The Dodge brand enjoyed a remarkable decade from 2013 to 2023, carving out a unique space in the automotive world. Even with Ram trucks becoming a separate entity and the less successful Dart compact car, Dodge thrived. Under Tim Kuniskis’ leadership, core models like the Charger, Challenger, and Durango SUV solidified Dodge as the home of American muscle, largely thanks to the roar and power of the supercharged Hellcat V8 engine.
However, the automotive landscape is shifting. The era of the Hellcat, barring a final run of supercharged Durangos, is concluding. Dodge is now boldly stepping into the electric vehicle arena, aiming to spearhead the era of American e-Muscle. Leading this charge is the 2024 Charger Daytona, and after much anticipation, we finally had the chance to get behind the wheel and experience this electric evolution.
A promotional image subtly showcasing the Dodge Charger Daytona, hinting at its modern design and electric nature.
There’s bound to be a segment of die-hard enthusiasts resistant to this change. The “Mopar or no car” crowd, those with gasoline in their veins and a deep-seated love for HEMI engines, might find this transition unsettling. This review, and the very existence of this car, might ruffle some feathers. Consider this your trigger warning: the e-Muscle age is upon us, and Dodge’s initial foray into crafting an electric muscle car is surprisingly successful.
Honoring the Legacy: The Old Guard of Chargers
It’s undeniable that the outgoing LX platform Charger and Challenger (along with the Chrysler 300) were showing their age. Significant components were rooted in the Mercedes-Benz W210 E-Class from the mid-1990s. Yet, age didn’t equate to obsolescence.
Despite not being at the cutting edge of handling prowess compared to contemporary sports cars, the Challenger and Charger possessed remarkably capable driving dynamics for what were essentially large muscle sedans and coupes. Nevertheless, by the early 2020s, it was evident that this platform couldn’t keep pace with evolving emissions regulations, fuel economy demands, and stringent safety standards.
The merger between PSA and Fiat Chrysler, creating Stellantis, prompted the development of four new platforms. Three of these, STLA Medium, STLA Large, and STLA Frame, were earmarked for North American models, while STLA Small was designated for global markets. STLA Frame is clearly intended for body-on-frame trucks and SUVs like those under the RAM and Wagoneer brands. STLA Medium and Large are unibody architectures designed for a broader range of vehicles.
Crucially, all three platforms are “multi-energy,” capable of accommodating full-battery electric powertrains, internal combustion engines, or various hybrid configurations. Looking back, given the somewhat unpredictable adoption rates of EVs, particularly in North America where the issue has become politically charged, Stellantis’ flexible approach to product planning appears remarkably prescient.
GM’s strategic bet on solely electric architectures, lacking powertrain flexibility, now stands in contrast to Stellantis’ adaptable strategy. Stellantis can now tailor its new products to meet fluctuating market demands for different propulsion systems. This adaptability allows for catering to regional variations in EV adoption. States with higher EV adoption rates, like California, Washington, and even Florida, can be supplied with electric models, while regions less inclined towards EVs can continue to receive combustion engine vehicles for the foreseeable future.
The inaugural vehicle built on the STLA Large platform is the 2024 Dodge Charger Daytona. Despite its late-year launch, these initial Chargers are designated as 2024 models due to original certification timelines before program delays pushed the release from summer to late in the year. The 2025 model year versions are anticipated to debut in the spring.
Intriguingly, despite the Challenger achieving peak sales in its final years, Dodge has, at least for now, retired the Challenger nameplate. The Charger moniker will now encompass both two-door and four-door models – or more accurately, three-door and five-door hatchbacks, given the body style.
The “Daytona” suffix clearly signals that this model is battery-electric. In mid-2025, Dodge plans to introduce Charger variants powered by the 3.0-liter Hurricane inline-six engine, simply badged as “Charger.” Hybrid or plug-in hybrid versions are also likely to emerge, though their naming convention remains undisclosed, with “4Xe” being unlikely. At launch, two trim levels are available: R/T and Scat Pack, the models Dodge brought to Phoenix for this first drive experience.
A Design Walkaround: Modern Muscle with Retro Hints
Fortunately, the new Charger largely avoids overt retro styling, yet it subtly incorporates classic DNA from the nameplate’s heritage. Unlike the LX Chargers of the past 15 years, the new model subtly echoes the second-generation Charger from 1968-1970 in its overall shape. It presents a clean, contemporary design with a distinct three-box profile. As an EV, it doesn’t necessitate a massive front air intake (though the upcoming Hurricane-powered variant will likely feature a noticeably different front fascia). Instead, it utilizes a smaller grille beneath the bumper for cooling the battery and motors.
