The Era of e-Muscle Begins: Driving the 2024 Dodge Charger Daytona
The decade leading up to 2023 marked a notable period for Dodge. Even after the separation of Ram trucks and the brief run of the compact Dart, the brand found considerable success. Under Tim Kuniskis’ leadership, core models like the Charger, Challenger, and to a lesser extent the Durango SUV, firmly established Dodge as the epicenter of American muscle, largely powered by the formidable supercharged Hellcat V8 engine.
However, that chapter is now closed. Aside from a limited production of supercharged Durangos utilizing engines built over a year ago, the Hellcat engine is officially retired. Dodge is now venturing into what it hopes will be the era of American e-Muscle, spearheaded by the 2024 Dodge Challenger Electric successor, the 2024 Charger Daytona. Having finally had the opportunity to drive it, it’s clear this represents a significant shift. There’s bound to be a segment of die-hard Mopar enthusiasts, those with “HEMI” etched into their very being, who will find this transition upsetting. They may be reluctant to accept that change is inevitable. This car, and this review, might indeed provoke that reaction. Consider this a trigger warning, then, because the era of electric muscle is here, and Dodge’s initial foray into creating an electric muscle car has, surprisingly, worked.
Honoring the Past While Embracing the Future
The previous generation LX platform Charger and Challenger (and the Chrysler 300) were undeniably long in the tooth, with major architectural elements tracing back to the mid-1990s Mercedes-Benz W210 E-Class. Yet, their age didn’t equate to being bad cars. In fact, while they might not have matched the handling prowess of the latest sports cars, the Challenger and Charger possessed surprisingly competent driving dynamics for what were essentially large muscle sedans and coupes. Nonetheless, by the early 2020s, it became apparent that this aging architecture could no longer meet contemporary emissions, fuel economy, and safety standards.
Following the merger of PSA and Fiat Chrysler, which formed Stellantis, a strategic decision was made to develop four new platforms. Three of these were designated for North American products: STLA Medium, STLA Large, and STLA Frame. The STLA Small platform was intended for global markets. STLA Frame is explicitly designed for body-on-frame trucks and SUVs, serving brands like Ram and Wagoneer. Both STLA Medium and Large are unibody platforms. Crucially, all three are designed as multi-energy architectures, meaning they can accommodate full-battery electric powertrains, internal combustion engines, or various hybrid configurations. Looking back, this foresight has proven astute, especially given the uneven adoption rate of EVs, particularly in North America, where they have, unfortunately, become a subject of political division.
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.
While competitors like GM committed entirely to electric-only architectures, Stellantis now possesses the flexibility to equip many of its new models with the powertrains that the market actively demands. This allows for easier production of different variants for diverse regions within the country. States embracing EVs, such as California, Washington, and Florida, will receive electric models, while areas like the Plains states can continue with fossil fuel-powered options for the foreseeable future.
The inaugural product utilizing the STLA Large platform is the 2024 Dodge Charger Daytona. Although it’s late in the calendar year, the first batch of these new Chargers will carry the 2024 model year designation, having been certified as such before program delays pushed their launch from summer to year-end. The 2025 models are anticipated to debut sometime in the spring. Interestingly, despite the Challenger’s recent years yielding its strongest sales figures, Dodge has currently opted to put that nameplate on hold. The Charger name will now encompass both two-door and four-door body styles (more accurately described as three-door and five-door hatchbacks). The Daytona suffix denotes the battery-electric variants. In mid-2025, Dodge plans to introduce versions powered by the 3.0-liter Hurricane inline-six engine, which will simply be called Charger. A hybrid or plug-in hybrid variant is also likely at some point, though its name is yet unknown, other than it probably won’t be 4Xe. At launch, two trims are available: R/T and Scat Pack, which were the models provided for driving.
