The Dodge brand enjoyed a remarkable decade from 2013 to 2023. Even after Ram trucks became a separate entity and the Dart’s brief stint, Dodge thrived. Under Tim Kuniskis’ leadership, core models like the Charger, Challenger, and Durango SUV solidified the brand’s identity as the home of American muscle, largely thanks to the roaring supercharged Hellcat V8.
However, times are changing. The Hellcat era is concluding, save for a final run of supercharged Durangos. Dodge is now boldly stepping into the electric future, spearheading the American e-Muscle movement with the 2024 Charger Daytona. Having finally had the chance to drive it, the Electric Dodge Charger is poised to redefine performance.
There will undoubtedly be purists who resist this shift. The die-hard Mopar enthusiasts, those with gasoline in their veins and HEMI pride etched deep. Change is often met with resistance, and the electric dodge charger is no exception. This review might ruffle some feathers, serving as a trigger warning of sorts. But the e-Muscle era is here, and Dodge’s first foray into crafting an electric muscle car is surprisingly successful.
The Legacy of the LX Platform
Let’s acknowledge the greatness of the past. The outgoing LX platform Charger and Challenger (and Chrysler 300) were undeniably veterans. Their foundations traced back to the Mercedes-Benz W210 E-Class of the mid-1990s. Yet, age didn’t diminish their appeal.
While not cutting-edge in handling compared to modern sports cars, the Challenger and Charger offered surprisingly engaging driving dynamics for large muscle sedans and coupes. However, by the early 2020s, the LX platform’s limitations in meeting evolving emissions, fuel economy, and safety standards became clear.
The Stellantis merger, born from PSA and Fiat Chrysler, prompted the development of four new platforms, with three designated for North America: STLA Medium, STLA Large, and STLA Frame. STLA Small caters to the rest of the world. STLA Frame is reserved for body-on-frame trucks and SUVs like RAM and Wagoneer. STLA Medium and Large are unibody architectures.
Crucially, all three are “multi-energy” platforms. This means they can accommodate full-battery electric powertrains, internal combustion engines, or various hybrid configurations. In a landscape of fluctuating EV adoption, particularly in North America where EVs have become politically charged, Stellantis’ flexible approach appears remarkably prescient.
GM’s exclusive commitment to electric-only architectures contrasts with Stellantis’ adaptable strategy. This flexibility allows Stellantis to tailor propulsion systems to market demands and regional preferences. States embracing EVs can readily access them, while regions with slower EV adoption can continue with combustion engines for the foreseeable future.
The 2024 Dodge Charger Daytona marks the debut of the STLA Large platform. Despite its late-year launch, it’s designated as a 2024 model due to initial certification timelines. The 2025 models are expected to arrive in spring.
Interestingly, despite the Challenger’s strong sales in its final years, 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 powertrain. In mid-2025, Charger variants powered by the 3.0-liter Hurricane inline-six engine will arrive, simply badged as “Charger.” Hybrid or plug-in hybrid versions are also anticipated, though their names remain undisclosed (likely not “4Xe”). At launch, two trims lead the charge: R/T and Scat Pack, the models Dodge showcased in Phoenix for this first drive experience.
A Design Walkaround: Modern Muscle with a Nod to Heritage
Thankfully, the new Charger largely avoids overt retro design, yet subtly incorporates classic DNA. Unlike the LX Chargers of the past 15 years, the electric dodge charger hints at the second-generation models (1968-1970) in its overall shape. It’s a clean, contemporary design with a traditional three-box profile. As an EV, the need for a massive front air intake is eliminated (though Hurricane-powered versions will likely feature a different front fascia), allowing for a smaller grille below the bumper for battery and motor cooling.
The “Daytona” name pays homage to the high-winged, long-nosed 1970 NASCAR homologation special. While that extreme aesthetic wouldn’t translate directly to the 2020s, the new Charger features a hood that slopes downwards, enhancing aerodynamics, while maintaining an aggressive stance with the “R-Wing” design element.
The R-Wing optimizes airflow over the front, balancing lift and downforce without increasing drag. This slim panel connects the corners, giving the nose a taller, more imposing presence, reminiscent of the 1968 model, with a slot underneath for airflow over the hood. The Polestar 3 employs a similar aerodynamic approach.
The most overt retro touch is the revival of the “Fratzog,” the three-pointed logo used on Dodge vehicles from the early 1960s to the early 1970s. Kuniskis initially teased its return during Stellantis’ EV day, where the backlit Fratzog was the only clearly visible detail. While many may not recognize it today, fans of classic Dodge muscle cars instantly understood 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 appears on the rear fascia, wheel centers, and other locations.
