Dodge Charger Daytona: An Electric Challenger to the Muscle Car Throne

The decade spanning 2013 to 2023 marked a golden age for Dodge. Despite the separation of Ram trucks into its own brand and the brief stint with the Dart compact car, Dodge thrived. Under Tim Kuniskis’ leadership, the core models – Charger, Challenger, and to a lesser extent, the Durango SUV – solidified Dodge’s position as the bastion of American muscle, largely thanks to the supercharged Hellcat V8 engine.

However, times are changing. The Hellcat era is over, except for a final run of supercharged Durangos produced with engines from over a year ago. Dodge is now embarking on a new journey, hoping to usher in the era of American e-Muscle, spearheaded by the 2024 Charger Daytona, which I recently had the opportunity to drive.

There’s bound to be a segment of enthusiasts who will resist this electric transformation. The die-hard Mopar devotees, with HEMI practically etched in their DNA, may struggle to accept the inevitable shift. This car, and this review, might just ruffle their feathers. Consider this your trigger warning: the e-Muscle age is upon us, and Dodge’s inaugural attempt at crafting an EV muscle car is surprisingly successful.

The Legacy of the Old Guard

Let’s be clear, the outgoing LX platform Charger and Challenger (along with the Chrysler 300) were showing their age. Significant components traced back to the Mercedes-Benz W210 E-Class of the mid-1990s. Yet, age didn’t equate to obsolescence.

Despite not matching the handling prowess of contemporary sports cars, the Challenger and Charger possessed commendable driving dynamics for what were essentially large muscle sedans and coupes. Nevertheless, by the early 2020s, it became evident that this architecture couldn’t keep pace with evolving emissions, fuel economy, and safety regulations.

Following the merger of PSA and Fiat Chrysler, giving rise to Stellantis, a strategic decision was made to engineer four new platforms, with three designated for North American models: STLA Medium, STLA Large, and STLA Frame. The STLA Small platform was reserved for other global markets. STLA Frame is clearly intended for body-on-frame trucks and SUVs like RAM and Wagoneer. STLA Medium and Large are designed as unibody architectures.

Crucially, all three platforms are “multi-energy,” capable of accommodating full-battery electric powertrains, internal combustion engines, or varying degrees of hybridization. In hindsight, considering the somewhat unpredictable adoption rate of EVs, particularly in North America where they’ve become unfortunately politicized, this strategic flexibility in product planning by Stellantis appears remarkably astute.

All-electric, all-wheel-drive Dodge Charger Daytona models are driven by a 400V propulsion system that delivers supercharged V-8 power with zero tailpipe emissions and instant torque response. The ghosted illustration of the Dodge Charger Daytona Scat Pack highlights the wheels, half-shafts, front and rear electric drive modules, and the high-voltage battery pack.

GM’s exclusive commitment to electric-only architectures, lacking powertrain flexibility, contrasts sharply with Stellantis’ approach. Stellantis now possesses the agility to equip its new vehicles with powertrains that align with market demands. This adaptability allows for tailored variants catering to diverse regional preferences. States with higher EV adoption rates, like California, Washington, and even Florida, will have access to EVs, while regions less inclined towards electrification can continue with combustion engines for the foreseeable future.

The inaugural vehicle born from the STLA Large platform is the 2024 Dodge Charger Daytona. Despite being launched in December, these initial models are designated as 2024 models due to prior certification before program delays pushed the launch from summer to year-end. The 2025 models are anticipated to debut in the spring.

Interestingly, despite recent years witnessing peak sales for the Challenger, Dodge has, for now, retired the nameplate. The Charger moniker will now encompass both two-door and four-door models (technically three and five-door hatchbacks).

The “Daytona” suffix signifies the battery-electric variant. In mid-2025, Dodge will introduce Charger models powered by the 3.0-liter Hurricane inline-six engine, simply badged as “Charger.” Hybrid or plug-in hybrid versions are also expected, though their branding remains undisclosed, likely not “4Xe.” At launch, two trims are available – R/T and Scat Pack – the models Dodge presented in Phoenix for testing.

