Dodge Charger R/T 5.7 HEMI LD

The most widely discussed issue on the 5.7 HEMI across all applications. The Multi-Displacement System uses special hydraulic lifters that can seize when the roller bearing fails. This causes the roller to skid on the camshaft lobe, grinding through it. Announced by a persistent ticking from the top of the engine, especially on cold start. Estimates of how many engines are affected range from 5% to 10%, though forum sampling tends to overrepresent failures. The root cause is insufficient oil flow to the roller bearings at low RPM and idle. Chrysler improved the lifter design in mid-2014 (larger needle bearings) and again in early 2019. Pre-2014 cars are most susceptible. When failure occurs, all 16 lifters plus the camshaft typically need replacing because metal debris contaminates the oil system. Parts run approximately €1,500-2,000 and labor around 20 hours. In Europe, expect the higher end due to parts import and specialist labor. Consistent 5W-20 synthetic oil changes every 10,000 km and avoiding extended idling help reduce risk. A MDS delete kit (€300-500 installed) eliminates the root cause.

One of the most common HEMI issues across all applications. The dissimilar metals (cast iron manifold bolts, aluminum cylinder head) create galvanic corrosion that weakens the bolts over time. Repeated heat cycling eventually snaps them. The rear passenger-side bolt is typically the first to go. Symptoms include a metallic ticking on cold start that quiets as the engine warms. Simple bolt extraction and replacement costs around €500, but if bolts break flush with the head, drilling and helicoil repair pushes the bill higher. If the manifold itself is warped or cracked from running with broken bolts, full manifold replacement costs €1,500-2,500. Aftermarket stainless steel bolt kits significantly reduce recurrence. On high-mileage examples, this repair is almost inevitable.

Chrysler recalled approximately 442,000 vehicles including 2011-2014 Chargers equipped with electro-hydraulic power steering and 160/180/220-amp alternators. The diodes suffer thermal fatigue from the cyclical loads imposed by the EHPS system, leading to sudden failure without warning. This can disable ABS, stability control, and the engine control module, potentially causing a stall while driving. Failed diodes can also short-circuit and generate heat, smoke, or fire within the alternator housing. The recall replaces the alternator with an upgraded unit containing improved diodes. On any used 2011-2014 Charger R/T, verify the recall has been completed. Even post-recall, the alternator remains a wear item that typically needs replacement around 100,000-130,000 km. Cost in Europe is higher than US due to parts sourcing.

Water pump bearing failures are well-documented on the 5.7 HEMI. The pump bearing wears out, leading to coolant leaking from the weep hole or from the O-ring on the tube entering the back of the water pump. Symptoms include coolant dripping from the front of the engine, a whining noise, or coolant temperature warnings. Most failures occur between 80,000 and 120,000 km, though some owners report failure as early as 50,000 km. The part costs approximately €150-300 and labor runs €400-600 at a European specialist. When the water pump is replaced, the drive belt and coolant should also be renewed. Overheating from a failed pump can lead to head gasket damage if not caught quickly.

One of the most common complaints across the LX/LC platform. The blend door actuators use internal plastic gears that strip out over time. Symptoms include a repetitive clicking or tapping sound from behind the dashboard when the engine starts or the temperature is adjusted, and air that does not match the selected temperature. One side may blow hot while the other blows cold. The passenger-side actuator is relatively easy to replace (the part costs €30-60), but the driver-side actuator is significantly more difficult to access and may require several hours of labor. After replacement, the system needs to be recalibrated. No recall or TSB exists despite the issue being extremely common on all model years.

Affects 2017 and later Chargers equipped with the 8.4-inch Uconnect touchscreen. The gel-based adhesive that bonds the touch-screen glass to the LCD panel dries out and hardens from heat cycling and UV exposure. This creates visible bubbles, cracks, and delamination that progressively worsen. The screen remains functional initially but eventually the touch layer stops responding accurately. Dealer replacement of the entire head unit costs €1,000-1,500. Third-party screen repair services offer alternatives from €600. A class-action lawsuit has been filed against Stellantis over this defect, but no recall has been issued. The issue is cosmetic at first but becomes a functional problem over time.

A widespread issue on 2015 and later Chargers. The door panel trim begins to separate and lift up near the base of the window, eventually peeling across the entire panel. The front driver door is typically affected first, but all four doors can develop the problem. The root cause is lower-quality adhesive used from 2015 onwards (2011-2014 models used a more durable bonding method). Sun exposure and heat cycles accelerate the delamination. Dodge honors repair under the basic 3-year/60,000-mile warranty, but once out of warranty the panels cost €150-250 each. Replacement panels have been on backorder for extended periods. A class-action lawsuit was filed alleging that FCA knew about the defect before sale.

The rear differential pinion seal on the Charger is documented as prone to leaking, with 39 reports on RepairPal alone. The leak typically develops gradually and may go unnoticed until differential fluid level drops low enough to cause bearing noise or whining at highway speeds. A straightforward seal replacement costs €250-400, but if the leak is ignored and bearing damage occurs, a differential rebuild can cost €800-1,000. Proper repair requires measuring the pinion nut rotational torque before disassembly, which some shops skip, leading to incorrect bearing preload and subsequent noise after repair.

At approximately 1,900 kg, the Charger places significant stress on front suspension components. The LX/LC platform uses a dual lower control arm setup on each side (forward and rearward), which means more wear points than a conventional single-arm design. Ball joints are the most common suspension wear item, followed by control arm bushings that crack and deteriorate. Symptoms include clunking over bumps, steering play, and uneven tire wear. Typically needs attention between 80,000 and 130,000 km. Both sides should be replaced together, and a four-wheel alignment is mandatory after the work. Parts may need to be ordered from US suppliers if not stocked locally.