A Modern Take on Muscle Design
Fortunately, the new Charger largely avoids overly gratuitous retro styling, yet it still incorporates clear DNA from classic nameplates. Unlike the various LX Chargers of the past 15 years, the new model’s profile subtly references the second-generation 1968-1970 models. It presents a clean, relatively modern design with a traditional 3-box silhouette. As an EV, a massive front grille isn’t necessary (though the upcoming Hurricane-powered version will likely feature a distinct fascia), so it sports a smaller intake below the bumper to cool the battery and motors.
2024 Dodge Charger Daytona featuring the R-Wing design element on the hood.
The Daytona name is partly a homage to the iconic high-winged, long-nosed 1970 NASCAR homologation special. Since replicating that look directly wouldn’t suit the mid-2020s aesthetic, the new Charger features a hood that slopes downward to the middle of the front fascia for aerodynamic efficiency. It maintains a taller, more aggressive visual presence through what designers have termed the R-Wing. This slim panel directs airflow over the car’s front to balance lift and downforce without increasing drag. It connects the corners, giving the nose a taller look that vaguely recalls the 1968 model, with a slot beneath it allowing airflow over the hood. This setup is similar to the one found on the Polestar 3.
Perhaps the most obvious nod to the past on the new Charger is the reappearance of the “Fratzog,” the three-pointed logo used on Dodge vehicles from the early 1960s to the early 1970s. When Tim Kuniskis first teased a shadowy image during Stellantis EV Day years ago, the illuminated Fratzog was the only clearly visible element. While many contemporary viewers might not recognize it, aficionados of classic Dodge muscle cars immediately understood the implication. The Fratzog logo is positioned on a vertical support at the center of the R-Wing, mirroring the vertical splitter of the 1969 model. It also appears prominently in the center of the rear fascia, wheel hubs, and various other locations.
Rear view of the 2024 Dodge Charger Daytona showcasing the full-width tail lamp cluster with the signature Dodge racetrack surround lighting.
At the rear, a full-width tail lamp cluster features the familiar Dodge racetrack surround lighting signature. Despite its 3-box appearance, the Charger is actually designed as a liftback, where the rear glass and what would traditionally be the trunk lid lift together as a single unit. Should Dodge produce a police version of the new Charger, this configuration will be highly practical, as the limited trunk opening on the previous Charger often made loading and accessing officer gear challenging. Below the rear bumper is a unique comb-like arrangement of slim vertical slats, labeled “Fratzonic” across the top. This serves as the outlet for the much-discussed Fratzonic Chambered Exhaust system, a feature we will explore further.
Photos don’t fully convey it, but seeing the Charger Daytona in person reveals its substantial size. At 206.6 inches long, it’s a significant eight inches longer than the last Charger sedan. Its width of 79.8 inches is 4.8 inches wider than the old standard-body model and 1.5 inches wider than the wide-body, effectively making all new Chargers standard widebodies. It remains about 1.4 inches shorter than the 1968 model but is three inches wider than that vintage variant. Despite the increased exterior dimensions, the new Charger loses approximately 1.6 cubic feet of interior passenger volume compared to the old sedan, primarily due to a three-inch reduction in rear legroom. However, it offers nine cubic feet more passenger volume than the retired Challenger coupe.
The spacious cargo area of the 2024 Dodge Charger Daytona liftback, showing potential for carrying items like extra wheels and tires.
With the rear seats upright, there are 22.7 cubic feet of very usable cargo space, a notable increase from the 16.5 cubic feet in the previous Charger. Folding the rear seats flat expands the available volume to 37.4 cubic feet. Enthusiasts who frequent drag strips or track days will appreciate this liftback configuration, as it allows for loading a complete set of extra wheels and tires into the back. Chargers equipped with the optional Plus package will also feature a modest frunk (front trunk) large enough to store items like a backpack or charging cable. Despite the large opening facilitated by the hatch, the overall structure of the new Charger is considerably stiffer than its predecessor. The body-in-white structure, even without the battery, is 23% more rigid, and the addition of the battery pack boosts this improvement to an impressive 50%.