The “Daytona” name itself is a nod to the high-winged, long-nosed 1970 NASCAR homologation special. Since that aesthetic might not resonate in the mid-2020s, the new Charger employs a hood that slopes down towards the mid-point of the front fascia for aerodynamic efficiency, while maintaining an aggressive stance with what designers term the “R-Wing.”
The R-Wing intelligently manages airflow over the front of the car, balancing lift and downforce without increasing drag. This slender panel connects the corners, giving the front end a taller appearance reminiscent of the 1968 model, with a slot beneath for airflow over the hood. Interestingly, the Polestar 3 also features a similar design element on its front.
The most overtly retro element of the new Charger is the revival of the “Fratzog,” the three-pointed logo used on Dodge vehicles from the early 1960s to the early 1970s. When Kuniskis initially teased the car during the Stellantis EV day, the backlit Fratzog was the most prominent visible detail. While many might not recognize it today, enthusiasts of classic Dodge muscle cars immediately grasped the reference. The Fratzog is positioned on a vertical support pillar in the center of the R-Wing, echoing the vertical splitter of the 1969 model. It also appears on the rear fascia’s center, wheel centers, and various other locations throughout the vehicle.
At the rear, a full-width taillamp cluster with the signature Dodge “race track” surround lighting design is present. Despite the three-box profile, the Charger is actually a liftback, with the rear glass and what would typically be the trunk lid lifting as a single unit. If Dodge develops a police version of the new Charger, this liftback configuration will be highly beneficial, as the limited trunk opening of the previous Charger posed challenges for loading and accessing the equipment carried by law enforcement officers.
Below the rear bumper, a comb-like arrangement of slim vertical slats labeled “Fratzonic” across the top is visible. This is, of course, the outlet for the much-discussed Fratzonic Chambered Exhaust, a unique feature we’ll delve into later.
While not immediately apparent in photographs, the Charger Daytona’s size becomes evident in person. At 206.6 inches long, it’s eight inches longer than the previous Charger. The 79.8-inch width surpasses the old standard body version by 4.8 inches and the widebody by 1.5 inches, making all new Chargers effectively widebody models. It’s still about 1.4 inches shorter than the 1968 model but three inches wider. Despite the increased dimensions, the new Charger offers slightly less passenger volume than the previous sedan, primarily due to a three-inch reduction in rear legroom, but it provides nine cubic feet more than the Challenger.
With the rear seats in place, the cargo area offers 22.7 cubic feet of usable space, compared to just 16.5 cubic feet in the older Charger. Folding the seats flat expands this to 37.4 cubic feet. Enthusiasts who frequent drag strips or tracks will appreciate this body configuration, as it allows for carrying a full set of spare wheels and tires. Chargers equipped with the Plus pack also include a small frunk, suitable for a backpack or charging cable.
Despite the large liftback opening, the Charger’s overall structure is significantly stiffer than its predecessor. The body-in-white, before battery installation, is 23% stiffer, and adding the battery increases stiffness by 50%.
The initial deliveries of the new Charger will be two-door variants, with four-door models following in the coming months. Exterior dimensions are consistent for both, with shared sheet metal for the hood, roof, and fenders. Only the door aperture is altered to accommodate shorter front doors and the addition of rear doors.
Inside the Cockpit: A Modern Driving Environment
The most visually modern aspect of the new Charger is undoubtedly its cockpit. While Jeep and Ram have embraced large screens in recent models, the Charger adopts a more restrained approach with just two primary screens. All new Chargers feature a 12.3-inch center touchscreen angled towards the driver. Base R/T models receive a 10-inch instrument cluster display, upgradable to a 16-inch unit. The Scat Pack includes the 16-inch driver display as standard.
While many automakers have transitioned to column-mounted shifters in newer EVs, or touchscreen controls like Tesla, Dodge maintains a classic touch. The Charger features a contemporary interpretation of the iconic pistol grip shifter. Like most modern vehicles and all EVs, this is essentially an electronic interface, given the single forward and reverse gear. Despite being electronic, the shifter is designed to operate like a traditional mechanical unit, holding each gear position rather than returning to a central point. The future high-performance “Banshee” powertrain is anticipated to feature a multi-ratio transmission, but that version is not yet available.
Overall, the Charger Daytona’s cabin exudes a more premium feel compared to the previous generation, featuring ample soft-touch materials, contrast stitching, and uniquely textured door panel moldings that interact with the ambient lighting. Notably, piano black trim is absent, except for glossy bezels around the displays.
