The 2024 Dodge Charger EV: Has e-Muscle Arrived?
The decade from 2013 to 2023 marked a notable era for Dodge. Despite the separation of Ram trucks and the brief run of the Dart, the brand achieved surprising success. Under Tim Kuniskis’ leadership, the core models—the Charger, Challenger, and, to a lesser extent, the Durango SUV—solidified Dodge’s position as the standard-bearer for American muscle, largely fueled by the supercharged Hellcat V8. However, that era is now concluding. Aside from a final limited production of supercharged Durangos utilizing engines built over a year ago, the Hellcat is gone. Dodge is now venturing into what it hopes will be the age of American e-Muscle, beginning with the 2024 Charger Daytona. I’ve finally had the chance to drive this pivotal 2024 dodge electric muscle car.
There’s no doubt this car will provoke strong feelings in some corners. The kind of Mopar-or-no-car faithful who wear their HEMI allegiance like a badge of honor, unwilling to concede that change is inevitable. This vehicle, and perhaps this review, might stir their discontent. Consider this a forewarning: the age of e-Muscle is here, and remarkably, Dodge’s inaugural attempt at crafting a muscle car powered by electricity has landed successfully.
The Legacy of the Old Muscle
The previous generation Charger and Challenger, built on the LX platform, were undoubtedly aging; significant components traced their lineage back to the mid-1990s Mercedes-Benz W210 E-Class. Yet, their age didn’t render them obsolete. In fact, while they may not have matched the handling prowess of contemporary sports cars, the Charger and Challenger exhibited surprisingly competent driving dynamics for their size as muscle sedan and coupe platforms. Nevertheless, by the early 2020s, it was evident this architecture could no longer adequately address evolving emissions, fuel economy, and safety regulations.
Following the formation of Stellantis from the merger of PSA and Fiat Chrysler, a strategy was put in place to develop four new vehicle platforms. Three of these were allocated for North American models: STLA Medium, STLA Large, and STLA Frame. The STLA Small platform was reserved for other global markets. STLA Frame is designated for body-on-frame vehicles like RAM trucks and Wagoneer SUVs. Both STLA Medium and Large are unibody structures. These platforms are designed to be multi-energy compatible, allowing for production as Battery Electric Vehicles (BEV), internal combustion engine (ICE), or hybrid variants. This foresight has proven beneficial, especially given the uneven pace of EV adoption, which has become subject to political headwinds in North America.
Ghosted illustration of the 2024 Dodge Charger Daytona Scat Pack
In contrast to General Motors, which committed entirely to electric-only architectures lacking propulsion flexibility, Stellantis retains the adaptability to equip new products with the powerplants dictated by market demand. This allows for regional variations, with markets like California, Washington, and Florida, where EV adoption is higher, receiving electric variants, while regions favoring fossil fuels can continue with ICE models for the foreseeable future.
The first vehicle derived from the STLA Large platform is the 2024 Dodge Charger Daytona. Although its launch was pushed from summer to the end of the year, resulting in deliveries commencing in December, the initial run retains the 2024 model year designation based on its certification. The 2025 models are anticipated to launch in the spring.
Front quarter view of the 2024 Dodge Charger Daytona
Interestingly, despite the Challenger experiencing its strongest sales years towards the end of its lifecycle, Dodge has currently paused that nameplate. The Charger badge will now encompass both two-door and four-door configurations, more accurately described as three-door and five-door hatchbacks. The Daytona suffix denotes the battery-electric versions. By mid-2025, variants powered by the 3.0-liter Hurricane inline-six engine will arrive, simply named Charger. A hybrid or plug-in hybrid model is also likely at some point, though its nomenclature remains unknown, likely not adopting the 4Xe badge. At launch, two trim levels are available: the R/T and the Scat Pack, which were the models provided for this drive event in Phoenix. The new challenger daytona name hints at the future while the dodge charger 2024 ev takes center stage now.
A Walk Around the New Charger
The new Charger largely avoids overly retro styling cues, yet it subtly incorporates classic design elements from its lineage. Unlike the LX Charger generations of the past 15 years, this new iteration’s form factor suggests hints of the second-generation model produced from 1968 to 1970. The design is clean and relatively modern, maintaining a distinct three-box profile. As an EV, it doesn’t require a large front grille for engine cooling (though the upcoming Hurricane-powered version will likely feature a significantly different fascia), relying instead on a smaller intake below the bumper to manage thermal loads for the battery and motors.
