2024 Dodge Charger Daytona: Driving the Electric Muscle Car Successor
For a decade spanning from 2013 to 2023, Dodge enjoyed a remarkably successful run. Even with the Ram truck division branching off and the brief appearance of the Dart compact, the brand thrived, largely thanks to the supercharged Hellcat V8 engines powering its core models: the Charger and Challenger, and to a lesser extent, the Durango SUV. Under Tim Kuniskis’s leadership, Dodge firmly established itself as the champion of American muscle.
However, the roar of the Hellcat is now largely silenced, save for a limited run of supercharged Durangos with engines built over a year ago. Dodge is now steering into what it hopes will be the age of American e-Muscle. Leading this charge is the 2024 Charger Daytona, a vehicle that is bound to spark conversation, particularly among enthusiasts seeking information about a “2024 Dodge Challenger Electric Car” or an electric successor to the iconic muscle car lineage. While technically named Charger, this new electric machine carries the torch for both famed nameplates. I recently had the opportunity to drive it and experience firsthand Dodge’s bold step into electrification.
For some, especially the die-hard Mopar devotees with HEMI ingrained in their automotive DNA, this shift away from the V8 will be met with resistance. They may find it difficult to accept the inevitable march of progress. This review, discussing an electric muscle car, might indeed be a trigger for such traditionalists. Consider this a fair warning: the e-Muscle era is here, and Dodge’s initial foray into creating a performance EV that honors its heritage has, surprisingly, worked.
Classic Dodge Challenger and Charger representing the legacy of V8 muscle cars
Acknowledging the Legacy: The Old vs. The New Platform
Let’s be clear – the outgoing LX platform Charger and Challenger, along with the Chrysler 300, were undeniably aging. Their fundamental architecture borrowed significantly from the mid-1990s Mercedes-Benz W210 E-Class. Yet, their age didn’t automatically make them inferior.
In fact, while perhaps not matching the handling prowess of the latest sports cars, the Challenger and Charger offered remarkably good driving dynamics for their size as large muscle sedans and coupes. Nevertheless, by the early 2020s, it became apparent that this platform could no longer meet increasingly stringent requirements for emissions, fuel economy, and safety.
Following the merger of PSA and Fiat Chrysler into Stellantis, a decision was made to develop a new family of four modular platforms. Three were designated for North America: STLA Medium, STLA Large, and STLA Frame. STLA Small was reserved for other global markets. STLA Frame is clearly designed for body-on-frame trucks and SUVs like the RAM and Wagoneer ranges. STLA Medium and Large are unibody structures.
Crucially, all three North American platforms are “multi-energy,” meaning they can accommodate full battery-electric powertrains, internal combustion engines, or various hybrid configurations. Given the somewhat unpredictable rate of EV adoption, particularly in North America where electric vehicles have unfortunately become a politically charged topic, this multi-energy strategy has proven to be a prescient product planning move for Stellantis. Unlike some competitors who committed solely to electric-only architectures, Stellantis retains the flexibility to build vehicles with the propulsion systems that market demand dictates. This also allows for easy differentiation to suit various regional markets; states like California or Washington, with higher EV uptake, can get electric variants, while regions less ready for EVs can continue with fossil fuel options for the foreseeable future.
The first production vehicle based on the STLA Large platform is the 2024 Dodge Charger Daytona. Despite launching late in the calendar year, these first units are designated as 2024 models due to prior certification before program delays pushed the launch back. The 2025 models are expected to arrive sometime in the spring of the following year.
Interestingly, despite the Challenger enjoying its strongest sales in its final years, Dodge has opted to temporarily shelf that nameplate. The Charger badge will now encompass both two-door and four-door models – or more accurately, three-door and five-door liftbacks.
The Daytona suffix specifically denotes the battery-electric variants. Starting in mid-2025, Dodge will introduce versions powered by the new 3.0-liter Hurricane inline-six engine, simply named “Charger.” While a hybrid or plug-in hybrid variant is also anticipated eventually, its nomenclature remains unknown, though it’s unlikely to use the “4Xe” branding seen on Jeep models. At launch, two trim levels are available: the R/T and the Scat Pack. These are the models Dodge invited us to Phoenix to drive.
