss at low rpm, metal filings on the oil filter screen or VCT solenoid. - !! Piston / ringland failure under forced induction (modified only) from 30,000 km
The stock cast pistons are considered a 'time bomb' under boost. Above roughly 6 psi or when running lean, ringlands/pistons crack. Stock cars are unaffected — only aftermarket supercharged 392 builds.
Symptoms: Knock/ping under full load, sudden power loss, cylinder misfire, smoke, compression loss after high boost or a lean condition. - !! High oil consumption (track and break-in use) from 13,000 km
The 6.4 uses a lot of oil during break-in and track use — sometimes over a quart per 1,200 miles. Repeated high-rpm downshifting worsens it. Checking the oil level before track days is important.
Symptoms: Dropping oil level between changes, blue smoke on load changes, low-oil warning, oil-fouled spark plugs. If ignored, oil starvation can cause bearing damage.
+ 3 more engine weaknesses + vehicle weaknesses
6.2L supercharged V8, IHI twin-screw — 2.4L on standard Hellcat (11.6 PSI, 707-717 hp), 2.7L on Redeye (14.5 PSI, 797 hp, Demon-derived, forged rods + pistons). Black key fob = 500 hp via drive-by-wire throttle mapping. Red fob = everything. SRT Power Chiller diverts A/C refrigerant to cool intake. 2015-2016: snout bolt backs out, destroys bearings — $10-12k. Intercooler bricks leak coolant into cylinders. Heat soak costs 30-50 hp after repeated pulls — physics, not a defect.
- !! Supercharger bearing failure (IHI blower) at low mileage from 5,000 km
Early build years suffered defective IHI supercharger bearings (mainly the rear bearing). Failures occurred as early as 500–2,000 miles. FCA sued the bearing supplier and replaces blowers under warranty on unmodified engines.
Symptoms: Loud whine and ticking at idle, grinding noise from the supercharger, in extreme cases rotors contacting the housing. - !! Recall: engine oil cooler hose separation (oil loss and fire risk)
NHTSA recall 17V-496 (Chrysler T48): the joint between the rubber oil cooler hose and aluminum tube can separate, causing rapid oil loss — oil may spray onto hot surfaces or the windshield, risking fire and engine seizure.
Symptoms: Sudden oil loss, oil on the windshield or in the engine bay, dropping oil pressure, smoke/burning smell. - !! Supercharger belt slip and breakage (limp mode) from 26,000 km
Factory belt tension is marginal under high load; the supercharger belt slips (squeal, rubber dust) or snaps. One documented failure occurred at ~16,000 miles, triggering limp mode with code P012B.
Symptoms: Squeal during shifts, black rubber dust under the blower pulley, sudden power loss, limp mode near 1,100 rpm, check engine light.
+ 3 more engine weaknesses + vehicle weaknesses
6.2L supercharged V8, IHI twin-screw — 2.4L on standard Hellcat (11.6 PSI, 707-717 hp), 2.7L on Redeye (14.5 PSI, 797 hp, Demon-derived, forged rods + pistons). Black key fob = 500 hp via drive-by-wire throttle mapping. Red fob = everything. SRT Power Chiller diverts A/C refrigerant to cool intake. 2015-2016: snout bolt backs out, destroys bearings — $10-12k. Intercooler bricks leak coolant into cylinders. Heat soak costs 30-50 hp after repeated pulls — physics, not a defect.
- !! Supercharger bearing failure (IHI blower) at low mileage from 5,000 km
Early build years suffered defective IHI supercharger bearings (mainly the rear bearing). Failures occurred as early as 500–2,000 miles. FCA sued the bearing supplier and replaces blowers under warranty on unmodified engines.
Symptoms: Loud whine and ticking at idle, grinding noise from the supercharger, in extreme cases rotors contacting the housing. - !! Recall: engine oil cooler hose separation (oil loss and fire risk)
NHTSA recall 17V-496 (Chrysler T48): the joint between the rubber oil cooler hose and aluminum tube can separate, causing rapid oil loss — oil may spray onto hot surfaces or the windshield, risking fire and engine seizure.
Symptoms: Sudden oil loss, oil on the windshield or in the engine bay, dropping oil pressure, smoke/burning smell. - !! Supercharger belt slip and breakage (limp mode) from 26,000 km
Factory belt tension is marginal under high load; the supercharger belt slips (squeal, rubber dust) or snaps. One documented failure occurred at ~16,000 miles, triggering limp mode with code P012B.