Front view of the 2024 Dodge Charger Daytona on the track
The Daytona name itself references the high-winged, long-nosed 1970 NASCAR homologation special. Recognizing that such an extreme look might not suit the current automotive landscape, the new Charger features a hood that slopes downwards towards the front fascia’s midpoint, optimizing aerodynamics, while achieving a visually taller, more aggressive stance via what designers term the R-Wing. This slim panel connects the front corners, channeling airflow over the hood to balance lift and downforce without increasing drag. It vaguely echoes the 1968 model’s look, with a slot beneath for air passage. The Polestar 3 employs a similar aerodynamic feature on its nose.
R-Wing detail on the 2024 Dodge Charger Daytona
Perhaps the most overt nod to the past is the resurrection of the “Fratzog,” the three-pointed logo used on Dodge vehicles from the early 1960s to the early 1970s. When Tim Kuniskis first teased the vehicle during Stellantis EV day years ago, the backlit Fratzog was the only clearly visible detail, signaling intent to fans of classic Dodge muscle. The Fratzog is positioned on a vertical support pillar at the center of the R-Wing, reminiscent of the 1969 model’s vertical splitter. It also appears on the rear fascia, wheel centers, and various other locations throughout the car.
Rear view of the 2024 Dodge Charger Daytona showing the Fratzog logo
At the rear, a full-width tail lamp assembly incorporates Dodge’s familiar race track surround lighting signature. Despite its three-box appearance, the new Charger is actually a liftback, where the rear glass and the section that would traditionally be a trunk lid lift as a single unit. This design is particularly advantageous, potentially appreciated by police departments should a pursuit-rated version be produced, as the previous Charger’s modest trunk opening often complicated accessing and loading gear.
Rear view of the 2024 Dodge Charger Daytona showing the liftback design
Below the rear bumper, a series of slim vertical slats forms a comb-like structure, labeled with “Fratzonic” across the top. This serves as the outlet for the much-discussed Fratzonic Chambered Exhaust system, a unique sound generator we will explore further.
Seeing the 2024 dodge charger ev in person quickly reveals its substantial size. Measuring 206.6 inches in length, it’s eight inches longer than the outgoing Charger. Its 79.8-inch width is 4.8 inches wider than the old standard-body model and 1.5 inches wider than the wide-body version, effectively making all new Chargers standard widebodies. It remains roughly 1.4 inches shorter than the 1968 model but is three inches wider than the vintage variant. Despite this increased exterior size, the new Charger surprisingly loses about 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 Challenger.
The liftback cargo area of the 2024 Dodge Charger Daytona
With the rear seats upright, there’s a very usable 22.7 cubic feet of cargo space, significantly more than the old Charger’s 16.5 cubic feet. Folding the seats flat expands the available space to 37.4 cubic feet. Enthusiasts planning track days or drag strip visits will appreciate this configuration, as it easily accommodates a full set of extra wheels and tires in the rear. Models equipped with the Plus package also include a modest frunk, sufficient for a backpack or charging cables.
Despite the large liftgate opening, the Charger’s overall structure is considerably stiffer than its predecessor. The body-in-white, prior to battery installation, is 23% stiffer, and adding the battery pack further enhances this improvement to 50%.
Front view of the 2024 Dodge Charger Daytona
Initial deliveries of the new Charger will feature the two-door variants, with the four-door models slated to arrive in the following months. Exterior dimensions are identical for both configurations, sharing the same sheet metal for the hood, roof, and fenders. Only the door apertures differ to accommodate shorter front doors and the addition of rear doors on the four-door model.
Stepping Inside: The Driving Environment
The interior of the new Charger presents arguably its most modern visual aspect. While other Stellantis brands like Jeep and Ram have heavily integrated numerous screens recently, the Charger adopts a somewhat more restrained approach with two primary displays. All new Chargers come standard with a 12.3-inch center touchscreen angled towards the driver. Base R/T models feature a 10-inch instrument cluster display, which can be optionally upgraded to a 16-inch unit. The Scat Pack trim receives the 16-inch driver display as standard.