The initial production run of the new Chargers will consist of the two-door variants, with the four-door models slated to arrive in the subsequent months. Both body styles share identical exterior dimensions and common sheet metal for the hood, roof, and fenders. The only difference is the door aperture, accommodating shorter front doors and the addition of a rear pair for the four-door model.
Settling Into the Driving Environment
The cockpit of the new Charger stands out as its most visually modern aspect. While other Stellantis brands like Jeep and Ram have adopted numerous screens, the Charger takes a somewhat more restrained approach with just two main displays. All new Chargers come standard with a 12.3-inch central touchscreen, angled ergonomically towards the driver. Base R/T models feature a 10-inch instrument cluster display, which can be upgraded to a 16-inch unit. The Scat Pack receives the larger 16-inch driver display as standard equipment.
Interior view of the 2024 Dodge Charger Daytona cockpit featuring the central touchscreen angled towards the driver.
In contrast to many newer EVs that utilize column-mounted shifters or touchscreen controls (like Tesla), Dodge has opted for a modern interpretation of the classic pistol grip shifter in the Charger. Like most contemporary vehicles, and all EVs, this is an electronic interface rather than a direct mechanical link, as there is only one forward and one reverse gear. However, the shifter is designed to feel and operate much like a traditional mechanical unit, staying in each selected gear position instead of defaulting back to a central point. The upcoming, higher-performance Banshee powertrain (promising performance even beyond the already potent 0-60 mph time in the mid-3-second range from 670 hp) is expected to feature a multi-ratio transmission, but that version is not yet available.
Overall, the cabin of the Charger Daytona feels significantly more premium than the outgoing generation. It incorporates ample soft-touch materials, contrasting stitching, and distinctive moldings on the door panels that interact dynamically with the ambient lighting. A welcome absence is the ubiquitous piano black trim, except for the glossy bezels surrounding the displays.
Two primary front seat configurations are available. The standard seat features a two-piece back with an adjustable headrest. Base models come with a combination of fabric and leatherette upholstery, with full leatherette in Black or Demonic Red offered as an option on the R/T. Scat Pack buyers can upgrade to a high-back seat with a fixed headrest, available in various combinations of suede and leatherette or full Nappa leather.
Standard front seats in the 2024 Dodge Charger Daytona, featuring adjustable headrests and mixed upholstery options.
Both seat types proved comfortable during a roughly 100-mile on-road drive and provided sufficient support during spirited driving through the tight curves on South Mountain and the higher-speed corners at the Radford Racing School track. A potentially surprising aspect for prospective buyers of the new Charger is the seating position. As an electric vehicle with the battery pack located beneath the floor, the floor itself is slightly elevated compared to the previous model. Consequently, the hip point feels closer to what one might find in many modern crossovers. It’s certainly not as high as sitting in a Jeep Wrangler, but it’s also not as low-slung as a Viper or even a Mustang.
Optional high back front seats with fixed headrests in the 2024 Dodge Charger Daytona.
One of the most significant advantages of the new Charger’s increased size, relative to both the old Charger sedan and particularly the Challenger coupe, is the rear seat accommodation. The front seats in the coupe version power forward, and the doors are long enough to allow surprisingly easy access to the rear seating area. With the front seats positioned comfortably for someone around six feet tall, my five-foot-ten frame still had several inches of knee room and headroom. Again, the seating position isn’t bolt upright like in a Wagoneer, but neither are your knees close to your chest. Two adult couples could realistically undertake a weekend road trip in the Charger Daytona, with ample space for their luggage in the back.
Redline Reviews host Sofyan Bey demonstrating the ample rear seat space in the 2024 Dodge Charger Daytona, highlighting its practicality.
