2008-2023 Dodge Challenger Problems: 34 Known Issues

The 2018 Dodge Challenger appears on the vehicle list for NHTSA recall 18V524000. On the recalled cars, the voltage regulator chip inside the powertrain control module's circuit board may fail. The two outcomes described in the recall are a stall and a no-start — the car either shuts down while being driven or will not fire up in the first place. NHTSA classes the defect as front underhood electrical wiring and notes that a stall increases the risk of a crash. Chrysler's number for this campaign is U87.

The 2011-2014 Dodge Challenger is the subject of two overlapping NHTSA safety recalls for sudden alternator failure, and CarComplaints.com ranks alternator failure among the worst-reported electrical problems on the 2012 model year (its lowest-rated year overall). The root cause is thermal fatigue of the alternator's internal silicon rectifier diodes: repeated heat cycling cracks the diodes, producing rapid, near-warningless failure that can manifest as no output, reduced output, or a fully shorted-to-ground condition. Recall 14V634 (filed October 2014, remedy began February 2015, Chrysler campaign P60) covers 2011-2014 Chrysler 300, Dodge Charger, Challenger and Durango plus 2012-2014 Jeep Grand Cherokee built April 22, 2010 to January 2, 2014 with the 3.6L Pentastar V6 and a 160-amp alternator -- roughly 435,000 vehicles. Recall 17V435 (filed July 2017, remedy began February 2018, campaign T36) expanded the population to vehicles with Electro-Hydraulic Power Steering (EHPS) and either the 3.6L V6 or 5.7L V8 HEMI equipped with 160-, 180-, or 220-amp alternators, built August 23, 2010 to July 7, 2014. When the alternator fails the engine can stall without warning, raising crash risk; the voltage collapse can also disable safety systems (ABS / electronic stability control warning lamps illuminate and the systems can drop out) and, on EHPS-equipped cars, cause loss of power-steering assist, making the vehicle hard to control. In a worst-case shorted condition the alternator can overheat and catch fire. CarComplaints owners report failures clustering around 40,000-55,000 miles -- typically just outside the 36,000-mile basic warranty -- with whining/hissing from the engine bay, flickering ABS and traction-control lights, dimming headlights and interior lights, burning smells, and in several cases visible smoke or fire before complete shutdown.

Dodge Challengers built for the 2015 through 2018 model years are covered by FCA recall 18V332000. The recalled defect could prevent the cruise control system from disengaging: NHTSA states that if a short circuit occurs within the car's wiring while cruise control is engaged, the driver may not be able to shut it off by depressing the brake pedal or by manually turning the system off. The Challenger would then maintain its current speed or possibly accelerate. NHTSA's consequence statement is an increased risk of a crash. Note that the Challenger's model-year range in this campaign starts at 2015, one year later than most of the FCA vehicles included, so a 2014 car is not part of it.

The Totally Integrated Power Module (TIPM-7 generation) is the Challenger's central fuse-and-relay box and power-distribution computer, mounted in the engine bay. It manages nearly every electrical circuit, and a single failed solder joint, blown internal circuit-board trace, or — most commonly — a degraded internally-soldered fuel-pump relay can cripple the whole car. Because the fuel-pump (ASD) relay is hard-soldered into the TIPM circuit board (not a serviceable plug-in relay), owners cannot simply swap a relay. The dominant root cause is contamination/degradation of the sealed relay contacts (silicone vapor that hardens into insulation and burns under load) compounded by water/moisture intrusion and corrosion of the board, which is why failures are intermittent and often produce no stored trouble codes. The result is a cluster of seemingly unrelated, hard-to-diagnose faults: a relay stuck OFF causes random no-start, no fuel-pump prime, and mid-drive stalling; a relay stuck ON causes the fuel pump to run continuously and drain the battery overnight. This is the root cause behind the model's worst CarComplaints electrical category — the 2013 Challenger alone has a dedicated "bad TIPM" complaint cluster, with failures averaging around 43,000 miles (reported range roughly 8,000–76,000 miles), well within the life of the car. Critically for Challenger owners, the fuel-pump-relay recall campaigns (NHTSA 15V-115 / Safety Recall R09 and the 2019 redo 19V-813) covered the Durango and Jeep Grand Cherokee — NOT the Challenger. NHTSA's recall list for the 2008-2014 Challenger shows no TIPM or fuel-pump-relay recall, so Challenger owners pay out of pocket (commonly ~$700–$1,100). The 2008–2014 (LC-body) cars share the TIPM-7 implicated across the Chrysler/Dodge/Jeep lineup; 2010–2014 see the heaviest complaint volume.