Interior view of the 2024 Dodge Charger Daytona cockpit
Unlike many contemporary EVs and modern vehicles that employ column-mounted shifters or rely solely on touchscreens (a la Tesla), Dodge maintains an old-school touch with a modern interpretation of the classic pistol grip shifter. As expected in modern vehicles and EVs, this is an electronic interface to control forward and reverse. Despite being electronic, the shifter is designed to mimic a traditional mechanical unit, remaining in position rather than returning to a central detent. The future, high-performance Banshee powertrain, promising even greater capability beyond the Scat Pack’s impressive 0-60 mph times in the mid-3 second range with 670 hp, is expected to feature a multi-ratio transmission, but that variant is not yet available. For details on the 2024 dodge charger horsepower, the R/T and Scat Pack offer distinct levels.
Close-up of the pistol grip shifter in the 2024 Dodge Charger Daytona
Overall, the cabin of the Charger Daytona feels significantly more premium than the previous generation, featuring ample soft-touch surfaces, contrast stitching, and interesting moldings on the door panels complemented by ambient lighting. Notably, it largely avoids piano black trim, save for the glossy bezels surrounding the displays.
Two front seat configurations are available. The standard seat features a two-piece backrest with an adjustable headrest. Base models utilize a mix of fabric and leatherette, with full leatherette in Black or Demonic Red offered as an option on the R/T. Scat Pack buyers can opt for high-back seats with fixed headrests, available in various combinations of suede and leatherette or full Nappa leather.
2024 Dodge Charger Daytona standard front seats
Both seat types proved comfortable during approximately 100 miles of road driving and offered sufficient support during cornering maneuvers on South Mountain and the Radford Racing School track. A potentially surprising aspect for prospective buyers is the seating position. As an electric vehicle with the battery pack located beneath the floor, the floor pan is slightly raised compared to the previous model, resulting in a hip point closer to that of many modern crossovers. While not as high as a Jeep Wrangler, it’s not the low-slung position found in a Viper or even a Mustang.
2024 Dodge Charger Daytona optional high back front seats
One of the significant benefits of the increased size, relative to both the old Charger and especially the Challenger, is the improved rear seat space. Accessing the rear seats in the two-door coupe is surprisingly easy, thanks to the power-forward function of the front seats and the long doors. With the front seats positioned for someone at least six feet tall, my five-foot-ten frame had several inches of knee room and headroom. Again, the seating posture isn’t upright like in a Wagoneer, but neither are knees pushed into the chest. Two adult couples could comfortably undertake a weekend road trip in the Charger Daytona, with ample space for luggage in the rear.
Redline Reviews host Sofyan Bey trying out the rear seat of the 2024 Dodge Charger Daytona
From the driver’s perspective, the steering wheel features both flattened top and bottom sections. It’s a traditional wheel, not a yoke like the Tesla Cybertruck’s, with a large diameter and thick rim that feels comfortable and provides good leverage in turns. None of the test cars had the smaller 10-inch instrument cluster, but with the standard 16-inch display on the Scat Pack (and optional on R/T), the layout is intelligently designed so that crucial information remains visible above the wheel rim, with ancillary data like ambient temperature located in the display’s corners outside the rim.
Interior view showing the steering wheel and dashboard of the 2024 Dodge Charger Daytona
A minor point of disappointment in the interior is the strip of climate controls situated just below the center touchscreen. Similar to the latest Mustang and certain Ford models, these touch-sensitive controls are located on a single piece of plastic that feels somewhat inexpensive, standing out amidst the otherwise more premium materials. While not a deal-breaker, it’s a notable detail.
Close-up of the climate controls below the touchscreen in the 2024 Dodge Charger Daytona
Climbing the Mountain: Driving Impressions
The press drive event was centered at the Radford Racing School in Chandler, Arizona. Founded in 1968 as the Bob Bondurant School of High-Performance Driving, it was renamed Radford in 2021 after undergoing Chapter 11 bankruptcy in 2019. The school continues to offer its core programs, including racing, teen driving, and security driving. It was the first school to build a dedicated training track, which was recently resurfaced. Following presentations by Dodge CEO Matt McAlear, chief engineer Audrey Moore, and designers Scott Kruger and Ryan Nagode, it was finally time to experience whether this new machine could potentially fill the shoes of the Hellcat.
Front view of the 2024 Dodge Charger Daytona at the track
It’s important to reiterate that a faction of devoted V8 Charger/Challenger enthusiasts will likely remain unconvinced by any electric powertrain, regardless of how many times they are outperformed at the drag strip. However, the reality is that this group constitutes a small minority of the actual buyers of Chargers and Challengers over the past decade. Most cars sold were equipped with the Pentastar V6. While Hellcats garnered attention and headlines, they did not represent the majority of sales volume.