From the driver’s perspective, the steering wheel features both flattened top and bottom sections. However, it’s a substantial wheel with a thick rim, comfortable to grip and easy to maneuver on winding roads. While none of the cars available for testing had the smaller 10-inch instrument cluster, it’s plausible that the full display would be easily visible within the upper portion of the wheel rim. With the larger 16-inch display, designers have thoughtfully arranged information so that key data isn’t obscured by the rim. Most primary information resides within the rim’s boundaries, while ancillary data like ambient temperature is visible in the display corners outside the rim.
Dashboard view of the 2024 Dodge Charger Daytona showing the digital instrument cluster visible through the top of the steering wheel.
One minor area of disappointment in the interior is the strip of climate controls situated just below the central touchscreen. Similar to the latest Mustang and some other Ford models, these touch-sensitive controls are housed on a single piece of plastic that feels somewhat inexpensive and slightly out of place compared to the rest of the cabin’s materials. While not a significant drawback, it’s a detail worth noting.
Conquering the Mountain Roads
The driving event for the Charger Daytona was centered at the Radford Racing School in Chandler, Arizona. This facility, originally the Bob Bondurant School of High-Performance Driving founded in 1968, was renamed Radford in 2021 after a bankruptcy and acquisition, but it continues to offer many of its established programs, including racing, teen driving, and security driving courses. The school was notably the first to build a dedicated track specifically for driver training, and it recently underwent a complete resurfacing. After presentations from Dodge CEO Matt McAlear, chief engineer Audrey Moore, and designers Scott Kruger and Ryan Nagode, it was time to determine if this new machine could stand as a worthy successor to the Hellcat lineage.
Let’s address the elephant in the room: a certain faction of hardcore V8 Charger and Challenger enthusiasts will likely remain unconvinced by anything electric, regardless of its performance credentials. But the reality is that this group constitutes a relatively small minority of the customers who actually purchased Chargers and Challengers over the past decade. The majority of these cars sold were equipped with the Pentastar V6 engine. While Hellcats garnered attention at car shows and commanded respect (or annoyance) with their loud exhausts, they were not the volume sellers.
Our morning road drive commenced in a Scat Pack model equipped with the Track package, priced at $73,190. This particular car also featured the glass roof and carbon and suede package, bringing its total cost to $78,680. All 2024 Dodge Challenger Electric counterparts in the Charger Daytona lineup feature identical 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 an embedded power electronics module.
Illustration highlighting the drivetrain components of the all-electric, all-wheel-drive 2024 Dodge Charger Daytona Scat Pack, including electric drive modules, half-shafts, and the battery pack.
In the R/T trim, these EDMs are calibrated to produce 456 horsepower and 404 lb-ft of torque. Engaging the Power Shot button on the steering wheel provides an additional 40 horsepower for up to 10 seconds. Opting for the Scat Pack automatically includes the Direct Connection Stage 2 tune, delivering a substantial 630 horsepower and 627 lb-ft of torque, along with the same 40-hp Power Shot function. The front EDM also incorporates a clutch system that can disengage it from the drive wheels during cruising, reducing drag and improving efficiency.
A 100.5-kWh lithium-ion battery pack is centrally located between the EDMs. This pack comprises 13 modules, each containing Samsung SDI nickel-manganese-cobalt prismatic cells. The R/T model boasts an EPA-rated range of 308 miles, while the Scat Pack, due to its slightly higher weight and larger, stickier tires, is rated for 241 miles. Current Charger Daytona models utilize a 400V electrical architecture, though the forthcoming Banshee variant is slated to upgrade to an 800V system. According to Dodge engineers, when pre-conditioned, the battery can accept charge rates up to 220 kW from a 350 kW DC fast charger, allowing a 20-80% charge in approximately 24 minutes. AC charging at up to 11 kW is supported, enabling a 5-80% charge in 6.8 hours.
A 2024 Dodge Charger Daytona is shown being charged by a mobile DC charger unit from Ion Dynamics.