Two front seat options are available. The standard configuration features a two-piece seatback with an adjustable headrest. Base models combine fabric and leatherette upholstery, with optional Black or Demonic Red full leatherette on the R/T. Scat Pack buyers can opt for a high-back seat with a fixed headrest in various suede and leatherette or full Nappa leather combinations.
Both seat types proved comfortable during the 100-mile on-road driving experience and provided adequate support when navigating the tight curves of South Mountain and the higher-speed corners at the Radford Racing School track. A potentially surprising aspect for prospective Charger buyers is the seating position. Being an electric car with the battery pack under the floor, the floor is slightly higher than the previous model, resulting in a hip point closer to many modern crossovers. It’s not as tall as a Jeep Wrangler, but also not as low-slung as a Viper or even a Mustang.
One significant advantage of the increased size, compared to both the previous Charger and especially the Challenger, is the rear seat space. The front seats in the coupe power forward, and the doors are long enough to allow surprisingly easy access to the rear. With the front seats positioned for a six-foot-tall occupant, a five-foot-ten-inch passenger still enjoys ample knee and headroom. Again, the seating isn’t as upright as in a Wagoneer, but it’s not knees-up either. Two couples could comfortably embark on a weekend road trip in the Charger Daytona with sufficient space for luggage.
From the driver’s seat, the steering wheel features both a flattened top and bottom section. It avoids the yoke-like design found in the Tesla Cybertruck, maintaining a large diameter and thick rim that is comfortable to grip and easy to maneuver on winding roads. None of the test cars had the smaller 10-inch instrument cluster display, but the full display appears easily visible within the upper portion of the wheel. With the larger 16-inch display, the designers thoughtfully arranged the information to prevent obstruction by the steering wheel rim. Most critical data is within the rim’s view, with ancillary information like ambient temperature positioned in the display’s corners, outside the rim.
One slightly disappointing interior element is the strip of climate controls located just below the center touchscreen. Similar to the latest Mustang and some Ford models, these touch controls are integrated into a single piece of somewhat cheap-feeling plastic that seems out of place in the otherwise premium cabin. While not a deal-breaker, it’s a noteworthy detail.
Conquering the Mountain Roads
The entire drive program was based at the Radford Racing School in Chandler, Arizona. Established in 1968 as the Bob Bondurant School of High-Performance Driving, it underwent Chapter 11 bankruptcy in 2019 and was rebranded as Radford in 2021 after acquisition. It continues to offer many of the same programs, including racing, teen driving, security driving, and other advanced driving courses.
The school pioneered the concept of a purpose-built track for driver training, and it was recently completely resurfaced. Following presentations by Dodge CEO Matt McAlear, chief engineer Audrey Moore, and designers Scott Kruger and Ryan Nagode, it was finally time to assess whether this electric machine could truly succeed the Hellcat legacy.
It’s important to acknowledge that a segment of hardcore V8 Charger/Challenger fans will remain unconvinced about electric vehicles, regardless of performance metrics at the drag strip. However, the reality is that this group represents a minority of actual Charger and Challenger buyers over the past decade.
The majority of Dodge Chargers and Challengers sold were equipped with Pentastar V6 engines. The Hellcats garnered attention at car shows and for their loud exhaust notes, but they weren’t the primary sales drivers.
The morning road drive commenced in a Scat Pack model equipped with the Track package, starting at $73,190. It also included the glass roof and carbon and suede package, bringing the total to $78,680. All 2024 Charger Daytonas utilize identical 250-kW electric drive modules (EDM) on both front and rear axles. Each EDM comprises a permanent magnet motor, reduction gear set, and integrated power electronics module.
In the R/T, the EDMs are programmed to deliver 456 horsepower and 404 lb-ft of torque. Activating the “Power Shot” button on the steering wheel provides an additional 40 horsepower boost for up to 10 seconds. Opting for the Scat Pack includes the Direct Connection Stage 2 tune as standard (with further tunes available later), boosting output to 630 horsepower and 627 lb-ft, along with the 40-horsepower Power Shot. The front EDM also incorporates a clutch to decouple it from the drive wheels during cruising, enhancing efficiency.
A 100.5-kWh lithium-ion battery pack is positioned between the EDMs. This pack consists of 13 modules filled with Samsung SDI nickel-manganese-cobalt prismatic cells. The R/T achieves an EPA-estimated range of 308 miles, while the Scat Pack, slightly heavier and equipped with larger, stickier tires, is rated at 241 miles. All current Charger Daytonas utilize a 400V electrical architecture, though the high-performance Banshee variant will upgrade to 800V. Dodge engineers state that, under pre-conditioned conditions, the battery can charge at up to 220-kW from a 350-kW DC charger, achieving a 20-80% charge in approximately 24 minutes. AC charging at up to 11-kW is also supported, taking about 6.8 hours to charge from 5-80%.
