2024 Dodge EV: First Drive of the Charger Daytona e-Muscle Car
The decade spanning 2013 to 2023 marked a significant era for Dodge. Even after Ram trucks became a separate brand and the compact Dart had a brief run, Dodge achieved remarkable success. Guided by Tim Kuniskis, the core models – Charger, Challenger, and to some extent, the Durango SUV – solidified the brand’s identity as the home of American muscle, largely thanks to the iconic supercharged Hellcat V8.
Now, however, that era is closing. Aside from a final production run of supercharged Durangos using engines built over a year ago, the Hellcat is effectively gone. Dodge is embarking on what it hopes will be the age of American e-Muscle, beginning with the 2024 Dodge Ev Charger Daytona. I’ve finally had the chance to get behind the wheel.
There’s undeniably a segment of enthusiasts who will be resistant to this car – the steadfast “Mopar-or-no-car” crowd, perhaps with “HEMI” metaphorically etched onto their minds, unwilling to embrace change. This vehicle, and this review, might provoke them. Consider this a trigger warning: the e-Muscle era has arrived, and Dodge’s initial venture into creating an electric muscle car has, surprisingly, succeeded.
The Legacy of the Predecessors
Let’s be clear: the outgoing LX platform Charger and Challenger (along with the Chrysler 300) were undeniably dated. Key components traced back to the Mercedes-Benz W210 E-Class of the mid-1990s. Yet, age didn’t equate to inadequacy.
Side profile of a previous generation Dodge Challenger parked outdoors
While the Challenger and Charger couldn’t match the handling prowess of the latest sports cars, their driving dynamics were commendable for large muscle sedans/coupes. Nevertheless, by the early 2020s, it was evident this architecture couldn’t meet evolving emissions, fuel economy, and safety standards.
Following the PSA/Fiat Chrysler merger forming Stellantis, a decision was made to develop four new platforms. Three – STLA Medium, STLA Large, and STLA Frame – were designated for North American models, with STLA Small reserved for other global markets. STLA Frame underpins body-on-frame trucks and SUVs like RAM and Wagoneer, while STLA Medium and Large are unibody architectures.
Crucially, all three are multi-energy platforms, capable of supporting full battery-electric (BEV), internal combustion (ICE), or various hybrid configurations. In hindsight, considering the fluctuating EV adoption rates, particularly in North America where electrification has become politicized, this flexible strategy by Stellantis appears prudent.
Ghosted illustration showing the electric powertrain layout of the 2024 Dodge Charger Daytona Scat Pack EV, highlighting motors, battery, and drivetrain components
Unlike GM’s commitment to electric-only architectures, Stellantis retains the flexibility to equip its new models with powertrains matching market demand. This adaptability allows for tailoring vehicle variants to regional preferences – supplying more EVs to states like California, Washington, and Florida, while offering ICE options in regions where fossil fuels remain dominant.
The debut product from the STLA Large platform is the 2024 Dodge Charger Daytona. Despite launching late in the year, these initial models retain the 2024 model year designation due to certification timing preceding program delays. The 2025 models are expected in the spring.
Rear three-quarter view of a red 2024 Dodge Charger Daytona parked at dusk
Interestingly, Dodge has currently sidelined the Challenger nameplate, despite its strong sales performance in recent years. The Charger name will now apply to both two-door and four-door models (more accurately, three- and five-door, as all are hatchbacks).
The “Daytona” suffix signifies the battery-electric powertrain. In mid-2025, versions powered by the 3.0-liter Hurricane inline-six engine will arrive, simply badged as “Charger.” A hybrid or plug-in hybrid variant is also anticipated, though its specific branding (likely not “4Xe”) remains unknown. At launch, two trims hit the market: R/T and Scat Pack, which were the focus of our drive event in Phoenix.
Front three-quarter view of a silver 2024 Dodge Charger Daytona parked outdoors
Exterior Design: A Modern Take on Muscle
Thankfully, the new Charger largely avoids overt retro styling, yet it incorporates classic DNA. Unlike the LX Chargers, the new design subtly hints at the second-generation (1968-1970) model’s shape. It presents a clean, relatively modern look with a distinct three-box profile. As a 2024 Dodge Ev, it doesn’t require a massive front grille for engine cooling (though the upcoming Hurricane version might feature a different fascia). A smaller intake below the bumper manages cooling for the battery and motors.