In March 2013, Chrysler Group LLC issued an urgent safety recall (NHTSA Campaign 13V103000, Chrysler recall N18) for a narrow build window of 2013 Dodge Challenger V6 models — vehicles equipped with the 3.6L Pentastar V6 and manufactured at the Brampton, Ontario plant between December 3, 2012 and January 24, 2013 (roughly an eight-week window). The official NHTSA record lists 4,051 potentially affected vehicles; contemporary media reporting cited approximately 4,459 units, with about 1,900 still sitting on dealer lots and the remainder already in customer hands. The defect is in the engine-bay (front underhood) wiring: the battery positive cable at the starter motor can experience an electrical short circuit to ground. A short in this high-current circuit can cause the wiring harness to overheat and ignite, leading to an underhood/vehicle fire. Chrysler's defect report traces the root cause to supplier Yazaki mistakenly changing the cable's electrical terminal; a rework that cut off an anti-rotation tab and bent the terminal for clearance from the starter solenoid left it able to short. Yazaki began delivering cables made on corrected tooling on January 22, 2013. This is a genuine fire-hazard recall. At the time the campaign was announced, Chrysler had seven reports of this short circuit (the first on December 28, 2012), though no crashes or injuries were reported. Because of the severity, Chrysler took the unusual step of telling owners to stop driving the vehicle immediately and not to park it inside or near a garage, building, or other structure until the repair was completed. Affected vehicles were provided loaner cars for the duration of the repair. This issue is specific to the 2013 V6 build window only. It is unrelated to the separate 2014 and 2017 alternator recalls (14V634, 17V435) or the Takata airbag recalls that also touch these cars. Owners can confirm whether their specific VIN is covered by entering it at nhtsa.gov/recalls.

FCA TSB 08-102-21 Rev. A (November 2021) covers 2018–2021 Challengers built from April 1, 2017 through May 24, 2021 with the Uconnect 4C with 8.4-inch display (sales codes UAS or UCS). Owners may experience an intermittent black radio display, intermittent radio freezes, a high-pitch squeal, pop or hum from the speakers, Bluetooth pairing or connection problems, lost presets, channels changing by themselves, an inoperative or empty SXM function, or the Performance screen showing Norm mode while in Drag mode. The bulletin's repair is a radio software update to level 39.5 for radios at or above 22.64; radios below 22.64 or already at 39.5 require normal diagnosis.

A widely reported electrical complaint across nearly all Challenger model years is excessive parasitic battery drain that leaves the car dead overnight or after sitting a few days. A healthy modern vehicle should settle to roughly 25-50 mA of key-off draw once all modules go to sleep; owners reporting this problem measure anywhere from several hundred milliamps to over 2-4 amps, which is enough to flatten a battery in a day or two. There are several distinct, real-world root causes documented across owner forums (ChallengerTalk, ChallengerForumz, Hellcat.org), NHTSA/CarComplaints filings, and repair sites: 1) Power-window self-cycling — a faulty window switch or window module causes the driver- or passenger-side glass to drop and raise itself a fraction of an inch repeatedly with the key off, running the motor until the battery is dead. 2) TIPM failure — a known weak point on Chrysler/Dodge platforms and a common diagnosis on early (2008-2014) cars. 3) Infotainment / Uconnect radio (RER, 730N, and later Uconnect head units) not entering sleep mode — a hung or buggy radio keeps the accessory bus awake. 4) Stuck switches and accessories — faulty door-jamb/courtesy switches that keep a dome light on, a trunk/glovebox/vanity light staying on, door-lock actuator faults, or aftermarket add-ons (alarms, amps, dash cams) wired to a constant-hot circuit.