A Design Walkaround: Blending Retro and Modern

Fortunately, the new Charger largely avoids overt retro styling, yet it subtly incorporates classic design cues from its heritage. Unlike the various iterations of the LX Charger over the past 15 years, the new model hints at the second-generation Charger (1968-1970) in its overall form. It presents a clean, contemporary design with a traditional three-box silhouette. As an EV, the need for a massive front air intake is diminished (though the upcoming Hurricane-powered version will likely feature a different front fascia), allowing for a smaller grille below the bumper for battery and motor cooling.

The “Daytona” name partially pays homage to the high-winged, long-nosed 1970 NASCAR homologation special. While that aesthetic might not resonate in the 2020s, the new Charger incorporates a hood that slopes down towards the front fascia’s midpoint for aerodynamic efficiency, while maintaining an assertive stance with what designers call the “R-Wing.”

The R-Wing manages airflow over the front, balancing lift and downforce without increasing drag. This slim panel connects the corners, lending the nose a taller profile reminiscent of the 1968 model, with a lower slot facilitating airflow over the hood. The Polestar 3 employs a similar design on its front end.

The most overt nod to retro design is the revival of the “Fratzog,” the three-pointed logo adorning Dodge vehicles from the early 1960s to the early 1970s. When Kuniskis previewed a shadowy teaser during the Stellantis EV day three and a half years ago, the backlit Fratzog was the sole clearly visible element. While contemporary audiences may not immediately recognize it, enthusiasts of original Dodge muscle cars undoubtedly grasped the reference. The Fratzog is positioned on a vertical support pillar at the R-Wing’s center, echoing the 1969 model’s vertical splitter. It also reappears on the rear fascia’s center, wheel centers, and other locations.

At the rear, a full-width taillamp cluster with Dodge’s signature “race track” surround lighting takes center stage. Despite the three-box profile, the Charger is actually a liftback, with the rear glass and trunk lid lifting as a unified piece. This configuration will be appreciated for potential police versions of the new Charger, as the previous Charger’s limited trunk opening posed challenges for loading and accessing law enforcement equipment.

Below the rear bumper, a comb-like arrangement of slim vertical slats, labeled “Fratzonic” across the top, is visible. This, of course, is the outlet for the much-discussed Fratzonic Chambered Exhaust, a feature we’ll delve into later.

The Charger Daytona’s substantial size becomes apparent in person, less so in photographs. At 206.6 inches in length, it surpasses the previous Charger by eight inches. Its 79.8-inch width exceeds the old standard body version by 4.8 inches and the wide-body by 1.5 inches, making all new Chargers essentially wide-body models. It’s still approximately 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 its predecessor, primarily due to a three-inch reduction in rear legroom, but it boasts nine cubic feet more than the Challenger.

With the rear seats upright, cargo capacity reaches a usable 22.7 cubic feet, compared to the old Charger’s 16.5 cubic feet. Folding the seats flat expands this to 37.4 cubic feet. Drag strip and track enthusiasts will appreciate this liftback configuration, enabling transport of a complete set of spare wheels and tires. Chargers equipped with the Plus pack also gain a modest frunk, suitable for a backpack or charging cable.

Despite the large hatch opening, the Charger’s structural rigidity is significantly improved. The body-in-white, sans battery, is 23% stiffer than the previous generation, and the battery’s integration further boosts stiffness by 50%.

Initially, two-door variants will be delivered, with four-door models following in the coming months. Exterior dimensions are identical for both, sharing hood, roof, and fender sheet metal. Only the door aperture differs to accommodate shorter front doors and the addition of rear doors.

Inside the Cockpit: A Modern Muscle Car Experience

The new Charger’s interior undoubtedly presents its most contemporary aspect. While Jeep and Ram have leaned heavily into screen integration in recent models, the Charger adopts a more restrained approach with just two screens. All new Chargers feature a 12.3-inch center touchscreen angled towards the driver. Base R/T models also receive a 10-inch instrument cluster display, upgradable to a 16-inch unit. The Scat Pack comes standard with the 16-inch driver display.

While many automakers have opted for column-mounted shifters in their newer EVs, or touchscreen controls as seen in Teslas, Dodge maintains a traditional approach. The Charger features a modern rendition of the classic pistol grip shifter. Like most modern vehicles and all EVs, this shifter acts as an interface to an electronic switch, given the single forward and reverse gear. Despite its electronic nature, the shifter operates like a conventional mechanical unit, holding each gear position rather than self-centering. The future, high-performance “Banshee” powertrain – as if 0-60 in the mid-3-second range with 670-hp isn’t high performance! – is expected to incorporate a multi-ratio transmission, but that version is not yet available.