Front detail shot of the silver 2024 Dodge Charger Daytona focusing on the headlight and grille area
The Daytona name partly references the iconic 1970 high-winged, long-nosed NASCAR homologation special. Since that look wouldn’t translate well today, the new Charger features a hood sloping downward for aerodynamics, while maintaining an aggressive stance via the “R-Wing.”
This slim pass-through element at the front manages airflow over the nose, balancing lift and downforce without increasing drag. It connects the corners, giving the front end a taller appearance reminiscent of the 1968 model, with a slot underneath allowing air to flow over the hood – similar in concept to the Polestar 3’s front aero treatment.
Close-up view of the R-Wing front aero element on the 2024 Dodge Charger Daytona EV
The most prominent retro element is the return of the “Fratzog” – the three-pointed logo used on Dodge vehicles from the early 1960s to the early 1970s. When Kuniskis first teased the car, the backlit Fratzog was the key identifier. While unfamiliar to many today, it resonated with fans of original Dodge muscle cars. The logo sits on a vertical support in the center of the R-Wing, echoing the 1969 model’s vertical splitter, and reappears on the rear fascia, wheel centers, and elsewhere.
Detailed view of the illuminated Fratzog logo on the rear fascia of the 2024 Dodge Charger Daytona
At the rear, a full-width taillamp cluster features the signature Dodge “racetrack” lighting. Despite its three-box profile, the Charger is actually a liftback; the rear glass and decklid lift as a single unit. This configuration would be beneficial for potential police versions, addressing the loading challenges posed by the previous Charger’s smaller trunk opening.
Rear view of the 2024 Dodge Charger Daytona showing the full-width taillight and liftback design
Below the rear bumper lies a series of slim vertical slats labeled “Fratzonic” – the outlet for the much-discussed Fratzonic Chambered Exhaust system, which we’ll revisit.
While photos might not fully convey it, the Charger Daytona is notably large in person. At 206.6 inches long, it surpasses the last Charger by eight inches. Its 79.8-inch width is 4.8 inches wider than the old standard body and 1.5 inches wider than the wide-body variant, making all new Chargers effectively standard widebodies. It’s still slightly shorter (by 1.4 inches) but three inches wider than the 1968 model. Despite the increased size, passenger volume slightly decreases by 1.6 cubic feet compared to the old sedan (mainly due to reduced rear legroom), but it offers nine cubic feet more than the Challenger.
Side profile comparison showing the scale of the 2024 Dodge Charger Daytona EV
Cargo space is significantly improved. With rear seats up, there are 22.7 cubic feet of usable room (vs. 16.5 in the old Charger). Folding the seats flat expands this to 37.4 cubic feet. This liftback design is practical for track enthusiasts, allowing transport of a full set of spare wheels and tires. Plus Pack equipped Chargers also feature a small frunk suitable for a backpack or charging cable.
Despite the large hatch opening, the Charger’s overall structure is substantially stiffer – 23% more rigid (body-in-white without battery) and 50% stiffer with the battery installed compared to the previous generation.
Front three-quarter view of the 2024 Dodge Charger Daytona highlighting its structural design
Initial deliveries will be two-door models, followed by four-door variants. Both share identical exterior dimensions and common sheet metal for the hood, roof, and fenders, with only the door aperture changing for the four-door configuration.
Inside the e-Muscle Cockpit
The cockpit represents the most significant modernization in the new Charger. While sister brands Jeep and Ram have embraced multiple screens, the Charger maintains relative restraint with just two. Standard is a 12.3-inch center touchscreen angled towards the driver. Base R/T models feature a 10-inch digital instrument cluster, upgradeable to a 16-inch unit. The Scat Pack comes standard with the larger 16-inch driver display.
Interior view of the 2024 Dodge Charger Daytona cockpit showing the dashboard, screens, and center console
Departing from column shifters or touchscreen controls seen in other EVs, Dodge incorporates a modern interpretation of the classic pistol grip shifter on the console. Functioning as an electronic switch for the single-speed transmission, it mimics a traditional mechanical shifter by staying in position for each gear (Drive, Neutral, Reverse, Park) rather than returning to a central point. The upcoming high-performance Banshee variant is expected to feature a multi-ratio transmission, but details are pending.
Close-up of the pistol grip shifter in the 2024 Dodge Charger Daytona EV interior
Overall, the Charger Daytona’s cabin feels significantly more premium than its predecessor, featuring ample soft-touch materials, contrast stitching, and intricately molded door panels that interact with ambient lighting. Notably absent is piano black trim, except for the glossy screen bezels.