Illustration highlighting the all-wheel-drive electric powertrain components of the 2024 Dodge Charger Daytona Scat Pack, relevant to the 2024 Dodge Challenger electric car discussion
Exterior Design: Honoring Heritage with Modern Aerodynamics
Thankfully, the new Charger avoids overt, heavy-handed retro styling, instead incorporating subtle nods to its classic lineage. Unlike the previous LX-generation Chargers, this new model takes inspiration from the second-generation (1968-1970) Charger in its overall shape and profile. It presents a clean, modern three-box profile, albeit with a liftback rear. As an EV, it doesn’t require a large front grille for combustion engine cooling, although the upcoming Hurricane-powered version will likely feature a notably different fascia. The electric versions feature a smaller intake below the bumper for cooling the battery and motors.
The “Daytona” name itself is a direct reference to the high-winged, aerodynamic 1970 NASCAR homologation special. While a massive rear wing might be impractical for modern roads, the new Charger incorporates an innovative solution: the “R-Wing.”
The R-Wing is a distinctive hood feature that slopes downwards to meet the front fascia, enhancing aerodynamics while a unique panel connects the corners to create a taller, more aggressive front stance, subtly echoing the 1968 model’s slotted grille design. This panel includes a slot for airflow over the hood, effectively managing lift and downforce without significantly increasing drag – a solution also seen on vehicles like the Polestar 3.
Front view of the 2024 Dodge Charger Daytona, showcasing the new e-Muscle design and R-Wing aerodynamic feature, Dodge's electric car offering
The most direct retro callback is the return of the “Fratzog” logo, the three-pointed delta symbol used on Dodge cars from the early 1960s to early 1970s. This backlit emblem was the only clearly visible element in early teasers shown by Tim Kuniskis, signaling the return to roots for enthusiasts searching for the spirit of the 2024 dodge challenger electric car lineage. The Fratzog is centered on a vertical support pillar within the R-Wing, reminiscent of the 1969 model’s vertical splitter. It also reappears on the rear fascia center, wheel caps, and various interior locations.
At the rear, the Charger features a full-width taillight cluster retaining the traditional Dodge “race track” surround lighting signature. Despite the seemingly conventional three-box sedan profile, the new Charger is actually a liftback, with the rear glass and trunk lid opening as a single piece. This configuration offers practical advantages, particularly for potential police versions, simplifying access for stowing gear that officers carry.
Below the rear bumper, a comb-like array of slim vertical slats bears the “Fratzonic” label. This is the outlet for the much-discussed Fratzonic Chambered Exhaust system, which generates a unique, artificial sound for the electric muscle car experience. We’ll delve into this further below.
Visually, the Charger Daytona makes a strong statement about the future of American muscle.
2024 Dodge Charger Daytona on the road during a first drive event, demonstrating the real-world presence of this new electric muscle car
While photos may not fully convey it, seeing the Charger Daytona in person reveals its substantial size. At 206.6 inches long, it’s a full eight inches longer than the previous Charger. Its 79.8-inch width is 4.8 inches wider than the old standard body and 1.5 inches wider than the previous wide-body, meaning all new Chargers are effectively wide-body models. It’s still slightly shorter (1.4 inches) than the 1968 model but three inches wider. Despite its increased exterior size, the new Charger’s interior volume is slightly less (1.6 cubic feet) than the old sedan, primarily due to a three-inch reduction in rear legroom. However, it offers nine cubic feet more passenger volume than the outgoing Challenger coupe.
Cargo space sees a significant improvement. With the rear seats up, there are 22.7 cubic feet of usable room, compared to 16.5 cubic feet in the old Charger. Folding the seats flat expands this to 37.4 cubic feet. For enthusiasts who frequent the drag strip or track, this liftback design is particularly useful for hauling a full set of spare wheels and tires. Chargers equipped with the optional Plus package also include a modest frunk, large enough for essentials like a backpack or charging cable.
Despite the large liftback opening, the overall structure is substantially stiffer than before. The body-in-white is 23% stiffer without the battery, and adding the battery pack increases the torsional stiffness improvement to 50%.
The initial production run will consist of two-door variants, with four-door models arriving in the following months. Both body styles share identical exterior dimensions and common sheet metal for the hood, roof, and fenders; only the door apertures differ to accommodate shorter front doors and the addition of rear doors.