The Dodge Challenger has a well-documented tendency to stall or shut off completely without warning while driving — a top-3 engine-category complaint at NHTSA and one of the most-reported electrical/engine problems at CarComplaints. There are two primary, separately documented root causes that present the same symptom. (1) ALTERNATOR FAILURE (3.6L Pentastar, and later 5.7L with electro-hydraulic power steering). Chrysler began investigating stalling complaints on 2011-2012 Dodge Chargers in August 2014 and found thermal fatigue of the silicon diodes inside the alternator. The large, intermittent current draw of the electro-hydraulic power-steering (EHPS) pump thermally stresses the diodes until the alternator fails suddenly. This became NHTSA recall 14V634 (Chrysler P60), covering ~434,000 2011-2014 Chrysler 300, Dodge Charger, Challenger, Durango, and 2012-2014 Jeep Grand Cherokee vehicles with the 3.6L engine and 160-amp alternator (remedy began Feb 27, 2015). It was later expanded under NHTSA recall 17V435 (remedy began Feb 12, 2018) to additional 2011-2014 cars with EHPS and 5.7L or 3.6L engines. NHTSA's stated consequence for both: "If the alternator fails, the vehicle may stall without warning, increasing the risk of a crash," with an additional risk of an underhood fire from a short circuit. (2) TIPM (Totally Integrated Power Module) / FUEL-PUMP-RELAY FAILURE (2008-2014, all engines). The TIPM is the car's central fuse/relay/electrical-distribution computer. When it (or its internal fuel-pump relay) degrades, owners report the engine stalling or shutting off mid-drive, intermittent no-starts, flickering lights, and multiple simultaneous warning lights (check engine, traction control/ESC, ABS). CarComplaints documents this on the 2009 Challenger ("engine shuts down while driving," 7 complaints, severity 8.6/10, ~$800 average repair, ~43,300 miles) and the 2013 Challenger ("bad TIPM," 12 complaints, severity 7.2/10, ~$940 average repair, ~43,050 miles). Because the engine quits unexpectedly, the driver loses power steering and (on automatics) power braking assist while the car is in motion — making this a genuine safety hazard, especially in intersections, on highway merges, and during turns. Multiple NHTSA complaints describe near-crashes and crashes from sudden loss of power.

The IHI twin-screw supercharger fitted to the 6.2L supercharged HEMI in the Challenger SRT Hellcat, Redeye, and Demon is prone to internal bearing failure, typically heard first as a rising whine, growl, or whir from the front of the engine that gets louder with RPM and engine warmth. Owners who fit a smaller (overdrive) upper pulley to make more boost spin the snout even faster and dramatically accelerate failure, so modified cars are over-represented in failure reports, but bone-stock cars fail too. There is no OBD-II diagnostic trouble code for this; it is a mechanical wear failure diagnosed by sound, so a clean scan tool does not rule it out.

The production valve springs on the 6.4L 392 HEMI can crack or fracture. A weakened spring can cause a persistent single-cylinder misfire that remains after plug, coil, or injector swaps; a complete fracture can let the valve contact the piston and cause major cylinder-head or engine damage. High-RPM and modified/cammed use changes valvetrain load, but the correct replacement spring must be selected from the camshaft's lift and required installed/open pressures rather than from boost alone.

Some 2015-2021 Dodge Challenger 5.7L and 6.4L engines can develop a persistent engine-speed-related tick, rough idle, loss of power, or misfire from hydraulic roller-lifter, roller, or cam-lobe wear. A tick alone does not prove internal wear: exhaust-manifold leakage, injector noise, oil-pressure concerns, and other causes must be ruled out. MDS fitment is transmission-specific, not engine-name-wide: automatic 5.7L and 6.4L applications use cylinder deactivation, while six-speed manual applications are non-MDS. Cam and lifter wear is not limited to MDS hardware.

On the 3.6L Pentastar V6, the oil filter adapter (OFA) can leak oil at the adapter cap O-ring or at the O-rings and gaskets between the adapter and the engine block. The adapter sits in the engine valley, so a leak can be hard to spot and may first show up as a burning oil smell. Chrysler addressed the leak with GPOP tech tip 9003357 (MY12-21, all 3.2L/3.6L vehicles) and TSB 9004076 (listed for the 2011-2013 Challenger), both pointing to a seal kit.

On HEMI V8s, the bolts that hold the cast-iron exhaust manifolds to the cylinder heads can break over time. Some manifolds also crack. Once a bolt breaks, exhaust escapes at the manifold-to-head joint and you hear a sharp tick. The tick is loudest on a cold start and often fades as the engine warms up, because the hot metal expands and closes the gap. Owners of 5.7L Ram, Durango and Jeep models with the same engine family call it a very well-known problem. One owner found several broken bolts on each side, and reports cover both the passenger and driver sides. People often mistake the noise for the "HEMI tick" from the lifters. One Challenger source says exhaust leaks are fairly cheap to fix and do not cause catastrophic engine damage. A repair-cost guide warns that a leak left for a long time can turn into a more expensive job.

First-generation (2008-2010) Dodge Challengers are equipped with a Takata dual-stage driver's frontal airbag inflator that is subject to NHTSA recall 15V444000 (FCA/Chrysler recall R37) — part of the largest and most dangerous auto recall in history. The ammonium-nitrate-based propellant inside the inflator degrades over time, especially after prolonged exposure to heat and humidity. When this happens, a crash that deploys the driver's airbag can cause the metal inflator housing to rupture and spray sharp metal shrapnel at the driver and occupants, turning a routine deployment into a potentially fatal event. Because the danger increases as the vehicle ages, FCA/Stellantis escalated this to a formal "Do Not Drive" warning in November 2022, covering 2005-2010 Dodge Magnum, Charger, Challenger and Chrysler 300 vehicles (~276,000 units, with roughly 225,000-233,000 still unrepaired). That escalation followed three deaths in 2010 Dodge Chargers in warm-weather U.S. states where the driver inflator burst apart. Across all automakers, defective Takata inflators have killed at least 28 people and injured more than 400 in the U.S. Owners of an affected, unrepaired Challenger are urged to stop driving it until the inflator is replaced. The 2008-2010 Challenger recall covers vehicles built September 19, 2007 through October 29, 2010 (88,460 units).