Symptoms: Squeal during shifts, black rubber dust under the blower pulley, sudden power loss, limp mode near 1,100 rpm, check engine light.
+ 3 more engine weaknesses + vehicle weaknesses
FCA's workhorse V6, 305 hp, DOHC 24-valve — same Pentastar in half the Stellantis lineup. No MDS, no lifter lottery. Rocker arm tick around 60k miles. Plastic oil filter housing cracks — Dorman 926-959 metal replacement is the permanent fix. A small sleeper community runs ProCharger ($6,349) or RIPP ($6,799) kits pushing 400-450 whp on stock internals, bolt-on. Whether $12k all-in on a boosted V6 beats buying a used R/T is the question nobody agrees on.
- !! Left cylinder head valve-seat wear (early build) from 110,000 km
Early 3.6 Pentastar (2011–2013) suffer valve-seat/guide wear in the left head (Bank 2), notably cylinder 2. Result: lost compression and misfires. Chrysler extended warranty to 10yr/150k miles on the left head.
Symptoms: Engine ticking, misfires, rough running, check-engine light with codes P0300/P0302/P0304/P0306, loss of power. - !! Pentastar tick – worn rocker arms/rollers from 90,000 km
On 2014–2020 3.6 Pentastar the rocker-arm rollers wear, loosen and drop, shifting the rocker out of alignment, creating metal debris and risking camshaft damage. Design was revised by 2019.
Symptoms: Metallic tick, often on cold start and around 1500–2000 rpm, later constant; can progress to misfires, surging and power loss. - !! Timing chain stretch (higher mileage) from 190,000 km
At high mileage (from ~120,000 miles) the timing chains stretch and cam-to-crank correlation drifts. Extended oil intervals or low oil accelerate wear because the tensioners are oil-fed.
Symptoms: Chain rattle on cold start (first seconds), tick from the top end, check-engine light with P0016/P0017/P0018/P0019, sometimes misfires.
+ 2 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| TIPM failure — total electrical chaos (2008-2014) Totally Integrated Power Module controls all electrical functions. Internal defect causes random failures: fuel pump dies, windows cycle on their own, horn sounds randomly. Affects 22-34% of 2008-2014 vehicles. Symptoms: Random no-start, door locks cycling, fuel pump relay failure, windows operating by themselves from 112,000 km | Medium | |
| Alternator failure — recall (2011-2014) Alternator diode fails from electro-hydraulic steering loads. Failed diode shorts, causing heat and smoke. NHTSA recall 14V634000 covers 2011-2014 with 3.6L and 5.7L. Free dealer repair. Symptoms: Dimming headlights, battery saver mode, dashboard flickering, engine stall from 130,000 km | Low |
Top Reported Issues
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Known Problems and Issues +
A total of 33 weaknesses have been documented for the Dodge Challenger LC (2008–2023) — 23 engine-related and 10 vehicle-related. Typical issues affect Electronics, Interior, Rust, Gearbox.
Challenger (Hemi-5.7-LC, 2009–2023) — Be Careful: MDS lifter collapse and camshaft destruction, HEMI tick (valvetrain ticking), Excessive oil consumption. Power: 375 PS.
Challenger (Pentastar-3.6-LC, 2011–2023) — Be Careful: Left cylinder head valve-seat wear (early build), Pentastar tick – worn rocker arms/rollers, Timing chain stretch (higher mileage). Power: 305 PS.
Challenger (Hemi-6.4-LC, 2011–2023) — Be Careful: MDS roller lifter / camshaft failure (cylinder deactivation), Piston / ringland failure under forced induction (modified only), High oil consumption (track and break-in use). Power: 485 PS.
Challenger (Hellcat-6.2-LC, 2015–2023) — Be Careful: Supercharger bearing failure (IHI blower) at low mileage, Recall: engine oil cooler hose separation (oil loss and fire risk), Supercharger belt slip and breakage (limp mode). Power: 717 PS.
Challenger (Hellcat-6.2-LC, 2019–2023) — Be Careful: Supercharger bearing failure (IHI blower) at low mileage, Recall: engine oil cooler hose separation (oil loss and fire risk), Supercharger belt slip and breakage (limp mode). Power: 797 PS.
What to watch out for with the Dodge Challenger? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
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Last updated: February 2026 · All information without guarantee