Overall, the Charger Daytona’s cabin exudes a more premium feel than its predecessor, with abundant soft-touch materials, contrast stitching, and intriguing door panel moldings that interact dynamically with the ambient lighting. Crucially, piano black trim is absent except for the glossy display bezels.

Two front seat configurations are offered. The standard setup features a two-piece seatback with an adjustable headrest. Base models receive a fabric and leatherette mix, with Black or Demonic Red full leatherette optional on the R/T. Scat Pack buyers can choose a high-back seat with a fixed headrest in various suede and leatherette or full Nappa leather combinations.

2024 Dodge Charger Daytona standard front seats

Both seat types proved comfortable during roughly 100 miles of on-road driving and supportive when navigating the tight curves of South Mountain and the higher-speed corners of the Radford Racing School track. A potentially surprising aspect for prospective Charger buyers is the seating position. Being an EV with the battery pack under the floor, the floor is slightly elevated compared to the previous model, resulting in a hip point closer to that found in modern crossovers. It’s certainly not Jeep Wrangler-esque in height, but neither is it as low-slung as a Viper or even a Mustang.

2024 Dodge Charger Daytona optional high back front seats

One significant benefit of the increased size, compared to both the old Charger and especially the Challenger, is the rear seat. The front seats in the coupe power forward, and the doors are sufficiently long to allow surprisingly easy access to the rear. With the front seats adjusted for a six-foot-tall occupant, my five-foot-ten-inch frame enjoyed ample knee and headroom. Again, the seating position isn’t upright like a Wagoneer, but it avoids a knees-up posture. Two couples could comfortably undertake a weekend road trip in the Charger Daytona with room for luggage.

Redline Reviews host Sofyan Bey tries out the remarkably roomy back seat of the 2024 Dodge Charger Daytona

From the driver’s seat, the steering wheel features both a flattened top and bottom section. It’s not akin to the yoke-like device in the Tesla Cybertruck; rather, it’s generously sized with a 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 it’s conceivable that the full display would be readily visible within the upper portion of the wheel. With the larger 16-inch display, designers thoughtfully positioned information to remain unobstructed by the rim. Primary information resides within the rim’s confines, with ancillary data like ambient temperature displayed in the corners outside the rim.

A minor interior letdown is the strip of climate controls situated beneath the center touchscreen. Similar to the latest Mustang and some other Ford models, these touch controls are integrated into a single piece of somewhat cheap-feeling plastic, appearing slightly out of place. It’s not a deal-breaker, but worth noting.

Conquering the Mountain Roads

The entire drive program was based at the Radford Racing School in Chandler, Arizona. Established in 1968 and known as the Bob Bondurant School of High-Performance Driving until its 2019 Chapter 11 bankruptcy, it rebranded as Radford in 2021 after acquisition. It continues to offer similar programs, including racing, teen driving, security driving, and other specialized courses.

The school pioneered purpose-built track training and recently completed a full track resurfacing. Following presentations from Dodge CEO Matt McAlear, chief engineer Audrey Moore, and designers Scott Kruger and Ryan Nagode, it was finally time to assess if this machine lived up to the legacy of the Hellcat.

Let’s address the elephant in the room: a segment of die-hard V8 Charger/Challenger enthusiasts will remain unconvinced about electric powertrains, regardless of drag strip results. However, the reality is that this group constitutes a small minority of past Charger and Challenger buyers.

The majority of Dodge’s sales comprised models equipped with Pentastar V6 engines. Hellcats garnered attention at car meets and from disgruntled neighbors during early morning or late-night revving, but they weren’t the sales volume drivers.

We embarked on the morning road drive in a Scat Pack model with the Track package, starting at $73,190. Our test car also included a glass roof and carbon and suede package, bringing the total to $78,680. All 2024 Charger Daytonas share the same 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.

All-electric, all-wheel-drive Dodge Charger Daytona models are driven by a 400V propulsion system that delivers supercharged V-8 power with zero tailpipe emissions and instant torque response. The partial vehicle image of the Dodge Charger Daytona Scat Pack highlights the wheels, half-shafts, front and rear electric drive modules and the high voltage battery pack.