Charging wasn’t part of the Arizona drive experience, and the Radford School is yet to install DC fast chargers, though plans are underway to support their new fleet of electric Chargers.
Instead, Dodge partnered with Michigan startup Ion Dynamics, who provided mobile charging units. These charging carts contain a 104-kWh battery and can charge a car at up to 60-kW. They can be recharged from a standard 240V NEMA 14-50 outlet. The carts can be remotely operated via a handheld controller or function autonomously in facilities like the Detroit Smart Parking lab, where they are being tested.
Pressing the start button initiates the Fratzonic exhaust, emitting a turbine-like spooling sound followed by a roar, indicating the car is “running.” Unlike the Hyundai Ioniq 5N, the Fratzonic doesn’t mimic an existing engine; the sound is unique to this car, designed to convey a sense of purpose and power.
At “idle,” it settles into a lower volume, with discernible tones, including a pulse overlaid on a low-frequency rumble. Crucially, this sound system can be completely deactivated for quieter operation. Engaging track, drag, or drift modes intensifies the sound. Future Mopar and aftermarket options for alternative sound palettes are also anticipated.
The drive began in “Auto” mode, navigating a mix of interstate and surface streets towards South Mountain Park and Reserve. The new Charger employs a multi-link front and integral link rear suspension architecture. R/T models feature conventional monotube dampers, while the Scat Pack driven was equipped with dual-valve adaptive units. Base R/T models roll on 245/55ZR18 Nexen all-season tires on alloy wheels, with 255/45ZR20 Nexens included in the Plus or Blacktop packages.
To manage the significantly increased power and torque, the Scat Pack starts with equally sized 305/35ZR20XL Goodyear Eagle Sport All-Season tires at all four corners. With the Track Pack, rear tires are widened to 325/35ZR20 of the same all-season variety. For maximum performance, Goodyear Eagle F1 Supercar 3 tires of the same dimensions are available as an upgrade. The road-driving test cars used all-season tires, while summer tires were used for track and drift exercises. The wider, stickier tires are a primary contributor to the Scat Pack’s reduced range.
While Phoenix roads are generally well-maintained, they aren’t without imperfections like expansion joints. The Scat Pack’s ride quality was surprisingly good, even on less-than-perfect pavement on South Mountain. There was no harshness or excessive impact felt, likely due to the adaptive dampers, despite the Scat Pack’s 29% stiffer spring rates. Later, driving an R/T with conventional dampers back to the hotel revealed a still-good overall ride quality, though expansion joints were slightly more noticeable. Testing both variants on Michigan roads will be insightful.
Ascending the twisty South Mountain road revealed the Charger Daytona’s surprisingly nimble character. Despite curb weights of 5,698 lbs for the R/T and 5,767 lbs for the Scat Pack (nearly 1,200 lbs more than a Hellcat Charger), most of the added mass is low in the chassis due to the battery pack. Weight distribution is also near 50/50 front-to-rear, compared to the 57/43 distribution of the supercharged V8 model.
Combined with all-wheel drive, the Charger Daytona feels surprisingly agile and less heavy than its actual weight suggests. On the winding mountain road, it proved more enjoyable than expected for a vehicle of its size, with two exceptions: steering feel and width.
The variable ratio rack and pinion steering system is functional, but even in Sport or Track mode, it lacks significant feedback from the front wheels. Switching between drive modes via steering wheel buttons increases steering effort, but the connection to the road remains somewhat muted. While perhaps acceptable for a muscle car rather than a sports car, it was slightly disappointing. The Charger’s width also required caution on the narrow mountain roads, especially around blind curves.
With considerable mass to manage, the Charger’s braking system is well-equipped. The R/T features 354-mm front and 350-mm rear rotors with floating calipers. The Scat Pack upgrades to 410-mm rotors at both ends, with six-piston Brembo front calipers and four-piston rear units. Regenerative braking is also significant, adjustable via paddles on the steering wheel. Despite the regen capabilities, the large friction brakes are essential for dissipating kinetic energy, especially on track, as a fully charged battery has limited regenerative capacity.
The Uconnect 5 interface includes a setting to toggle creep mode on and off. Enabling creep mode and selecting low regen simulates the feel of a conventional automatic transmission. Disabling creep and maximizing regen allows for near one-pedal driving, though the regen isn’t as aggressive as some other EVs.
Throughout the drive, experimenting with sound settings revealed the Fratzonic exhaust’s versatility. While not replicating a Hellcat V8, the loudest setting is significantly more aggressive and fitting for a muscle car than systems in the Ioniq 5N or Mach-E in “unbridled” mode.