The Dodge Challenger — especially HEMI-powered R/T, Scat Pack, and Hellcat trims — is one of the most-stolen vehicles in the United States, and its passive keyless-entry/push-button-start system is the reason. Thieves exploit several well-documented electronic attacks: (1) Relay amplification, where two people use signal-boosting devices to grab the key fob's signal from inside the owner's house and relay it to the car, unlocking and starting it while the real key never moves. (2) OBD-II key cloning, where a thief gains brief interior access (window punch / lock bypass), plugs a programming tool into the OBD port under the dash, and burns a brand-new fob to the car in minutes. (3) Under-dash hotwiring/bypass on older units. The Highway Loss Data Institute (HLDI/IIHS) found Dodge muscle cars top the most-stolen list for 2020-22 models: theft claims for the sister Charger SRT Hellcat ran more than 60 times the average vehicle (about 25 claims per 1,000 insured vehicle-years) and the Charger HEMI more than 20 times average, while the Challenger ranked fourth at a relative claim frequency of 766 (roughly 7-8 times average). These cars have ranked in the top five most-stolen for over a decade because the powertrain is valuable, the security was easy to defeat, and stolen examples are quickly resold or stripped.

FCA US (now Stellantis) issued NHTSA safety recall 20V191 on April 2, 2020, covering 2019 Dodge Challengers equipped with the 8.4-inch or 12-inch Uconnect radio display. A software error in the radio/display module can cause the rearview (backup) camera image to remain on screen after the driver shifts the transmission out of reverse, instead of clearing and returning to the normal infotainment view. Because the live reverse image lingers when the car is moving forward, the vehicle does not comply with Federal Motor Vehicle Safety Standard (FMVSS) No. 111, "Rear Visibility / Rearview Mirrors." The persistent reverse image is a driver-distraction hazard that can increase crash risk while driving forward. The 2019 Challenger was part of a larger FCA campaign (manufacturer codes W30–W37) spanning roughly 319,610 vehicles across multiple Dodge, Jeep, Ram, and Chrysler models. This is purely a display/software fault — the camera hardware and the reverse function itself work correctly; only the screen-clearing logic is defective.

The rear driveshaft on high-powered Challengers can experience premature U-joint failure or driveshaft issues, especially under hard launches, drag racing, or with aftermarket power upgrades. The factory driveshaft may not handle repeated high-torque loads. Some owners report multiple failures within 50,000 miles.

A long-running, widely documented complaint across Dodge Challenger forums is a ring-and-pinion gear whine from the rear differential that is transmitted into the cabin, typically most noticeable at steady cruising speeds around 40-45 mph (and again at highway speed in top gear). The high-pitched whine changes pitch with road speed and is usually most pronounced once the differential oil is warm and the driveline is under a light torsional load - it appears under light throttle or when backing off the throttle just enough to unload the drivetrain, and often quiets when coasting in neutral. Dodge engineering acknowledged the problem: the gear-mesh noise in the ring and pinion is amplified through the differential housing into the rear cradle/subframe and then resonates into the passenger compartment. On 2009-2012 cars (SRT8 and 5.7L manual-transmission models), Dodge issued TSB #03-001-12 (July 6, 2012) calling for a mass damper kit (essentially tuned harmonic dampers/"tuning forks", part #68156617AA) mounted to the rear cradle to absorb the whine frequency. On later 2014-2019 V8 cars the issue resurfaced and became the subject of a class-action lawsuit alleging the rear differentials cannot fully handle the engines' torque, leading to premature ring gear, pinion gear, and bearing wear, with metal particulates contaminating the gear oil; some dealers replaced entire differentials or driveshafts under warranty, though replacements sometimes whined just as much because a degree of gear whine is inherent to these axles. The condition is generally a noise/nuisance issue rather than an imminent safety failure, but in the worst lawsuit-cited cases it progressed to actual differential wear and vibration.

The EPS rack assembly can fail suddenly, causing complete loss of steering assist while driving. Owners of 2015+ Challengers report sudden loss of assist with a power-steering warning message. Dodge TSB 19-001-15 covers early 2015 Challengers with electric power steering (built on or before October 14, 2014) whose steering-gear pinion cover retaining washer may be missing, causing loss of assist; cars with hydraulic power steering (sales code SBU) are not affected. No Challenger recall covers EPS failure.