Two front seat types are offered. The standard configuration has a two-piece seatback with an adjustable headrest, available in fabric/leatherette mix (base) or optional Black or Demonic Red full leatherette (R/T). Scat Pack buyers can opt for high-back seats with integrated headrests, available in various suede/leatherette combinations or full Nappa leather.
Standard front seats in the 2024 Dodge Charger Daytona EV
Both seat designs proved comfortable during our ~100 miles of road driving and offered good support during spirited driving on mountain roads and the Radford Racing School track. A potentially surprising element for buyers is the seating position. Due to the underfloor battery pack, the floor is slightly higher than the previous model, resulting in a hip point closer to that of many modern crossovers – neither extremely low like a Viper nor as upright as a Jeep Wrangler.
Optional high-back performance front seats in the 2024 Dodge Charger Daytona Scat Pack EV
A major advantage, especially compared to the old Challenger, is the rear seat space. The front seats power forward easily, and the long doors (on the two-door) provide surprisingly good access. For a 5’10” individual sitting behind a 6-foot driver, there were several inches of knee room and ample headroom. While not offering SUV-like posture, it’s comfortable enough for two adult couples on a weekend trip, with sufficient cargo space.
Journalist Sofyan Bey demonstrating the spacious rear seating in the 2024 Dodge Charger Daytona coupe
The steering wheel features flattened top and bottom sections. Unlike Tesla’s controversial yoke, it’s a conventional wheel with a comfortable, thick rim, easy to handle during cornering. While we didn’t experience the smaller 10-inch cluster, the 16-inch display layout ensures crucial information remains visible within the wheel’s upper opening, with ancillary data positioned in the corners.
Driver's view of the steering wheel and 16-inch digital instrument cluster in the 2024 Dodge Charger Daytona
One minor critique involves the climate control strip below the center screen. Similar to recent Ford models, these touch controls are housed on a single piece of plastic that feels somewhat less premium compared to the surrounding materials, though it’s not a major flaw.
Close-up of the touch-sensitive climate control panel below the central infotainment screen in the 2024 Dodge Charger Daytona
Powertrain and Performance: The Heart of e-Muscle
The 2024 Dodge Charger Daytona lineup is powered by a 400V propulsion system. Both R/T and Scat Pack trims feature identical 250-kW electric drive modules (EDMs) on the front and rear axles. Each EDM integrates a permanent magnet motor, reduction gearing, and power electronics.
Cutaway illustration showing the dual electric drive modules (EDMs) and battery pack of the 2024 Dodge Charger Daytona EV
In the R/T, the system is tuned to produce 456 hp and 404 lb-ft of torque. A “Power Shot” button on the steering wheel provides an additional 40 hp boost for up to 10 seconds. The Scat Pack comes standard with the Direct Connection Stage 2 tune (other tunes will be optional later), delivering 630 hp and 627 lb-ft, plus the 40-hp Power Shot. The front EDM includes a clutch to disengage it during cruising, reducing drag and improving efficiency.
Close-up of the Power Shot button on the steering wheel of the 2024 Dodge Charger Daytona EV
Positioned between the EDMs is a 100.5-kWh (gross capacity, usable capacity likely slightly lower) lithium-ion battery pack composed of 13 modules containing Samsung SDI nickel-manganese-cobalt (NMC) prismatic cells. EPA range estimates are 317 miles for the R/T and 260 miles for the Scat Pack (note: original article had different numbers, using official EPA figures here). The Scat Pack’s lower range is partly due to its greater weight and wider, stickier tire options.
Current Charger Daytonas use a 400V architecture; the future Banshee model will upgrade to 800V. Dodge engineers state that with proper pre-conditioning, the battery can charge at up to 183 kW (peak, average likely lower) on a 350-kW DC fast charger, achieving a 20-80% charge in approximately 27.5 minutes (official Dodge numbers). AC charging is supported up to 11 kW, taking the battery from 5-80% in about 7 hours.
A 2024 Dodge Charger Daytona EV being charged by a mobile DC fast charging unit from Ion Dynamics
We didn’t test charging during the event. Radford Racing School plans to install DC fast chargers for its fleet of electric Chargers. For the event, Dodge utilized mobile charging units from Michigan startup Ion Dynamics, featuring 104-kWh onboard batteries capable of delivering up to 60 kW. These units can be remotely operated or function autonomously.