We did not have the opportunity to experience conventional charging during our time in Arizona, as the Radford School has not yet installed DC fast chargers (though they plan to for their new electric Charger fleet). Instead, Dodge utilized mobile charging units from Michigan startup Ion Dynamics. These mobile carts contain a 104-kWh battery and can provide up to 60 kW of charging power to a vehicle. They can be recharged from a standard 240V NEMA 14-50 outlet. The carts can be remotely driven or operate autonomously in controlled environments, such as the Detroit Smart Parking lab where they are also undergoing testing.
Pressing the start button elicits a sound from the Fratzonic exhaust system akin to a turbine spooling up, followed by a distinct roar signifying that the car is active. Unlike the Hyundai Ioniq 5N, the Fratzonic system doesn’t attempt to mimic an existing engine sound; its output is unique to the Charger, but it clearly communicates intent. At “idle,” the sound subsides into a lower frequency rumble with a distinct pulsing overlay. This system offers the flexibility of being turned off entirely for quieter operation. When in track, drag, or drift mode, the sound becomes significantly more pronounced and aggressive. It’s widely anticipated that Mopar and aftermarket companies will offer alternative sound palettes in the future.
A close-up of the 2024 Dodge Charger Daytona's exterior featuring wheel design and branding elements.
We began our drive with the mode set to Auto, 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 are equipped with conventional monotube dampers, while the Scat Pack we drove features dual-valve adaptive units. Base R/T models come standard with 245/55ZR18 Nexen all-season tires on alloy wheels, with 255/45ZR20 Nexens included with the Plus or Blacktop packages.
Given its significantly higher power and torque output, the Scat Pack starts with equal-sized 305/35ZR20 XL Goodyear Eagle Sport All-Season tires at all four corners. When equipped with the Track Pack, the rear tires are widened to 325/35ZR20 of the same all-season compound. For maximum performance, drivers can upgrade to Goodyear Eagle F1 Supercar 3 tires in the same dimensions. Our road test cars were fitted with all-season rubber, while the track and drift pad activities utilized the summer performance tires. These considerably wider and stickier tires contribute significantly to the Scat Pack’s reduced range compared to the R/T.
Rear tire and wheel detail on the 2024 Dodge Charger Daytona, highlighting the wide tire size available.
Although roads in the Phoenix area are generally well-maintained, they weren’t entirely free of imperfections like expansion joints needed to cope with the desert’s temperature extremes. While I wouldn’t describe the Scat Pack’s ride as exactly supple, the overall ride quality was surprisingly good, even on South Mountain where the pavement was less consistent. There was no noticeable harshness or jarring over bumps, likely thanks to the adaptive dampers. Driving an R/T with conventional dampers later in the day, the ride quality was still very good overall, but those expansion joints were definitely more apparent. It will be interesting to evaluate these two variants on Michigan roads in the coming months.
As we entered the park, we ascended a surprisingly winding mountain 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 not lightweight, tipping the scales nearly 1,200 lbs heavier than a Hellcat Charger. However, the majority of this extra mass is situated low in the structure, within the battery pack. Furthermore, the weight is distributed almost evenly front-to-rear, a contrast to the 57/43 distribution of the supercharged V8 models. Combined with all-wheel-drive, the result is a surprisingly agile feel that belies its substantial weight. On a twisty mountain road with few long straights, the Charger Daytona proved far more enjoyable to drive than its curb weight might suggest, with two notable exceptions: the steering feel and its considerable width.
Front view of the 2024 Dodge Charger Daytona parked on a mountain road, showing its imposing stance.
The variable-ratio rack and pinion steering system performs adequately, but even in Sport or Track mode, it provides very little feedback regarding what the front wheels are doing. Switching between Auto, Sport, and Track modes using the buttons on the lower left quadrant of the steering wheel does increase steering effort slightly, but the overall feel remains largely disconnected. Perhaps this is appropriate for a muscle car rather than a dedicated sports car, but it was a mild disappointment. The other concern was the sheer width of the Charger, which occupied a significant portion of the narrow mountain road, requiring extra caution on blind curves to stay within our lane.