One of the most widely reported Dodge Challenger complaints — the "infamous front-end clunk." Owners across the LC platform (2008-2023) describe a clunk, pop, knock, or rattle from the front suspension on initial acceleration, light braking, low-speed turns, and especially over small bumps, expansion joints, driveways, and uneven pavement. It is a chassis/suspension wear-and-tolerance issue, not engine-specific, so it appears on every engine from the early 3.5L V6 through the 6.2L Supercharged Hellcat. The 2012 Dodge service manual itself lists the standard culprits for a front-end clunk/snap on turns: worn or loose tie-rod ends, worn or loose ball joints, worn or loose control-arm bushings, loose stabilizer (sway) bars, and loose crossmember bolts. In practice the single most common source is the stock front sway-bar end links: the nylon-lined joint develops play, and a known design weakness leaves a gap between the sway-bar mount hole and the link stud (the shoulder washer prevents the stud shoulder from seating against the bar), allowing the link to knock. Heat-damaged nylon from impact-gun installation accelerates the wear. Secondary contributors that develop with age/mileage are worn outer tie-rod ends (owners report play well beyond the ~0.002 in spec, e.g. 0.009 in), tired front control-arm bushings, and worn ball joints. The noise is annoying and a sign of worn steering/suspension components, but it is rarely a sudden safety failure. End-link kits are cheap and a popular first fix.

Early third-generation (LC platform) Challengers from roughly 2008-2014 are prone to premature rust at the rocker panels and lower body, typically appearing as paint bubbling and rust-through just forward of the rear wheels where the rocker meets the rear quarter. The root cause is a design flaw: Dodge filled the lower rear-quarter/rocker cavity with sound-dampening (styrofoam/spray) foam that acts like a sponge, holding road moisture, snow-melt and salt against the bare metal from the inside out, while also blocking the factory weep/drain holes. The plastic rocker moldings clip into unsealed rectangular cutouts along the sill, letting salt-laden splash enter the cavity. Because corrosion starts inside the panel, it is often advanced by the time bubbling shows on the paint surface. Owners across ChallengerTalk, ChallengerForum, CarComplaints and TrueDelta consistently report the same location and pattern, generally surfacing after about 5-8 years of all-season/road-salt driving (CarComplaints' two 2010 reports averaged ~104,000 miles, ranging 64k-143k). The problem is markedly reduced on facelifted 2015+ cars, making it a generation-specific issue. There is no recall or extended warranty; Dodge has denied goodwill claims on out-of-warranty cars.

Challengers equipped with the optional power sunroof are a recurring subject of dedicated water-leak threads on the major owners' forums (ChallengerTalk, HellCat.org) and show up in TrueDelta body/integrity problem histories. The sunroof tray drains to four corner drain tubes (two front, two rear) that run down the A-pillars and rear pillars. Over time these tubes clog with pine needles, pollen, dirt and other road/yard debris, or a drain hose that was crimped/misrouted between the roof and a headliner support seals itself shut from heat cycling. When the drains can no longer carry the tray water away, it overflows and tracks along the headliner before dripping out the lowest point inside the cabin — most commonly the overhead console near the dome lights and HomeLink buttons, dribbling down onto the shifter plate (owners describe finding "half a cup" of water on the console). On some cars the leak is instead a failed or torn sunroof-glass weatherstrip that lets water past during rain or high-pressure car washes. Left unaddressed, the standing water can stain the headliner, soak the carpet/footwells, breed mildew, and reach interior electronics. It is a preventable maintenance/condition issue rather than a widespread defect, but it is a very common ownership question.

Owners of final-year (2023) Dodge Challengers report windshields that crack spontaneously originating at or near the A-pillar, frequently with no visible chip or impact point. A recurring pattern: a crack roughly 6-10 inches long that begins partway up the A-pillar (often the passenger side) and runs diagonally toward the center/driver's side. Multiple owners describe the crack appearing during normal low-stress events such as backing out of a garage or pulling out of a driveway, sometimes on cars only weeks old with a few hundred miles. The forum consensus points to a manufacturing/installation defect rather than a road-debris strike. Two leading theories are documented: (1) insufficient or missing urethane bonding at the factory — some assembly-line cars reportedly went through without proper robot-applied glue — and (2) an off-center / poorly seated windshield (set too far to one side), which leaves a gap between the right A-pillar and the glass that lets water and road debris intrude and creates an uneven bond. Either condition lets the unibody flex transmit stress into the glass edge, so a minor jolt (e.g., a small pothole) propagates an edge crack. The off-center mounting and seal gaps are the source of the associated wind-noise and water-leak complaints. This is distinct from the separate Challenger sunroof/water-leak issues — here the leak path is the windshield perimeter seal itself. The defect appears concentrated in 2023 (the model's final production year) and is reported across trims from V6 SXT/GT up to the Hellcat/Jailbreak, since they share the same windshield and assembly process. Real-world prevalence is hard to quantify: owners note that despite heavy forum chatter, very few have filed NHTSA complaints, so there is no recall or formal investigation.