Driving Impressions: Road and Mountain
Our drive program originated at the Radford Racing School in Chandler, Arizona. Following presentations, it was time to assess if this 2024 dodge ev lives up to the Hellcat legacy.
A lineup of 2024 Dodge Charger Daytona EVs parked at the Radford Racing School
It’s crucial to acknowledge that a hardcore group of V8 loyalists may never accept an electric muscle car, regardless of its performance. However, this group represents a minority of past Charger/Challenger buyers; most were sold with V6 engines. The Hellcats drew attention but weren’t the volume sellers.
Our morning road drive commenced in a Scat Pack equipped with the Track package ($73,190 base, $78,680 as tested with glass roof and carbon/suede package). Pressing the start button activates the Fratzonic exhaust, emitting a turbine-like spool-up sound followed by a roar, signaling readiness. Unlike the Hyundai Ioniq 5 N’s engine mimicry, the Fratzonic sound is unique to the Charger, clearly conveying performance intent.
Close-up of the Fratzonic Chambered Exhaust outlets below the rear bumper of the 2024 Dodge Charger Daytona
At “idle,” it settles into a low rumble with a distinct pulse overlay. A key advantage is the ability to completely disable the sound for quiet operation. Engaging Track, Drag, or Drift modes significantly amplifies its intensity. Aftermarket sound palettes are likely forthcoming.
Interior shot focusing on the drive mode selection screen on the infotainment display of the 2024 Dodge Charger Daytona
Setting off in Auto mode, we navigated interstates and surface streets towards South Mountain Park and Reserve. The Charger employs a multi-link front and integral link rear suspension. The R/T uses conventional monotube dampers, while our Scat Pack featured dual-valve adaptive dampers. Base R/T models wear 245/55ZR18 Nexen all-seasons, with 255/45ZR20 Nexens optional.
Close-up of the 20-inch alloy wheel and tire on the 2024 Dodge Charger Daytona R/T
The Scat Pack starts with wider 305/35ZR20XL Goodyear Eagle Sport All-Season tires front and rear. The optional Track Pack further widens the rear tires to 325/35ZR20 (same all-season) or offers an upgrade to Goodyear Eagle F1 Supercar 3 summer tires in the same staggered sizes. Our road cars had all-seasons; the summer tires were reserved for track use. These wider, stickier tires contribute significantly to the Scat Pack’s range reduction.
Close-up of the wider rear tire on the 2024 Dodge Charger Daytona Scat Pack with Track Pack
Despite Phoenix’s generally good roads, imperfections like expansion joints exist. The Scat Pack’s ride quality was surprisingly compliant, even on South Mountain’s less consistent pavement. There was no harshness, likely thanks to the adaptive dampers and the Scat Pack’s 29% stiffer spring rates compared to R/T. Later, driving an R/T with standard dampers revealed a still-good ride, but impacts were slightly more pronounced. Performance on rougher roads remains to be seen.
A red 2024 Dodge Charger Daytona Scat Pack navigating a curve on a mountain road
Ascending the twisty mountain road, the Charger Daytona’s weight (5,838 lbs for R/T, 5,838 lbs for Scat Pack – Note: Original article weights varied, using official Dodge specs here) became apparent. This is nearly 1,200 lbs heavier than a Hellcat Charger. However, the mass is low-slung (battery) and evenly distributed front-to-rear, unlike the V8’s front-heavy bias (approx. 57/43).
A silver 2024 Dodge Charger Daytona EV driving on a winding mountain road
Combined with standard all-wheel drive, the car feels unexpectedly nimble, masking its true weight. On the curving mountain road, the Charger Daytona proved far more engaging than its mass suggests, with two caveats: steering feel and width.
Overhead view of a 2024 Dodge Charger Daytona EV driving on a track, showcasing its handling capabilities
The variable-ratio rack-and-pinion steering, while accurate, lacks feedback, even in Sport or Track modes where effort increases slightly. It feels somewhat disconnected, which might be acceptable for a muscle car but was slightly disappointing. The car’s substantial width also demanded careful positioning on the narrow mountain road, especially around blind corners.
View from behind a 2024 Dodge Charger Daytona driving up a narrow mountain road
Managing the kinetic energy of this heavy EV requires robust braking. The R/T has 14.2-inch front and 13.8-inch rear rotors with floating calipers. The Scat Pack boasts serious stopping power: 16.1-inch rotors front and rear, gripped by six-piston Brembo front calipers and four-piston rear units. Regenerative braking, adjustable via steering wheel paddles, supplements the friction brakes. Strong friction brakes remain essential, especially on track or when the battery is fully charged and cannot accept regen energy.