Given its considerable mass, there’s substantial kinetic energy to manage, and the Charger is well-equipped to handle it. The R/T utilizes 354 mm front and 350 mm rear rotors with floating calipers. The Scat Pack, however, comes prepared for more demanding duty with 410 mm rotors front and rear, coupled with six-piston Brembo calipers up front and four-piston units at the rear. As an electric vehicle, it also incorporates regenerative braking, adjustable via paddles behind the steering wheel. While extensive regen braking is available, large friction brakes remain essential, particularly when the battery is fully charged and has limited capacity to absorb regenerated energy, or when pushing hard on a track.
The Uconnect 5 infotainment interface includes a setting to toggle creep mode on and off. For drivers seeking to replicate the feel of an old-school internal combustion engine vehicle, enabling creep mode and using low regenerative braking mimics a conventional automatic transmission. With maximum regen and creep mode off, the car can be brought to a complete stop using only regeneration, although the regen strength isn’t quite as aggressive as some other EVs on the market. Throughout the drive, we experimented with the Fratzonic sound settings. While it doesn’t sound like a Hellcat, the loudest setting is considerably more aggressive and fitting of a muscle car character than what you’ll hear from systems in the Ioniq 5N or a Mach-E in performance modes.
Dodge notably decided not to include the simulated shifting feature found in the Hyundai Ioniq 5N, which is arguably a missed opportunity. While the combination of sound and shift emulation might seem like a gimmick (and it is), it adds a significant layer of engagement and fun when driving enthusiastically on a back road. For daily commuting in the Charger, or any other EV for that matter, turning off these simulated sounds and shifts is likely more relaxing.
Pushing the Limits on the Track
Following the road drive, we had the opportunity to take Scat Pack models, equipped with summer performance tires, onto the Radford school’s road course. Similar to the mountain drive, this substantial machine felt surprisingly well-balanced, and its width was less of a hindrance on the track layout, though it could become a factor during passing maneuvers in a track day scenario. To optimize performance, a “race prep” mode is available in the infotainment system’s performance pages. This mode pre-conditions the battery to its optimal operating temperature (around 65 degrees Celsius) for maximum current flow. Depending on the starting temperature, race prep can take up to about five minutes.
Our track time involved lead-follow sessions with an instructor, so optimizing for lap times wasn’t the primary goal. Exiting the final corner onto the pit straight, tapping the Power Shot button on the lower right quadrant of the steering wheel delivered the promised 40-hp boost, a feature that could be useful in a competitive racing scenario, though the standard 630 hp is more than sufficient for spirited driving. As with the Ioniq 5N, the additional audio feedback provided by the Fratzonic exhaust proved surprisingly helpful in gauging the car’s performance state and simply added to the fun.
A 2024 Dodge Charger Daytona cornering aggressively on a racetrack, demonstrating its handling capabilities.
After the track session, I moved to the skid pad to try drifting. Selecting drift mode in the Charger effectively decouples the front EDM, transforming the car into a rear-wheel-drive vehicle. Even with only half the total power and torque available, the instantaneous delivery from the electric motor, all directed to the rear axle, made initiating a drift remarkably easy, even on the grippy Supercar tires. Maintaining the drift, however, required significantly more practice to master the necessary pedal modulation. Regardless, generating impressive tire smoke and shredding rubber was effortlessly achieved.
A 2024 Dodge Charger Daytona performing a drift on a wet skid pad, showcasing its RWD mode capability.
Although I opted for more laps on the road course rather than visiting the drag strip, those who did found the Charger Daytona to be exceptionally capable. Thanks to the instant torque response, which surpasses even a supercharged V8, and the all-wheel-drive system, the Charger Daytona delivers significantly more consistent launches than its rear-wheel-drive predecessors. Timesheets I observed showed elapsed times ranging from 11.4 to 11.7 seconds, which is very impressive and consistently quicker than a non-Demon Hellcat.