The factory plastic-tank radiators on Challengers are prone to cracking and leaking, especially under spirited driving or in hot climates. The crimped plastic end tanks can fail at the seams. Many owners report needing radiator replacements between 60,000-100,000 miles.

The mechanical (belt-driven) water pump on HEMI-powered Challengers is a recurring weak point that can fail well before normal service life, with owners reporting failures across a very wide mileage band — some as early as ~5,800-7,000 miles, clusters around 18,000-25,000 miles, and others out past 45,000-60,000 miles. The dominant failure mode is bearing wear: as the bearing develops play and roughness, the shaft seal weeps coolant (a telltale trail of dried/crusty glycol residue on the pump body, distinct from harmless minor weep-hole staining), and in worse cases the loose impeller rubs the inside of the timing-cover/block bore, shearing plastic vanes off the impeller.

A P0420 ("Catalyst System Efficiency Below Threshold, Bank 1") or P0430 ("Bank 2") check-engine light is one of the most common emissions codes on the Dodge Challenger, especially on higher-mileage V8 cars. The PCM sets the code when it compares the upstream (pre-cat) and downstream (post-cat) oxygen-sensor signals: if the downstream sensor begins to mimic the rapidly-switching upstream sensor instead of staying relatively flat, the computer concludes the converter is no longer storing/releasing oxygen efficiently. On the Challenger this code is frequently NOT a worn-out converter at all. The two most common upstream root causes are (1) an exhaust leak from broken exhaust-manifold bolts — the well-documented "HEMI tick" on the 5.7L and 6.4L V8s — which lets atmospheric oxygen into the exhaust stream and confuses the rear O2 sensor, and (2) a long-running misfire (worn plugs, failing coils, leaking injectors on the 3.6L Pentastar) that dumps raw fuel into the converter and physically destroys it over time. A failed downstream O2 sensor, contaminated converter (from an oil-cooler/oil-filter-housing leak on the Pentastar), or simply an aged/degraded cat round out the causes. Chrysler has also issued PCM software bulletins for P0420/P0430 — for example TSB 18-090-24 (superseding 18-086-19) for 2019 Challengers with the 5.7L HEMI, which names PCM software as the cause — so a PCM reflash should be ruled out before any hardware is replaced. Because the converter sits in the federal/CARB emissions-warranty window for many of these cars, the diagnosis order matters a lot to the owner's wallet.

The Dodge Challenger's evaporative emissions (EVAP) leak-detection device — the Evaporative System Integrity Module/Monitor (ESIM), the successor to Chrysler's older NVLD (Natural Vacuum Leak Detection) pump — is a very common failure point across the LC/LA platform (2008-2023). The ESIM is a mechanical, non-solenoid device (housing, two check valves/weights, a diaphragm, and a switch) bolted to the charcoal canister behind the rear passenger fender-well liner. It performs an engine-off non-intrusive test for small leaks and an engine-running test for medium/large leaks, and the PCM relies on it for ALL EVAP leak diagnostics. When the ESIM's diaphragm or switch fails, the PCM falsely concludes the sealed EVAP system is leaking and sets P0456 (small leak), P0455 (large leak), or a generic P0440, illuminating the check-engine light. Because the code description points to a leak, the part is repeatedly misdiagnosed: owners and shops replace the gas cap (sometimes multiple times), get a clean smoke test showing no actual leak, yet the code returns. Multiple forum threads document owners chasing this for months — replacing the gas cap, then the purge/canister valve — before the ESIM ("vapor leak detection pump") is finally identified as the real fault. One owner reported spending roughly $2,500 over repeated visits before the issue was resolved. In some cases the leak-detection pump was simply found unplugged behind the wheel-well liner.

The ZF 8HP45/8HP70/8HP90 8-speed automatic suffers from harsh downshifts (especially 2nd to 1st), rough upshifts with RPM spikes, and clunking when cold. Dodge's bulletins for these cars (TSB 21-009-15 for 2015 and 21-028-16 for 2016 6.4L/6.2L models) treat harsh or inconsistent shifts with a TCM software reflash; valve body replacement is reserved for harsh shifting that persists after the update.