Detail of the 2024 Dodge Charger Daytona front R-Wing and grille area
Inside the Cockpit: Modern Tech Meets Muscle Car Heritage
The most contemporary aspect of the new Charger is undoubtedly its interior cabin. While some Stellantis brands like Jeep and Ram have adopted multi-screen dashboards, the Charger offers a more restrained approach with two main displays. All models feature a 12.3-inch central touchscreen angled towards the driver. Base R/T models get a 10.25-inch instrument cluster display, which can be upgraded to a 16-inch unit; the Scat Pack includes the 16-inch driver display as standard.
In a nod to classic muscle car tradition, Dodge has retained a physical shifter instead of opting for column-mounted units or touchscreen controls common in many EVs. The Charger features a modern interpretation of the iconic pistol grip shifter. While it’s an electronic interface controlling the single forward and reverse gear, it’s designed to feel and operate like a traditional mechanical shifter, staying in position rather than returning to a central detent. The upcoming, higher-performance Banshee powertrain is expected to incorporate a multi-ratio transmission, but that variant is not yet available.
Overall, the cabin of the Charger Daytona feels notably more premium than the previous generation. It incorporates generous use of soft-touch materials, contrasting stitching, and interesting molded textures on the door panels that interact dynamically with the ambient lighting. A welcome detail for many is the near absence of glossy piano black trim, limited only to the bezels around the displays.
Two types of front seats are offered. The standard setup is a two-piece seat back with an adjustable headrest. Base models come with a fabric and leatherette combination, with optional full leatherette in Black or Demonic Red on the R/T. Scat Pack buyers can choose an optional high-back seat with a fixed headrest, available in various suede and leatherette combinations or full Nappa leather.
Standard front seats featured in the 2024 Dodge Charger Daytona electric car, balancing comfort and support
Both seat options proved comfortable during our roughly 100 miles of road driving and offered sufficient 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 buyers familiar with traditional muscle cars is the seating position. As an electric vehicle with the battery pack located under the floor, the floor is slightly raised compared to the previous model, resulting in a hip point closer to that found in many modern crossovers. It’s not as high as a Jeep Wrangler, but it’s certainly not as low-slung as a Viper or even a Mustang.
One of the key advantages of the increased size, especially compared to the outgoing Challenger, is the rear seat accommodation. The power-folding front seats and long doors in the coupe make accessing the rear surprisingly easy. With the front seats adjusted for someone six feet tall, my five-foot-ten frame had several inches of both knee room and headroom. The seating position, while not perfectly upright, doesn’t force your knees up. Two adult couples could realistically take a weekend road trip in the Charger Daytona with ample space for luggage in the liftback cargo area.
Optional high-back performance front seats available in the 2024 Dodge Charger Daytona Scat Pack
From the driver’s perspective, the steering wheel features flattened top and bottom sections. Unlike the radical yoke designs seen elsewhere, it’s conventionally sized with a thick rim that feels comfortable to grip, especially when cornering enthusiastically. We only drove cars equipped with the larger 16-inch instrument cluster display, and the designers have thoughtfully arranged the information so that nothing important is obscured by the steering wheel rim. Most crucial data is positioned inside the rim, with ancillary information like ambient temperature visible in the display’s corners outside the rim.
The strip of climate controls located below the central touchscreen in the 2024 Dodge Charger Daytona
A minor letdown in the otherwise premium interior is the strip of climate controls located just below the central touchscreen. Similar to the latest Mustang and some other Ford models, these are capacitive touch controls integrated into a single piece of plastic that feels somewhat less refined than the surrounding materials. It’s not a major issue, but it’s noticeable.
Driving the 2024 Dodge Charger Daytona: On the Road and Up the Mountain
Our driving experience was centered at the Radford Racing School in Chandler, Arizona, formerly known as the Bob Bondurant School of High-Performance Driving. The school features a recently resurfaced, purpose-built training track. After presentations detailing the new Charger Daytona from Dodge CEO Matt McAlear, Chief Engineer Audrey Moore, and designers Scott Kruger and Ryan Nagode, it was time to see if this electric machine could live up to the muscle car legacy.
It’s important to preface this by reiterating that a faction of staunch V8 Charger and Challenger fans will likely never accept an electric vehicle, regardless of its performance. However, the reality is that these enthusiasts represent a minority of the total buyers over the past decade; most cars sold left the factory with the Pentastar V6 engine. While the Hellcats commanded attention at car shows and woke neighbors, they weren’t the volume sellers.