Driving the R/T after the Scat Pack felt like a step down, perhaps unfairly. With 456 hp plus the 40 hp Power Shot, it’s still a very quick car, reaching 60 mph in 4.7 seconds. However, it lacks the same brutal off-the-line acceleration as its Scat Pack sibling. Nevertheless, considering that most previous Charger and Challenger buyers opted for the Pentastar V6, they will likely find the new R/T more than satisfying. Choosing the R/T means getting the same size tires on all corners and losing the specific Track, Drift, and Drag modes in the driver settings. It retains the same purposeful appearance, and most onlookers won’t discern the difference visually.
Side profile view of the 2024 Dodge Charger Daytona R/T, showcasing its exterior design.
So, what constitutes the competitive landscape for the new Charger Daytona? Defining this is surprisingly difficult. The most obvious electric performance rivals include the aforementioned Hyundai Ioniq 5N, the Ford Mustang Mach-E GT, and the Tesla Model S Plaid. The Plaid, with its exceptional acceleration capability but less focused handling, shares certain muscle car characteristics. However, the Tesla can significantly out-accelerate the Charger, achieving 0-60 mph in around 2 seconds compared to the Dodge’s 3.3 seconds (Scat Pack). The Dodge, however, possesses a sleeker aesthetic than the Ioniq 5N or the Mach-E. An alternative perspective is to view the Charger as a competitor to performance crossover coupes like the BMW X6M or Porsche Cayenne Coupe. It is considerably more affordable than these German offerings, provides more interior space, and possesses a unique character all its own.
The initial availability of the Charger Daytona comes with prices that aren’t exactly cheap. The R/T starts at $61,590 including delivery, while the inaugural Scat Pack is priced at $75,185. At roughly $17,000 more than the 2023 Scat Pack Wide Body Charger, it seems expensive, and it is. However, it’s worth noting that the new Scat Pack is actually quicker in the quarter-mile than the old Hellcat Red-eye, which retailed for around $95,000.
From the start of production, the battery modules used in the Charger Daytona will be sourced from Samsung’s factory in Hungary. Consequently, the car will not currently qualify for the federal EV tax credits, although customers who choose to lease may receive the credit passed along. Sometime in 2025, the first of two joint venture battery plants between Stellantis and Samsung SDI in Indiana is scheduled to begin cell production. If U.S. tax credit regulations remain unchanged, cars equipped with cells from this domestic factory should become eligible for credits upon purchase.
The Bottom Line
After spending a full day with the new Dodge Charger Daytona, my impression is that it successfully carries the muscle car tradition forward into this new era. Despite its considerable mass, the Scat Pack variant is objectively the quickest accelerating Charger ever produced, matching the performance of the most potent Vipers and only being surpassed by the limited-production Challenger Demon models. While it lacks the visceral, subtle pulsing vibration of a large V8 engine, the Fratzonic sound system provides an engaging auditory experience, and the car offers significantly more practicality than one might have anticipated from a vehicle in this segment.
Front three-quarter view of the 2024 Dodge Charger Daytona parked outdoors, showing its proportions and styling.
The challenge for Dodge lies in the fact that purchasing a car like the Charger is rarely a purely rational decision. While no one strictly needs a car like the Charger Daytona, I am confident that there will be many who strongly want it. There is undoubtedly a contingent of Hellcat V8 loyalists who will adamantly condemn this electric successor and refuse to even consider it, regardless of how many times it beats them at the drag strip. But if potential muscle car buyers are willing to set aside their preconceived notions and take a test drive at their local dealer, they might just find themselves captivated by this new breed of American e-Muscle, potentially helping to continue the storied legacy of Dodge performance cars.