The Dodge Challenger has two distinct, well-documented power-steering complaints on the pre-2015 LC/LX-platform cars, and both are flagged by RepairPal as common problems (MotorBiscuit lists "a loud power steering system" among the four most-reported Challenger issues). FIRST, a HYDRAULIC NOISE: owners hear a honk, hiss, groan, or whine from the steering during low-speed parking-lot maneuvers, worst when turning the wheel toward full lock. RepairPal documents this as a recognized concern on 2008-2012 Challengers; Chrysler addressed it with TSB 19-005-10 ("Steering Gear Honk, Hiss or Groan During Low Speed Parking Lot Maneuvers," superseding 19-003-09), which traces the noise to the power-steering return hose and, in some cases, the steering gear (rack). Fluid aeration, a low or contaminated fluid level, and worn pump vanes/bearings produce the same groan/whine. SECOND, an ASSIST-LOSS failure on EHPS cars: 2011-2014 Challengers with the 3.6L Pentastar or 5.7L HEMI use an electro-hydraulic power-steering (EHPS) pump that depends on the charging system. Under NHTSA recall 17V-435 (Chrysler recall T36, ~442,214 vehicles across Challenger/Charger/300/Durango/Grand Cherokee), the alternator can suffer diode thermal fatigue specifically because of the cyclical electrical loads the EHPS pump imposes; when the diodes fail, system voltage drops, the EHPS pump shuts down, the steering goes heavy, and the vehicle can stall without warning (failed diodes can also short and cause heat/smoke/fire). Note the engine/fluid split: 3.6L/5.7L EHPS cars require Mopar Electric Power Steering Fluid, while the conventional hydraulic SRT8/392 (6.1L/6.4L) and base V6 systems use ATF+4 — using the wrong fluid causes noise, seal damage, and pump failure. This entry is distinct from the electric power steering used on the 2015+ refreshed Challenger, which is a different rack design and root cause.

Dodge Challenger owners frequently report front brake "warping" that produces a noticeable pulsation through the brake pedal and a shimmy in the steering wheel under braking, often accompanied by faster-than-expected front pad wear. The complaint surfaces at surprisingly low mileage — CarComplaints documents reports beginning around 4,000 miles, with the 2012 model year's "Rotors Warped" category averaging failure at roughly 15,400 miles across 10 complaints (rated 7.6/10 "pretty bad"). The condition is recurring for many owners: one report describes warping at 4,000 miles, again at 15,000, and a third time by 23,000, while another required resurfacing every 4,000-5,000 miles. While owners describe it as "warped rotors," the technical root cause is usually one of two mechanisms, and often a combination: (1) genuine thermal distortion/excessive lateral runout of the rotor, and (2) uneven brake-pad material transfer (friction-material deposits) that builds up on part of the rotor face and creates a thickness variation the driver feels as pulsation. The Challenger is a heavy car (roughly 3,800-4,500+ lb depending on trim/engine), and that mass plus spirited or aggressive braking loads the front rotors hard, accelerating runout and uneven pad deposition. Contributing factors include hard braking from high speed, riding the brakes in traffic, improper/uneven lug-nut torque, a sticking caliper applying uneven pressure, worn wheel bearings, and — very commonly — improper pad bed-in (break-in) that seeds uneven deposits from the start. Brembo-equipped performance trims (SRT8/392/Scat Pack/Hellcat) are not immune and carry far higher parts cost. The issue is a comfort and longevity concern rather than a sudden safety failure, but it often means repeat brake service.

Dodge Challenger owners across the LC/LA platform (2008-2023) commonly report the A/C not blowing cold, blowing warm/weak, or one side of the cabin staying warm. The complaints come from two distinct causes that share the same symptom. Cause 1 - refrigerant and A/C system: Low refrigerant from slow leaks is the most-cited cause of weak or warm cooling. Owners also report A/C-system component failures including a failed expansion valve (multiple Scat Pack owners had the expansion valve replaced, several under warranty, which restored cold air), evaporator/condenser icing-up that an A/C shop resolved by evacuating the system, replacing the receiver/drier and recharging, A/C compressor failure, and condenser damage. A clogged or leaking evaporator never gets enough refrigerant to cool the air. A dirty cabin air filter reduces airflow (air is still cold, just weak). Cause 2 - blend-door and mode-door actuators: This is the signature Challenger HVAC complaint. The dash-mounted plastic blend-door actuator strips its internal gear teeth and produces a repetitive clicking/tapping sound from behind the dash (often loudest when changing temperature or after start-up), the temperature gets stuck (heat stuck on, or A/C feels weak in hot climates because any leakage from the hot/heater side bleeds into the duct), and in dual-zone cars one side blows cold while the other blows warm. The Challenger uses multiple actuators: on the driver's side the upper unit is the blend/temperature actuator and the lower unit is the mode (vent/floor/defrost) door actuator; dual-zone Automatic Temperature Control cars add passenger-side actuator(s) for the second zone. The actuators are interchangeable across the positions. Forum consensus strongly favors genuine Mopar/OE actuators - aftermarket units are widely reported as DOA out of the box or failing within months. The blend door's plastic gear itself can also strip teeth or break, so an actuator swap does not always cure it. Affects the full LC generation (2008-2014) and the facelift cars (2015-2023) across all engines and trims. It is a comfort/seasonal issue, not safety-critical, but defrost loss can be a winter-visibility concern.