We began our road drive in a Scat Pack model equipped with the optional Track package, priced at $73,190 (with a total as tested, including glass roof and carbon/suede package, of $78,680). All 2024 Charger Daytona models utilize the same 250-kW Electric Drive Modules (EDMs) on both the front and rear axles. Each EDM integrates a permanent magnet motor, a reduction gear set, and power electronics.
On the R/T trim, the EDMs are calibrated to produce a combined 456 horsepower and 404 lb-ft of torque. A “Power Shot” button on the steering wheel provides a temporary boost of an additional 40 horsepower for up to 10 seconds. The Scat Pack comes standard with the Direct Connection Stage 2 tune (other tunes will be available later), delivering a robust 630 horsepower and 627 lb-ft of torque, also supplemented by the 40-hp Power Shot. The front EDM includes a clutch that can decouple it from the drive wheels during cruising to reduce drag and improve efficiency.
Detailed illustration showing the electric drive modules (EDMs) and high-voltage battery pack of the 2024 Dodge Charger Daytona's 400V propulsion system
Powering the system is a 100.5-kWh lithium-ion battery pack comprised of 13 modules filled with Samsung SDI nickel-manganese-cobalt prismatic cells. The R/T boasts an EPA estimated range of 308 miles, while the heavier Scat Pack with its larger, stickier tires is rated at 241 miles. Both current Charger Daytona models feature a 400V electrical architecture, though the upcoming Banshee variant is expected to upgrade to an 800V system. According to Dodge engineers, when properly pre-conditioned, the battery can charge at up to 220 kW on a 350 kW DC fast charger, achieving a 20-80% charge in approximately 24 minutes. AC charging at up to 11 kW is supported, taking the battery from 5-80% in 6.8 hours.
We didn’t have the opportunity to utilize public charging during our time in Arizona. The Radford School is planning to install DC fast chargers but did not have them ready for the event. Instead, Dodge brought in mobile charging units from Michigan startup Ion Dynamics. These carts carry a 104-kWh battery and can charge a vehicle at up to 60 kW, replenished from a standard 240V NEMA 14-50 outlet. They can be controlled remotely or even operate autonomously in certain environments, as tested at the Detroit Smart Parking Lab.
Pressing the start button awakens the Fratzonic exhaust system, emitting a sound reminiscent of a turbine spooling up before settling into a purposeful roar, signaling the car is active. Unlike some other EVs attempting to emulate existing engines (like the Hyundai Ioniq 5N), the Fratzonic sound is unique, but it unmistakably conveys performance intent.
At “idle,” the sound subsides into a low-frequency rumble overlaid with a discernible pulse. Critically, the Fratzonic sound can be entirely disabled if desired. Engaging Track, Drag, or Drift mode significantly amplifies the sound. It’s highly probable that Mopar and aftermarket suppliers will offer alternative sound profiles in the future.
We started our road test 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. The R/T uses conventional monotube dampers, while the Scat Pack we drove had dual-valve adaptive units. Base R/T models are fitted with 245/55ZR18 Nexen all-season tires on alloy wheels, while the Plus or Blacktop packages include 255/45ZR20 Nexens.
To handle the Scat Pack’s significantly higher power and torque, it starts with equally sized 305/35ZR20XL Goodyear Eagle Sport All-Season tires on all four corners. With the Track Pack, the rear tires are widened to 325/35ZR20 of the same all-season compound. Those prioritizing maximum performance can opt for Goodyear Eagle F1 Supercar 3 summer tires in the same dimensions. Our road test cars had the all-seasons, while the track cars were equipped with the summer rubber. The wider, stickier tires contribute significantly to the Scat Pack’s reduced range compared to the R/T.
While Phoenix area roads are generally well-maintained, they aren’t entirely devoid of imperfections like expansion joints necessary for handling the desert’s temperature extremes. I wouldn’t describe the Scat Pack’s ride as supple, but it was surprisingly comfortable, even on the less consistent pavement of South Mountain. There was no harshness or jarring over bumps, likely thanks to the adaptive dampers. Later in the day, driving an R/T with conventional dampers back to the hotel, the ride quality remained very good overall, though those expansion joints were felt a bit more distinctly. It will be interesting to assess how these two variants perform on harsher Michigan roads in the future.