Dodge chose not to incorporate simulated shifting like Hyundai, which is somewhat regrettable. While simulated shifts may seem gimmicky, they can enhance driving engagement on back roads. However, for daily commuting, disabling all sound enhancements is more relaxing.
Track Performance and Drifting
After lunch, track laps at the Radford school road course were conducted using Scat Pack cars on summer performance tires. On the track, the Charger Daytona maintained its surprisingly balanced feel, and its width became less of a concern. To optimize track performance, a “race prep” mode in the infotainment system pre-conditions the battery to its optimal operating temperature of around 65 degrees for maximum power delivery, taking up to 5 minutes.
During lead-follow track sessions, the “Power Shot” button provided a noticeable 40-horsepower boost when exiting corners onto straights. Similar to the Ioniq 5N, the Fratzonic exhaust’s auditory feedback proved helpful in gauging performance levels and added to the driving enjoyment.
The Dodge Charger Daytona cornering aggressively on the track, showcasing its track-ready capabilities.
Following track time, drift exercises on the skid pad demonstrated the Charger Daytona’s drift mode. Engaging drift mode decouples the front EDM, making the car rear-wheel drive. Even with only half the powertrain output directed to the rear, the electric motor’s instant torque delivery made initiating drifts surprisingly easy, even with the Supercar tires. Maintaining controlled drifts required more practice to master pedal modulation. However, generating tire smoke proved effortless.
While drag strip runs weren’t personally conducted, others who participated reported impressive performance. Thanks to the instant torque and all-wheel drive, the Charger Daytona achieves more consistent launches than its rear-wheel-drive predecessor. Observed times ranged from 11.4 to 11.7 seconds, consistently quicker than a non-Demon Hellcat.
Driving the R/T after the Scat Pack highlighted the performance difference. While still quick, reaching 60 mph in 4.7 seconds with 456 horsepower plus the 40-horsepower Power Shot, it lacked the Scat Pack’s brutal off-the-line acceleration. However, for most previous Charger and Challenger buyers who opted for the Pentastar V6, the R/T will likely be more than satisfactory. The R/T features the same tire size all around and omits Track, Drift, and Drag modes from the driver mode settings. Visually, it retains the same aggressive styling, and most observers won’t discern the performance difference.
Defining the competitive set for the new Charger Daytona is challenging. Obvious contenders include the Hyundai Ioniq 5N, Ford Mustang Mach-E GT, and Tesla Model S Plaid. The Model S Plaid, despite not being the most agile, is a muscle car in terms of exceptional acceleration. The Tesla outperforms the Charger in acceleration, achieving 0-60 mph in 2 seconds compared to the Dodge’s 3.3 seconds. The Dodge boasts a sleeker design than the Hyundai or Ford.
Alternatively, the Charger can be considered a competitor to crossover coupes like the BMW X6M or Porsche Cayenne Coupe. It’s significantly more affordable than these German rivals, offers more interior space, and possesses a unique character.
The initial Charger Daytona models are not inexpensive, with the R/T starting at $61,590 including delivery, and the inaugural Scat Pack priced at $75,185. While approximately $17,000 more than the 2023 Scat Pack Wide Body Charger, it’s important to note that the new Scat Pack is actually quicker than the older Hellcat Redeye, which retailed for $95,000.
Initially, battery modules for the Charger Daytona will be sourced from Samsung’s factory in Hungary, making the car ineligible for federal tax credits for purchases, though lease customers will receive the credit. In 2025, the first of two Stellantis-Samsung joint venture factories in Indiana is slated to begin cell production. If current US policy remains unchanged, vehicles with these domestically produced cells will qualify for purchase tax credits.
The Verdict: Electric Muscle Reimagined
After a day experiencing the new Dodge Charger Daytona, it’s clear that it successfully carries the muscle car torch into the electric era. Despite its substantial weight, the Scat Pack is the fastest-accelerating Charger ever, matching the performance of potent Vipers and only surpassed by Challenger Demon models. While the subtle vibration of a large V8 is absent, the Fratzonic exhaust sound is engaging, and the car offers unexpected practicality.
The challenge for Dodge lies in the inherently emotional nature of muscle car purchases. While a Charger Daytona isn’t a necessity, there’s a strong likelihood that many will desire it. Die-hard Hellcat V8 enthusiasts will undoubtedly remain skeptical, but if potential muscle car buyers can overcome preconceived notions and test drive the Electric Dodge Charger Daytona, they might discover a newfound appreciation for this next generation of American e-Muscle, potentially ushering in a new halcyon era for Dodge.