A widely reported cosmetic complaint on the LC/LA-platform Challenger (2008-2023) is premature clear-coat failure: the clear layer blisters, lifts, and peels away from the underlying color coat. It most commonly starts at high-exposure, hard-to-cover areas — the leading edge of the hood (where it meets the nose/fascia seam), the matte/satin roof strip, fascia panel seams, and above the rocker panels. Owners describe the color on the roof strip darkening (going greenish or chalky) before the clear coat lifts, and flaking that begins at a panel edge and spreads. The root cause is a thin and soft factory clear coat (owners report roughly ~2 mils of clear, which is on the low side), combined with UV exposure and heat cycling that degrade adhesion over years. Black and other dark colors (Pitch Black, Brilliant Black Pearl) absorb more heat and UV and are the most frequently affected; owners and detailers note the clear is "too soft" and chips/mars easily. This is purely a paint/appearance problem — it does not affect drivability, safety, or mechanical function. Note: a manufacturer paint warranty (typically 3 years/36,000 miles for finish on these years) sometimes covers it if caught early and if the failure is judged a defect rather than wear; many owners report dealers declining coverage on older/out-of-warranty cars, calling it environmental wear. Dodge's own paint-damage bulletin for the 2018 Demon hood (TSB 23-013-20) calls for refinishing the entire hood, and refinishing the whole affected panel is the durable repair.

Owners of first-generation (LC-platform, 2008-2014) Dodge Challengers report the soft-touch top dashboard panel cracking or splitting open without any impact damage. The most-cited case is a 2009 SRT8 whose dash developed a 4-to-6 inch split on the top cover near the passenger side, close to the windshield (above the glovebox/airbag area); other owners report a roughly 1-inch crack appearing suddenly on the top of the dash between the steering wheel and the windshield, and some describe the dash "bulging" or separating at the seams. The cracking is a cosmetic defect in the dashboard's molded plastic/polyurethane skin and underlying foam. The widely accepted cause is long-term UV/sun exposure and repeated heat cycling, which embrittles and shrinks the dash material until it splits — the same dash-material weakness Dodge/Chrysler is known for across the Ram truck line. It is not a safety or driveability problem (no airbag-deployment or structural concern is documented for the Challenger), but it is an unsightly, recurring ownership complaint. Cars parked outdoors in hot, sunny climates appear most affected, and the issue can show up at a wide range of mileages.

Many Challenger owners report that the fuel tank is hard to fill and the gas pump nozzle clicks off (shuts off) repeatedly before the tank is full, often with fuel backing up or spitting out of the filler neck. RepairPal lists this as one of the most-reported Challenger problems; in their data the complaints were concentrated on the 2008-2009 cars (5 owners reporting, around 65,000 miles average), but owner forums (ChallengerTalk, Hellcat.org) show the same premature-shutoff complaint persisting across later SXT, R/T, Scat Pack and SRT Hellcat models. The root cause is the EVAP (evaporative emissions) venting path that is supposed to let air/vapor escape the tank as fuel goes in. When that path is restricted, displaced vapor cannot vent, tank pressure rises, fuel backs up into the filler neck, and the nozzle's automatic shutoff senses 'full' prematurely. Specific culprits identified by RepairPal and dealer/diagnostic sources include a restricted or kinked vapor recirculation tube, a faulty fuel fill (filler) tube, a clogged EVAP fresh-air filter or vent line, and a malfunctioning EVAP canister vent/control valve. RepairPal also documents a saddle-style (two-half) tank design on some cars where an internal fuel-distribution/overfill mechanism malfunctions and trips the overfill sensor early, in which case the cure was a complete fuel tank replacement. On modern cars the same symptom frequently appears alongside EVAP fault codes (P0440, P0441, P0452), and a stuck or restricted purge/vent path is the first thing to check. The issue is overwhelmingly a fueling-station annoyance and slow-fill nuisance rather than a safety or driveability defect.