At the rear, a full-width taillamp cluster with Dodge’s signature race track surround lighting dominates. Despite the three-box profile, the Charger is a liftback. The rear glass and what would traditionally be the trunk lid lift as one piece. This liftback design will be a boon for potential police versions of the new Charger, as the previous model’s limited trunk opening posed challenges for equipment loading.
Below the rear bumper, a comb-like row of vertical slats bears the “Fratzonic” label. This is the outlet for the much-discussed Fratzonic Chambered Exhaust, a system we’ll delve into later.
The Charger Daytona’s size is more apparent in person than in photos. At 206.6 inches long, it’s eight inches longer than its predecessor. Its 79.8-inch width exceeds the old standard body by 4.8 inches and the widebody by 1.5 inches, making all new Chargers widebody as standard. It’s slightly shorter than the 1968 model but wider. Despite the increased dimensions, passenger volume is slightly reduced, mainly due to a three-inch decrease in rear legroom, though cargo space surpasses the Challenger by nine cubic feet.
With the rear seats up, cargo capacity is a generous 22.7 cubic feet, compared to the previous Charger’s 16.5 cubic feet. Folding the seats flat expands this to 37.4 cubic feet. Drag strip enthusiasts will appreciate the ability to transport a full set of spare wheels and tires. Chargers equipped with the Plus pack will also feature a modest frunk, sufficient for a backpack or charging cable.
Despite the large hatch opening, the Charger’s structure is significantly stiffer. The body-in-white, without the battery, is 23% stiffer than the previous generation, and the battery pack increases stiffness by 50%.
Initial deliveries will be two-door models, with four-door versions arriving later. Exterior dimensions are identical for both, with shared hood, roof, and fender panels. Only the door apertures differ to accommodate the shorter front doors and added 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 screen proliferation, the Charger adopts a more restrained approach with two primary screens. All models feature a driver-centric 12.3-inch center touchscreen. Base R/T models get a 10-inch instrument cluster, upgradeable to a 16-inch unit, which is standard on the Scat Pack.
While many EV manufacturers opt for column-mounted shifters or touchscreen controls, Dodge retains a classic feel with a modern interpretation of the pistol grip shifter. Like most modern vehicles and all EVs, it’s an electronic interface, but it operates like a traditional mechanical shifter, holding gear positions rather than returning to a central point. The future high-performance “Banshee” powertrain is expected to feature a multi-ratio transmission, though details are yet to be released.
The Charger Daytona’s cabin exudes a more premium feel than its predecessor, with ample soft-touch materials, contrast stitching, and textured door panel moldings that interact intriguingly with the ambient lighting. Notably, piano black trim is largely absent, save for glossy bezels around the displays.
Two front seat options are available. Standard seats feature a two-piece back with adjustable headrests, with fabric and leatherette upholstery on base models. Full leatherette in Black or Demonic Red is optional on the R/T. Scat Pack buyers can choose high-back seats with fixed headrests in suede and leatherette or full Nappa leather.
Both seat types proved comfortable during the road drive and supportive during spirited driving on South Mountain and the Radford Racing School track. A potentially surprising aspect is the seating position. The battery pack under the floor elevates the floor slightly, resulting in a hip point closer to modern crossovers, not as tall as a Jeep Wrangler, but not as low-slung as a Viper or Mustang.
The increased size, compared to both the old Charger and especially the Challenger, benefits rear seat space. Front seats power forward, and wide doors provide surprisingly easy access to the rear. With the front seats positioned for a six-foot occupant, a five-foot-ten-inch passenger enjoys ample knee and headroom. The rear seating isn’t upright like a Wagoneer, but it’s far from cramped. Two couples could comfortably undertake a weekend road trip in the electric dodge charger Daytona.
The steering wheel features a flattened top and bottom, but avoids the extreme yoke design of the Tesla Cybertruck. It’s generously sized with a thick, comfortable rim, easy to maneuver on winding roads. The larger 16-inch instrument cluster ensures all vital information remains visible above the wheel rim, thoughtfully laid out to avoid obstruction.
A minor interior disappointment is the strip of touch-sensitive climate controls below the center screen. Similar to the latest Mustang and some Ford models, these controls are integrated into a somewhat flimsy plastic piece, feeling slightly out of place in the otherwise premium cabin. It’s not a deal-breaker, but worth noting.