In the R/T, the EDMs are tuned to produce 456 hp and 404 lb-ft of torque. Activating the “Power Shot” button on the steering wheel provides an extra 40 hp for up to 10 seconds. The Scat Pack trim features the Direct Connection Stage 2 tune as standard (with optional tunes available later), delivering 630 hp and 627 lb-ft, along with the 40-hp Power Shot. The front EDM also incorporates a clutch to decouple it from the drive wheels during cruising, enhancing efficiency.

Positioned between the EDMs is a 100.5-kWh lithium-ion battery pack, consisting 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, with slightly more weight and stickier, wider tires, is rated at 241 miles. All current Charger Daytonas utilize a 400V electrical architecture, though the Banshee variant will upgrade to 800V. Dodge engineers indicate that, when pre-conditioned, 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 supported, taking 6.8 hours to charge from 5-80%.

2024 Dodge Charger Daytona being topped off by a mobile DC charger from Ion Dynamics

We didn’t have the chance to test charging in Arizona, and the Radford School is yet to install DC fast chargers, although they are planned to support their new electric Charger fleet.

Instead, Dodge enlisted Michigan-based startup Ion Dynamics to provide mobile charging units. These 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 and can be remotely controlled or operate autonomously in facilities like the Detroit Smart Parking Lab, where they are also being tested.

Pressing the start button initiates the Fratzonic exhaust, emitting a turbine-like spooling sound followed by a roar signaling the car is active. Unlike the Hyundai Ioniq 5N, the Fratzonic doesn’t mimic an existing engine; the sound is unique to the Charger Daytona, clearly intended to convey performance intent.

At “idle,” it quiets down, revealing a pulsing tone overlaid on a low-frequency rumble. The beauty is that it can be completely silenced for neighborly consideration, and intensifies in track, drag, or drift modes. Expect Mopar and aftermarket options for alternative sound profiles in the future.

We set off in “Auto” drive mode, navigating a mix of interstate and surface streets towards South Mountain Park and Reserve. The new Charger features a multi-link front and integral link rear suspension architecture. The R/T uses conventional monotube dampers, while the Scat Pack we drove is 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 significantly increased power and torque, the Scat Pack starts with equal-sized 305/35ZR20XL Goodyear Eagle Sport All-Season tires at all corners. With the Track Pack, rear tires expand to 325/35ZR20 of the same all-season variety. For ultimate performance, Goodyear Eagle F1 Supercar 3 tires of the same dimensions are available. Our road driving was on all-season rubber, while track and drift pad sessions utilized summer tires. These wider, stickier tires contribute significantly to the Scat Pack’s reduced range.

While Phoenix roads are generally well-maintained, imperfections like expansion joints are present due to temperature fluctuations. The Scat Pack’s ride wasn’t exactly plush, but surprisingly compliant, even on South Mountain’s less consistent pavement.

Despite the Scat Pack’s 29% stiffer spring rates, harshness or jarring was absent, likely due to the adaptive dampers. Later, driving an R/T with conventional dampers back to the hotel, ride quality remained good overall, but expansion joints were more noticeable. Comparing these variants on Michigan roads will be interesting.

Ascending South Mountain’s surprisingly twisty road, the Charger Daytona, weighing 5,698 lbs (R/T) and 5,767 lbs (Scat Pack), isn’t lightweight, exceeding a Hellcat Charger by nearly 1,200 lbs. However, most of this mass is low in the chassis, thanks to the battery pack, and weight distribution is near 50/50, compared to the V8’s 57/43 split.

Combined with all-wheel drive, the Charger Daytona feels surprisingly agile and lighter than its actual weight. On winding mountain roads, it’s far more engaging than expected for a vehicle approaching three tons, with two exceptions: steering and width.

The variable-ratio rack-and-pinion steering works adequately, but even in Sport or Track mode, it lacks feedback from the front wheels. Switching between modes via steering wheel buttons increases effort slightly, but the feel remains somewhat detached. While perhaps fitting for a muscle car rather than a sports car, it was slightly disappointing. The Charger’s width also demanded caution on blind curves, requiring careful lane positioning.

To manage the substantial kinetic energy, the Charger 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 ample, with steering wheel paddles for regen adjustment. Despite regen, large friction brakes are essential, especially on track, as a fully charged battery has limited regenerative capacity.