Our morning road drive commenced in a Scat Pack equipped with the Track package, carrying a starting price of $73,190. With the addition of the glass roof and carbon and suede package, the total climbed to $78,680. All 2024 Charger Daytonas 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 power electronics.
Illustration showing the drivetrain components of the 2024 Dodge Charger Daytona Scat Pack
On the R/T model, the EDMs are calibrated to produce 456 hp and 404 lb-ft of torque. Activating the Power Shot button on the steering wheel provides a temporary boost of an additional 40 hp for up to 10 seconds. Opting for the Scat Pack grants the Direct Connection Stage 2 tune as standard (additional tunes will be available later), delivering a formidable 630 hp and 627 lb-ft, plus the 40-hp Power Shot. The front EDM also incorporates a clutch mechanism that decouples it from the drive wheels during cruising, reducing drag and enhancing efficiency. The dodge charger 2024 hp figures demonstrate a significant leap for the electric variants.
Close-up of the rear tire and wheel of the 2024 Dodge Charger Daytona
A 100.5-kWh lithium-ion battery pack is located between the EDMs. The pack comprises 13 modules utilizing 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 for 241 miles. Current Charger Daytona models employ a 400V electrical architecture; the future Banshee variant will upgrade to 800V. According to Dodge engineers, with pre-conditioning, the battery can accept a charge rate of up to 220 kW from a 350 kW DC charger, achieving a 20-80% charge in approximately 24 minutes. AC charging is supported at up to 11 kW, requiring 6.8 hours to reach 80% from a 5% state of charge.
2024 Dodge Charger Daytona being charged by a mobile unit
We did not have the opportunity to charge the vehicles during our time in Arizona. While the Radford School plans to install DC fast chargers to support its new electric Charger fleet, they were not yet operational. Instead, Dodge utilized mobile charging units from Ion Dynamics, a startup from Michigan. These carts are equipped with a 104-kWh battery and can provide up to 60 kW of charging power. They can be recharged themselves from a standard 240V NEMA 14-50 outlet and can be remotely driven or operate autonomously in controlled environments.
Mobile charging unit from Ion Dynamics
Pressing the start button activates the Fratzonic exhaust, which emits a sound reminiscent of a turbine spooling up, followed by a roar signaling the vehicle is active. Unlike systems that attempt to replicate existing engine sounds (such as in the Hyundai Ioniq 5N), the Fratzonic exhaust produces a sound unique to this car, yet it clearly communicates its performance intent. At “idle,” the sound settles into a low-frequency rumble with a discernible pulse overlaid. The system offers multiple tones and can be turned off entirely for quiet operation. Engaging Track, Drag, or Drift modes significantly amplifies the sound, making it much more aggressive. It is highly probable that Mopar and aftermarket suppliers will offer alternative sound profiles in the future.
Close-up of the Fratzonic badging on the rear bumper of the 2024 Dodge Charger Daytona
We began our road drive with the vehicle in Auto mode, traversing a mix of interstate and surface streets en route to South Mountain Park and Reserve. The new Charger employs a multi-link front and integral link rear suspension setup. The R/T model features conventional monotube dampers, while the Scat Pack we drove is equipped with dual-valve adaptive units. Base R/T models come with 245/55ZR18 Nexen all-season tires on alloy wheels; 255/45ZR20 Nexens are included with the Plus or Blacktop packages.
Side view of the 2024 Dodge Charger Daytona parked
To handle its considerably higher power and torque output, the Scat Pack is fitted with equally sized 305/35ZR20XL 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 variety. Those seeking maximum performance can upgrade to Goodyear Eagle F1 Supercar 3 tires of the same dimensions. The cars used for road driving were equipped with all-season tires, while the track and drift pad sessions utilized the summer tires. The significantly wider and stickier tires are a primary reason for the Scat Pack’s reduced range compared to the R/T.
Close-up of a wheel and tire on the 2024 Dodge Charger Daytona
While roads in the Phoenix area are generally well-maintained, they are not entirely free of imperfections, such as expansion joints necessary to accommodate temperature variations. I wouldn’t describe the Scat Pack’s ride as overly supple, but the ride quality was surprisingly good, even on South Mountain’s less consistent pavement. There was no perceptible harshness or jarring, likely attributable to the adaptive dampers, despite the Scat Pack’s 29% stiffer spring rates. Driving an R/T with conventional dampers later in the day demonstrated that its ride quality was also very good, although those expansion joints were felt more distinctly. It will be interesting to evaluate both variants on Michigan roads in the future.