The 2024 Dodge Charger Daytona navigating a challenging, twisty mountain road during the test drive
Entering South Mountain Park, we ascended a surprisingly twisty road. With a curb weight of 5,698 lbs for the R/T and 5,767 lbs for the Scat Pack, the Charger Daytona is certainly not lightweight, tipping the scales almost 1,200 lbs heavier than a Hellcat Charger. However, most of this mass is located low in the chassis via the battery pack, and the weight distribution is nearly even front-to-rear, a stark contrast to the V8 Hellcat’s 57/43 split.
Combined with standard all-wheel drive, the result is a surprisingly agile feel that belies its substantial weight. On a winding mountain road with few long straights, the Charger Daytona is far more engaging to drive than its weight might suggest, with two primary caveats: the steering and its sheer width.
The variable-ratio rack-and-pinion steering system performs adequately, but even in Sport or Track mode, it offers limited feedback about what the front wheels are doing. While effort increases slightly when switching modes, the steering still feels somewhat disconnected. Perhaps this is acceptable for a muscle car rather than a pure sports car, but it was a slight disappointment. The car’s width was also a concern on the narrow mountain road, requiring careful attention on blind curves to stay within our lane.
With such significant mass, effective braking is crucial. The Charger handles this well. The R/T features 354mm front and 350mm rear rotors with floating calipers. The Scat Pack, however, is equipped for serious stopping power with massive 410mm rotors at both ends, clamped by six-piston Brembo calipers up front and four-piston units at the rear. As an EV, it also benefits from regenerative braking, adjustable via paddles behind the steering wheel. While large friction brakes might seem excessive with strong regen, they are essential when the battery is full and cannot absorb further regenerative energy, particularly on a track.
Within the Uconnect 5 infotainment system, there’s an option to enable or disable “creep” mode. For those desiring a driving experience closer to a traditional internal combustion engine vehicle, enabling creep and using low regen mimics the behavior of a conventional automatic transmission. With maximum regen and creep disabled, the car can be driven primarily using one pedal, although the regen isn’t quite as aggressive as some other EVs on the market.
Throughout the drive, we experimented with the Fratzonic sound settings. While distinct from a Hellcat’s roar, the loudest setting is considerably more aggressive and fitting for a muscle car than sounds found in vehicles like the Ioniq 5N or a Mach-E in Unbridled mode.
Interestingly, Dodge chose not to include the simulated gear shifting feature found in the Hyundai Ioniq 5N. This is somewhat of a shame, as while it might seem like a gimmick (and it is), the combination of simulated sound and shifts can be quite entertaining on a spirited drive on a back road. For daily commuting, however, disabling all simulated sounds is much more relaxing in the Charger or any other EV.
The 2024 Dodge Charger Daytona at speed on the Radford Racing School track during the first drive
Hitting the Track and Skid Pad
Following our lunch break, we took the Scat Pack models equipped with summer performance tires onto the Radford School’s road course. As on the mountain roads, this substantial vehicle felt surprisingly well-balanced. Its width was less of a concern on the track, though it could become a factor during passing in a multi-car track day session. To maximize performance, the car offers a “race prep” mode within the infotainment system’s performance pages, designed to bring the battery to its optimal operating temperature (around 65 degrees Celsius) for peak current flow. Race prep can take up to about 5 minutes, depending on the starting temperature.
Our track session involved lead-and-follow laps behind an instructor, so there were no passing opportunities. Exiting the final corner onto the pit straight, activating the Power Shot button on the lower right quadrant of the steering wheel provides that extra 40 horsepower boost, which could be useful in a racing scenario, although the standard 630 horsepower feels more than sufficient. Similar to the Ioniq 5N, the auditory feedback from the Fratzonic exhaust on the track is helpful for gauging the car’s performance range and simply adds to the fun.
After the track laps, I headed to the skid pad to try drifting. Selecting drift mode decouples the front EDM, turning the Charger into a rear-wheel-drive car. Even with only half the available power and torque, the instantaneous torque delivery of the electric motor to the rear axle makes initiating a drift remarkably easy, even on the sticky Supercar tires. Maintaining the drift requires considerably more practice to master the correct pedal modulation, but generating tire smoke is effortless.