Uconnect 5 offers a creep mode toggle. “Creep on” with low regen emulates a conventional automatic transmission feel. “Creep off” with maximum regen brings the car to a complete stop, though regen isn’t as aggressive as some EVs.

Throughout the drive, we experimented with sound settings. While not a Hellcat roar, the loudest setting is considerably more aggressive and muscle car-appropriate than the Ioniq 5N or Mach-E in “Unbridled” mode.

Dodge opted against simulated gear shifts, unlike Hyundai, which is somewhat regrettable. While the sound and shift emulation might seem gimmicky, it adds fun on back roads. For commuting, disabling it is more relaxing.

Track Time: Unleashing the Electric Muscle

Post-lunch, we lapped the Radford school road course in Scat Pack cars on summer performance tires. On track, the Charger Daytona’s balance is surprising, and width becomes less of a concern, although it could factor into passing during track days. “Race Prep” mode in the infotainment system optimizes battery temperature to around 65 degrees for peak current flow, taking up to 5 minutes.

Following an instructor in lead-follow sessions, tapping the “Power Shot” button exiting the final corner provides a 40-hp boost, beneficial for racing, though the standard 630-hp is ample. The Fratzonic exhaust’s audio feedback aids in gauging performance and is genuinely enjoyable.

After track sessions, I tested drifting on the skid pad. “Drift” mode decouples the front EDM, making it rear-wheel drive. Even with half the power, the electric motor’s instant torque delivery to the rear axle makes drift initiation surprisingly easy, even with Supercar tires. Maintaining drifts requires practice in pedal modulation. Regardless, generating tire smoke is effortless.

While I skipped the drag strip, preferring more track laps, those who participated found the Charger Daytona highly capable. Instant torque, unmatched by supercharged V8s, and all-wheel drive enable consistent launches, outperforming rear-wheel-drive predecessors. 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 felt like a step down. With 456-hp plus Power Shot, it’s still quick, reaching 60 mph in 4.7 seconds, but lacks the Scat Pack’s brutal off-the-line feel. However, considering most previous Charger and Challenger buyers opted for V6 models, the R/T will likely satisfy them. The R/T has same-size tires all around and omits Track, Drift, and Drag modes. Visually, it maintains the purposeful look, and most onlookers won’t discern the difference.

Defining the Charger Daytona’s competitive set is surprisingly complex. Likely candidates include the Ioniq 5N, Mach-E GT, and Tesla Model S Plaid. The Plaid, in some respects, embodies a muscle car ethos, prioritizing acceleration over ultimate handling. Tesla’s 2-second 0-60 mph acceleration outpaces the Dodge’s 3.3 seconds. The Dodge boasts a sleeker design than the Hyundai or Ford.

Alternatively, the Charger can be viewed as a rival to crossover coupes like the BMW X6M or Porsche Cayenne Coupe. It’s considerably more affordable than these German counterparts, offers more interior space, and possesses a unique character.

The initial Charger Daytona models aren’t inexpensive, with the R/T starting at $61,590 (including delivery) and the inaugural Scat Pack at $75,185. Approximately $17,000 more than the 2023 Scat Pack Wide Body Charger, it may seem pricey, and it is. However, the new Scat Pack is actually quicker than the old Hellcat Redeye, which retailed for $95,000.

From production launch, battery modules for the Charger Daytona will originate from Samsung’s Hungarian factory, making it ineligible for federal tax credits, although leasing 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 the current US administration doesn’t repeal the Inflation Reduction Act (IRA), vehicles with these cells will become eligible for purchase credits.

The Verdict: e-Muscle is Here to Stay

After a day with the new Dodge Charger Daytona, it’s clear it successfully carries the muscle car torch into the electric era. Despite its substantial weight, the Scat Pack is the fastest accelerating Charger ever, rivaling the mightiest Vipers and only surpassed by Challenger Demon models. While lacking the subtle V8 rumble, the sound is engaging, and it offers unexpected practicality.

Dodge’s challenge lies in the fact that Charger purchases are rarely purely rational. While a Charger Daytona isn’t a necessity, it’s likely to be desired. Some Hellcat V8 loyalists will undoubtedly reject this car outright, regardless of performance metrics.

However, if potential muscle car enthusiasts can shed their preconceptions and test drive this new breed of American e-Muscle, they might just find themselves captivated and ushering in a new golden age of Dodge performance.