Front view of the 2024 Dodge Charger Daytona on a mountain road
As we entered the park and ascended a surprisingly twisty road, the Charger Daytona’s weight became a factor. Weighing in at 5,698 lbs for the R/T and 5,767 lbs for the Scat Pack, it is not a light vehicle, tipping the scales nearly 1,200 lbs heavier than a Hellcat Charger. However, most of this excess mass is positioned low in the structure, attributed to the battery pack, and the weight distribution is balanced front-to-rear, contrasting with the 57/43 distribution of the supercharged V8 model.
Side view of the 2024 Dodge Charger Daytona on a mountain road
Combined with the all-wheel-drive system, the result is a surprisingly nimble feel that belies its actual weight. On a winding mountain road with few extended straights, the Charger Daytona proved far more engaging to drive than its mass might suggest, with two notable exceptions: the steering and the vehicle’s width.
Front view of the 2024 Dodge Charger Daytona on a mountain road
The variable-ratio rack and pinion steering system functions adequately, but even in Sport or Track mode, it offers minimal feedback regarding what is happening at the front wheels. While the effort increases slightly when switching modes via the steering wheel buttons, the connection to the road feels largely remote. Perhaps this is acceptable for a muscle car rather than a dedicated sports car, but it was a slight disappointment. The other challenge on these narrow mountain roads was the sheer width of the Charger, which occupied a significant portion of the lane, requiring extra caution on blind curves to remain within our side of the double yellow line.
Rear view of the 2024 Dodge Charger Daytona on a mountain road
Managing the kinetic energy of such a massive vehicle necessitates robust braking, and the Charger delivers. The R/T model is equipped with 354mm front and 350mm rear rotors paired with floating calipers. The Scat Pack, however, is truly prepared for demanding use with substantial 410mm rotors at both ends, clamped by six-piston Brembo calipers up front and four-piston units at the rear. As an electric vehicle, it also benefits from regenerative braking, with paddles on the back of the steering wheel allowing the driver to adjust the regen intensity. One might assume such large friction brakes are excessive given regenerative capabilities, but when the battery is fully charged, it has limited capacity to absorb energy, making friction brakes essential for dissipating kinetic energy, especially on the track.
Within the Uconnect 5 infotainment system, there is also a setting to toggle creep mode. For those who prefer a feel closer to a traditional ICE vehicle, enabling creep mode with low regen mimics a conventional automatic transmission. With maximum regen and creep mode off, the car will come to a complete stop, though the regen braking is not quite as aggressive as in some other EVs.
Throughout the drive, we experimented with the sound settings. While the loudest setting doesn’t replicate a Hellcat, it’s considerably more aggressive and fitting of a muscle car than the sounds found in vehicles like the Ioniq 5N or a Mach-E in Unbridled mode. Dodge chose not to include simulated shifting like the Hyundai Ioniq 5N, which is arguably a missed opportunity. While sound and shift emulation might seem like gimmicks, they can add a layer of fun when driving on a back road. However, for commuting, turning off all artificial sound and emulation is undoubtedly more relaxing.
2024 Dodge Charger Daytona parked at the track
Pushing Limits: Hitting the Track
After lunch, we had the opportunity to drive laps on the Radford school road course in Scat Pack models equipped with the summer performance tires. Similar to the mountain drive, this heavy machine felt surprisingly well-balanced, and the width was less of a concern on the open track, although it could become a factor during passing maneuvers in a typical track day session. To optimize performance, a “Race Prep” mode is available within the performance pages of the infotainment system, designed to bring the battery to its optimal operating temperature (around 65 degrees Celsius) for maximum current flow. Depending on the initial temperature, Race Prep can take up to approximately 5 minutes.
Our track time involved lead-follow sessions with an instructor. Exiting the final corner onto the pit straight, tapping the Power Shot button on the steering wheel’s lower right quadrant provides a 40-hp boost, which could be beneficial in a competitive setting, although the standard 630 hp is already ample. Similar to the Ioniq 5N, the additional audio feedback from the Fratzonic exhaust proves genuinely helpful in gauging the car’s performance range, in addition to being simply entertaining.
2024 Dodge Charger Daytona on the track
Following the track session, I headed to the skid pad to attempt drifting. Selecting Drift mode decouples the front EDM, configuring the Charger as a rear-wheel-drive vehicle. Even utilizing only half of the available power and torque, the instantaneous torque delivery of the electric motor, all directed to the rear axle, makes initiating a drift remarkably easy, even with the high-grip Supercar tires. Maintaining the drift, however, requires considerably more practice to master the required pedal modulation. Nonetheless, generating tire smoke and shredding rubber is easily achieved.