Conquering the Mountain Roads
The drive program was based at the Radford Racing School in Chandler, Arizona, formerly known as the Bob Bondurant School of High-Performance Driving. After a presentation from Dodge executives, including CEO Matt McAlear and chief engineer Audrey Moore, it was time to assess if the electric dodge charger Daytona lived up to the Hellcat legacy.
It’s crucial to acknowledge that a segment of die-hard V8 Charger and Challenger enthusiasts will remain unconvinced about electric powertrains, regardless of performance metrics. However, this group represents a minority of actual Charger and Challenger buyers over the past decade.
V6 models constituted the majority of sales. Hellcats garnered attention at car meets and through their thunderous exhaust notes, but they weren’t the sales volume drivers.
The morning road drive commenced in a Scat Pack with the Track package, starting at $73,190, with additional options bringing the total to $78,680. All 2024 Charger Daytonas utilize identical 250-kW electric drive modules (EDM) on both axles. Each EDM comprises a permanent magnet motor, reduction gear set, and integrated power electronics.
In the R/T, these EDMs deliver 456 hp and 404 lb-ft of torque. The “Power Shot” button on the steering wheel provides a 40-hp boost for up to 10 seconds. The Scat Pack, equipped with the Direct Connection Stage 2 tune, boasts 630 hp and 627 lb-ft, also with the 40-hp Power Shot. The front EDM incorporates a clutch to decouple it during cruising, enhancing efficiency.
A 100.5-kWh lithium-ion battery pack, composed of 13 modules with Samsung SDI nickel-manganese-cobalt prismatic cells, sits between the EDMs. The R/T achieves an EPA-rated range of 308 miles, while the Scat Pack, with increased weight and stickier tires, is rated at 241 miles. Current Charger Daytonas employ a 400V electrical architecture, with the Banshee variant upgrading to 800V. Dodge engineers state that pre-conditioned batteries 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 for a 5-80% charge.
Charging opportunities were limited during the Arizona drive, and Radford School is yet to install DC fast chargers. Dodge enlisted Michigan startup Ion Dynamics to provide mobile charging units. These carts, equipped with 104-kWh batteries, can charge vehicles at up to 60-kW and can be replenished via standard 240V outlets. They can be remotely operated or function autonomously in environments like the Detroit Smart Parking Lab.
Pressing the start button activates 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; its sound is unique to the electric dodge charger Daytona, conveying a sense of purpose.
At “idle,” it quiets down, with a discernible pulse overlaid on a low-frequency rumble. Crucially, the sound can be deactivated for neighborly consideration. Track, drag, and drift modes amplify the sound intensity. Aftermarket sound palettes are anticipated from Mopar and other vendors.
Setting the drive mode to “Auto,” the drive route encompassed highways and surface streets en route to South Mountain Park and Reserve. The new Charger features multi-link front and integral link rear suspension. R/T models employ conventional monotube dampers, while the Scat Pack uses dual-valve adaptive units. Base R/T models ride on 245/55ZR18 Nexen all-season tires, with 255/45ZR20 Nexens included in the Plus or Blacktop packages.
The Scat Pack, with its increased power and torque, starts with 305/35ZR20XL Goodyear Eagle Sport All-Season tires on all corners. The Track Pack upgrades rear tires to 325/35ZR20 of the same all-season variety, with optional Goodyear Eagle F1 Supercar 3 tires in the same size for ultimate grip. Road driving was conducted on all-season tires, while track and drift exercises utilized summer tires. The wider, stickier tires significantly impact the Scat Pack’s range rating.
Phoenix roads, while generally well-maintained, presented imperfections like expansion joints. The Scat Pack’s ride, while not plush, was surprisingly compliant, even on the less-than-perfect surfaces of South Mountain. Harshness or jarring sensations were absent, likely attributable to the adaptive dampers. Later, driving an R/T with conventional dampers back to the hotel revealed a still-impressive ride, though expansion joints were more noticeable. Michigan road testing will provide further insights into ride quality variations between models.
Ascending the winding South Mountain roads revealed the Charger Daytona’s surprising agility. Weighing 5,698 lbs (R/T) and 5,767 lbs (Scat Pack), nearly 1,200 lbs heavier than a Hellcat Charger, the electric dodge charger Daytona carries its weight low, thanks to the battery pack, with a balanced 50/50 weight distribution, compared to the V8’s 57/43 split.
Combined with all-wheel drive, this results in a nimble feel, belying its substantial weight. On twisty mountain roads, the Charger Daytona proved surprisingly enjoyable, exceeding expectations for a vehicle of its size, with steering feel and width being the primary limitations.