The 2024 Dodge Charger Daytona in drift mode on the skid pad, showcasing its ability to perform rear-wheel-drive maneuvers
While I opted for more road course laps instead of the drag strip, those who ran acceleration tests found the Charger Daytona highly capable. Thanks to instantaneous torque response that even a supercharged V8 cannot match and the all-wheel-drive system, the Charger Daytona delivers far more consistent launches than its rear-wheel-drive predecessors. Timing slips I saw indicated elapsed times ranging from 11.4 to 11.7 seconds, which is impressively quick and consistently faster than a non-Demon Hellcat.
Driving the R/T model after spending time in the Scat Pack felt like a step down, but that’s relative. With 456 horsepower plus the 40-hp Power Shot, it’s still a very quick car, capable of reaching 60 mph in 4.7 seconds. However, it lacks the brutal off-the-line punch of the Scat Pack. Given that the majority of previous Charger and Challenger buyers chose the Pentastar V6, the new R/T will likely satisfy their performance needs and exceed their expectations. Opting for the R/T means identical tire sizes all around and the absence of Track, Drift, or Drag modes in the driver settings. Nevertheless, it shares the same purposeful exterior styling, and most onlookers won’t easily distinguish it from the more powerful Scat Pack.
Side profile view of the 2024 Dodge Charger Daytona R/T, the entry-level trim of Dodge's new electric muscle car line
So, what are the primary competitors for the new Charger Daytona? Defining its competitive set is surprisingly complex, reflecting its unique position. The most obvious rivals are performance EVs like the Hyundai Ioniq 5N, Ford Mustang Mach-E GT, and the Tesla Model S Plaid. The Model S Plaid, in many ways, acts as a sort of electric muscle car with incredible acceleration capabilities but less focus on nuanced handling. While the Tesla can easily out-accelerate the Charger (0-60 in ~2 seconds vs. the Dodge’s 3.3 seconds for the Scat Pack), the Dodge offers a sleeker design than the Hyundai or Ford crossovers.
An alternative perspective is to view the Charger Daytona as an alternative to high-performance crossover coupes like the BMW X6M or Porsche Cayenne Coupe. It is significantly more affordable than these German vehicles, offers comparable (or better) interior space, and possesses a distinctive American character all its own.
The initially available Charger Daytona models are not inexpensive. The R/T starts at $61,590 including delivery, and the inaugural Scat Pack is priced at $75,185. At roughly $17,000 more than the 2023 Scat Pack Widebody Charger, it might seem costly, and it is. However, it’s worth noting that the new Scat Pack is quicker than the previous Hellcat Redeye, which commanded a price north of $95,000.
Initially, the battery modules for the Charger Daytona will be sourced from Samsung’s factory in Hungary, meaning the car will not qualify for federal EV tax credits upon purchase. However, customers who choose to lease may still receive the credit passed along by the leasing company. Sometime in 2025, the first of two joint venture battery plants between Stellantis and Samsung in Indiana is scheduled to begin cell production. If the current U.S. tax credit criteria remain in place, cars utilizing cells from this domestic plant would become eligible for the credit upon purchase.
Rear side view of the 2024 Dodge Charger Daytona parked, highlighting its proportions and design elements
The Bottom Line: A Worthy Electric Muscle Car Successor?
After spending a day driving the new Dodge Charger Daytona, I am convinced that it successfully carries the muscle car tradition forward into the electric era. Despite its considerable weight, the Scat Pack is the quickest accelerating Charger ever produced, rivaling the mighty Vipers and surpassed only by the extreme Challenger Demon variants. While it lacks the subtle vibration and raw engine note of a large V8, the Fratzonic sound system is undeniably fun and adds to the character. Furthermore, the liftback body style provides a level of utility far exceeding what one might expect from a car in this class.
The challenge for Dodge lies in the fact that purchasing a muscle car has never been a purely rational decision; it’s driven by emotion and passion. While no one truly needs a car like the Charger Daytona, I believe there will be many who strongly want it. There remains a segment of die-hard Hellcat V8 enthusiasts who will unequivocally condemn this vehicle and refuse to consider it, regardless of its performance capabilities at the drag strip.
However, if potential buyers interested in the spirit of a 2024 dodge challenger electric car or simply a modern, high-performance Dodge are willing to set aside preconceived notions and experience the Charger Daytona firsthand at their local dealer, they might just find themselves captivated by this new breed of American e-Muscle, potentially extending the halcyon era of Dodge performance into the electric age.
