P0175 on the 2020 Dodge Charger: Performance Sedan Diagnosis
The 2020 Dodge Charger is available with the 3.6L Pentastar V6 (292 hp), 5.7L HEMI V8 (370 hp), 6.4L HEMI V8 (SRT 392, 485 hp), or the supercharged 6.2L Hellcat. P0175 is particularly relevant on the V6 and V8 engines because they all have a true Bank 2 configuration. Bank 2 on the HEMI engines is the passenger side (cylinders 2, 4, 6, 8); on the Pentastar V6 it's the rear bank.
At 4-6 years old with potentially 40,000-80,000 miles, the 2020 Charger's fuel system components are reaching the age where contamination and wear trigger P0175. Performance-oriented driving — common with Charger owners — accelerates this process.
Symptoms in Your Charger
- Check engine light on
- Fuel economy dropping below expected levels (varies significantly by engine)
- Rough idle — more noticeable on the V8s at low RPM
- Rich exhaust smell, especially under spirited driving
- Black soot on the exhaust tips
- HEMI MDS cylinder deactivation may feel rough
- Reduced acceleration performance — not what you expect from a Charger
Causes by Engine Type
1. MAF Sensor Contamination — High Likelihood (All Engines)
Whether you have the Pentastar V6 or a HEMI V8, the MAF sensor is the most common P0175 culprit. The Charger's front-facing intake grille draws significant air volume, and the MAF sensor processes it all. Dust, road debris, and PCV oil vapors contaminate the hot-wire element over time. On the HEMI engines, which draw enormous air volumes at full throttle, even small MAF percentage errors create large absolute fuel delivery mistakes.
2. O2 Sensor Wear — Medium Likelihood
The upstream O2 sensor on Bank 2 has endured years of high exhaust temperatures. Performance driving — hard acceleration, high-RPM runs — generates extreme exhaust heat that ages sensors faster. The HEMI's dual exhaust manifolds run particularly hot. A slow-responding sensor gives the ECM outdated mixture data, causing fuel trim miscalculation.
3. Fuel Injector Issues — Medium Likelihood
The Charger's HEMI engines use multi-port fuel injection, while the Pentastar V6 uses direct injection. At 40,000-80,000 miles, injectors on either engine can develop seal wear, carbon deposits, or flow issues. On the high-performance 6.4L HEMI, the larger injectors handle more fuel volume, and any over-delivery is proportionally larger. Performance driving with frequent full-throttle runs accelerates injector wear.
4. EVAP Purge Valve — Low Likelihood
Stellantis/Chrysler vehicles can develop EVAP purge valve issues. A stuck-open valve feeds fuel vapor into the intake continuously. On the Charger, the purge valve is usually accessible near the intake manifold and is an inexpensive replacement.
Diagnostic Steps
- Scan with a Chrysler-compatible scanner (wiTECH, alfaOBD, or equivalent)
- Identify which engine you have — diagnosis varies
- Compare Bank 1 vs Bank 2 fuel trims at idle and 2,000 RPM
- Test MAF sensor against specifications for your specific engine
- Monitor O2 sensor response on Bank 2
- Check fuel pressure at rail
- Test EVAP purge valve
Repair Costs
- MAF sensor: $80–$220
- O2 sensor: $100–$280
- Fuel injector (each): $60–$200 (HEMI MPI) / $130–$350 (Pentastar DI)
- EVAP purge valve: $60–$150
DIY Feasibility
The Charger has a relatively accessible engine bay, especially on V8 models. MAF sensor replacement is a 5-minute job. O2 sensor access on Bank 2 may require getting under the vehicle. HEMI injectors are accessible with fuel rail removal. Pentastar V6 injectors are more involved due to the direct injection system. The Charger enthusiast community (Charger Forums, etc.) has extensive DIY guides.