The variable-ratio rack and pinion steering, while functional, lacked feedback, even in Sport or Track modes. Effort increased with mode changes, but a disconnected sensation persisted. While perhaps fitting for a muscle car, rather than a sports car, it was a minor disappointment. The Charger’s considerable width also demanded caution on blind curves, requiring careful lane positioning.
Braking is well-addressed. 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 and four-piston rear calipers. Regenerative braking is also prominent, with steering wheel paddles to adjust regen levels. Despite regen, the large friction brakes are essential, particularly on track, as a fully charged battery limits regenerative capacity.
The Uconnect 5 interface allows toggling creep mode on and off. “Creep on” with low regen mimics a traditional 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, Fratzonic sound settings were explored. While not a Hellcat V8 replica, the loudest setting is significantly more aggressive and befitting of a muscle car than alternatives in the Ioniq 5N or Mach-E Unbridled mode. Dodge opted against simulated shifting, a feature present in the Hyundai, which, while gimmicky, can be entertaining on back roads. For commuting, deactivating all sound enhancements is more relaxing.
Track Time: Unleashing the Electric Fury
After lunch, Scat Pack models on summer performance tires took to the Radford school road course. The electric dodge charger Daytona maintained its surprising balance on track, with width becoming less of a concern, though it could be a factor during track day passing scenarios. “Race Prep” mode in the infotainment system optimizes battery temperature (around 65 degrees) for peak performance, taking up to five minutes.
During lead-follow track sessions, the Power Shot button provided a noticeable 40-hp boost exiting corners, though the standard 630-hp is ample. The Fratzonic exhaust’s auditory feedback proved helpful in gauging performance levels and added to the driving enjoyment.
On the skid pad, drift mode, which decouples the front EDM for rear-wheel drive operation, made initiating drifts surprisingly easy, even on Supercar tires. Maintaining drifts required more finesse in pedal modulation. Generating tire smoke was effortless.
Drag strip runs revealed consistent 11.4 to 11.7-second elapsed times, consistently quicker than a non-Demon Hellcat, thanks to instant electric torque and all-wheel drive enabling more consistent launches than its rear-wheel-drive predecessor.
Driving the R/T after the Scat Pack felt like a step down, though with 456-hp (plus Power Shot), it’s still rapid, reaching 60 mph in 4.7 seconds. However, it lacks the Scat Pack’s raw off-the-line punch. Considering most previous Charger and Challenger buyers opted for V6 engines, the R/T should prove more than satisfactory. R/T models have smaller tires and omit Track, Drift, and Drag modes. Visually, it retains the same purposeful aesthetic, and most observers won’t discern the difference.
Defining the competitive set for the electric dodge charger Daytona is complex. Obvious contenders include the Hyundai Ioniq 5N, Ford Mach-E GT, and Tesla Model S Plaid. The Plaid, with its exceptional acceleration, shares muscle car traits, albeit lacking in handling finesse. The Tesla out-accelerates the Charger (2.0 seconds vs. 3.3 seconds 0-60 mph). The Charger boasts a sleeker design than the Hyundai or Ford.
Alternatively, the Charger can be viewed as a more affordable, spacious, and uniquely characterful alternative to crossover coupes like the BMW X6M or Porsche Cayenne Coupe.
Initial Charger Daytona pricing starts at $61,590 for the R/T and $75,185 for the inaugural Scat Pack, including delivery. While approximately $17,000 more than the 2023 Scat Pack Widebody Charger, the new Scat Pack outpaces the $95,000 Hellcat Redeye in performance.
Battery modules are initially sourced from Samsung’s Hungarian factory, precluding federal tax credits for purchases, though leases may pass along the credit. Stellantis’ joint venture battery factories in Indiana are slated to begin production in 2025, potentially making future models eligible for purchase credits, contingent on the political landscape.
The Electric Muscle Verdict
After a day with the electric dodge charger Daytona, it’s clear that it successfully translates the muscle car ethos into the electric age. Despite its weight, the Scat Pack is the quickest Charger ever, matching Vipers and only surpassed by Challenger Demon models. While the subtle V8 rumble is absent, the Fratzonic sound is engaging, and practicality is unexpectedly enhanced.
The challenge for Dodge lies in the inherently irrational nature of muscle car purchases. While a Charger Daytona isn’t a necessity, it’s likely to ignite desire in many. Die-hard Hellcat V8 loyalists may remain resistant, but those willing to shed preconceptions and test drive the electric dodge charger Daytona might just find themselves captivated by this new breed of American e-Muscle, ensuring the muscle car legacy continues into a thrilling electric future.