2024 Dodge Charger Daytona drifting on a wet skid pad
While I opted for more laps on the road course instead of the drag strip, those who ran the quarter-mile found the Charger Daytona highly capable. Thanks to its instant torque response—a feat unmatched even by a supercharged V8—and the all-wheel-drive system, the Charger Daytona achieves significantly more consistent launches than its rear-wheel-drive predecessors. I observed timing slips showing elapsed times ranging from 11.4 to 11.7 seconds, which is very impressive and consistently quicker than a non-Demon Hellcat.
2024 Dodge Charger Daytona doing a burnout on a track
Driving the R/T after the Scat Pack might have been a slight misjudgment in sequence. With 456 hp plus the 40 hp Power Shot, it is still a very quick car, reaching 60 mph in 4.7 seconds. However, it lacks the brutal off-the-line acceleration feel of its more powerful sibling. Nevertheless, considering that the majority of previous Charger and Challenger buyers opted for the Pentastar V6, they will likely find the new R/T more than sufficient. Choosing the R/T means having equally sized tires front and rear and the absence of the specific Track, Drift, or Drag options in the driver mode settings. It still retains the purposeful styling of the Scat Pack, and most observers won’t notice the performance difference from a glance.
Side view of the 2024 Dodge Charger Daytona R/T
So, what constitutes the competitive landscape for the new 2024 dodge charger ev? This is surprisingly difficult to define. The most apparent candidates are the aforementioned Hyundai Ioniq 5N, the Ford Mustang Mach-E GT, and the Tesla Model S Plaid. The Plaid, in many respects, functions like a muscle car, prioritizing exceptional acceleration over nuanced handling. While the Tesla can easily out-accelerate the Charger, achieving 0-60 mph in around 2 seconds compared to the Dodge’s 3.3 seconds, the Dodge presents a much sleeker aesthetic than the Hyundai or Ford electric options.
Rear view of the 2024 Dodge Charger Daytona
An alternative perspective might consider the Charger as a competitor to performance crossover coupes like the BMW X6M or Porsche Cayenne Coupe. It is significantly more affordable than these German offerings, provides more interior space, and possesses a unique character all its own.
The initial Charger models available are not inexpensive, with the R/T starting at $61,590 including delivery, and the introductory Scat Pack priced at $75,185. At approximately $17,000 more than the 2023 Scat Pack Wide Body Charger, the price increase is substantial. However, it is important to note that the new Scat Pack is quicker than the old Hellcat Redeye, which retailed for $95,000.
Rear view of the 2024 Dodge Charger Daytona in white
From the outset of production, the battery modules for the Charger Daytona are sourced from Samsung’s factory in Hungary, rendering the car ineligible for federal tax credits in the U.S., although customers who choose to lease may receive the credit passed along. Sometime in 2025, the first of two joint venture factories between Stellantis and Samsung SDI in Indiana is scheduled to commence cell production. If the current administration in Washington does not repeal the Inflation Reduction Act (IRA) in the coming year, vehicles utilizing cells produced at that domestic facility will become eligible for tax credits upon purchase.
The Verdict
After spending a full day with the new Dodge Charger Daytona, my conclusion is that it genuinely succeeds in carrying the muscle car tradition forward into a new era. Despite its considerable weight, the Scat Pack is the quickest accelerating Charger ever produced, matching the performance of the most powerful Vipers and trailing only the Challenger Demon models. While it naturally lacks the distinctive pulsing vibration of a large V8 engine, the unique Fratzonic sound system is undeniably fun, and the car offers significantly more utility than one would have expected from a vehicle of this type historically.
Close-up of the Fratzog logo on the front of the 2024 Dodge Charger Daytona
The challenge for Dodge lies in the fact that purchasing a car like the Charger is rarely a purely rational decision. While no one needs a vehicle like the Charger Daytona, I believe there will be many who want it. There will certainly remain a core group of Hellcat V8 fundamentalists who will forever condemn this car and refuse to consider it, irrespective of how many times they are beaten on the drag strip. However, if potential muscle car enthusiasts are willing to put aside their preconceptions and visit a local dealer for a test drive, they might just discover a powerful desire for this new breed of American e-Muscle, helping to usher in and sustain this new, exciting era.