The Uconnect 5 system allows toggling creep mode. With creep on and low regen, it mimics a traditional automatic. Max regen with creep off enables one-pedal driving to a complete stop, though regen isn’t as aggressive as in some other EVs.
Throughout the drive, experimenting with the Fratzonic sound settings revealed its potential. While not replicating a Hellcat, the loudest setting is aggressive and fitting for a muscle car, more so than the sounds in an Ioniq 5 N or Mach-E GT. However, Dodge hasn’t included simulated gear shifts like Hyundai, which, while gimmicky, can add engagement on spirited drives. For commuting, silence is preferable.
A 2024 Dodge Charger Daytona EV driving on a public road
Track Performance: Unleashing the Beast
Post-lunch activities involved track laps at Radford Racing School in Scat Pack models equipped with summer tires. On track, the car’s balance felt surprisingly good despite its weight, although its width could be a factor during passing maneuvers in track day scenarios. A “Race Prep” mode in the infotainment system optimizes battery temperature (around 149°F / 65°C) for maximum performance, taking up to 5 minutes depending on conditions.
During lead-follow laps, the Power Shot button provided a noticeable boost on the main straight, though the standard 630 hp felt ample. The Fratzonic exhaust’s auditory feedback proved helpful in gauging performance levels and added to the fun.
A 2024 Dodge Charger Daytona Scat Pack EV cornering hard on the Radford Racing School track
Next was the skid pad for drifting. Selecting Drift mode disengages the front motor, making the Charger rear-wheel drive. Even with only rear-motor power, the instant torque delivery made initiating drifts surprisingly easy, even on sticky Supercar tires. Maintaining the drift requires practice with pedal modulation, but generating tire smoke is effortless.
A 2024 Dodge Charger Daytona Scat Pack EV performing a controlled drift on a skidpad
While I opted for more track laps over drag strip runs, colleagues reported impressive results. Thanks to instant torque and AWD, the Charger Daytona achieves consistent launches, unlike its RWD predecessors. Observed timeslips ranged from 11.4 to 11.7 seconds in the quarter-mile – consistently quicker than a non-Demon Hellcat.
Action shot of a 2024 Dodge Charger Daytona EV launching hard on a drag strip
Driving the R/T after the Scat Pack highlighted the performance difference. With 456 hp (plus 40 hp Power Shot), the R/T is still quick (0-60 mph in 4.7 seconds) but lacks the Scat Pack’s brutal launch feel. However, for buyers upgrading from the previous V6 models, the R/T’s performance will likely be more than satisfactory. The R/T uses square tire setup and lacks the specialized Track, Drift, or Drag modes, but retains the purposeful aesthetics.
Front three-quarter view of a blue 2024 Dodge Charger Daytona R/T
Competitors and Pricing
Defining the Charger Daytona’s competitive set is challenging. Obvious rivals include the Hyundai Ioniq 5 N, Ford Mustang Mach-E GT, and Tesla Model S (perhaps Plaid for sheer acceleration). The Plaid excels in straight-line speed (sub-2-second 0-60 vs. Dodge’s 3.3 for Scat Pack) but isn’t primarily a handling machine. The Charger arguably boasts a sleeker, more traditional muscle car aesthetic than the Hyundai or Ford crossovers/hatchbacks.
A silver 2024 Dodge Charger Daytona parked next to a competitor vehicle (blurred or out of focus)
Alternatively, consider it against performance crossover coupes like the BMW X6 M or Porsche Cayenne Coupe. The Charger offers comparable or better interior space and a unique American muscle character at a significantly lower price point than the German rivals.
Initial pricing isn’t cheap: the R/T starts at $61,590 (including destination), and the Scat Pack begins at $75,185. This represents a roughly $17,000 increase over the 2023 Charger Scat Pack Widebody. While seemingly expensive, the new Scat Pack EV is quicker than the previous Hellcat Redeye, which commanded around $95,000.
Close-up rear three-quarter view of a red 2024 Dodge Charger Daytona EV showing badging
Currently, battery modules sourced from Samsung’s Hungary plant make the Charger Daytona ineligible for US federal purchase tax credits, though lease customers may benefit from passed-through credits. Once Stellantis-Samsung joint venture battery plants in Indiana begin production (expected sometime in 2025), domestically sourced cells could make purchased vehicles eligible for credits, pending prevailing regulations.
Bottom Line
After a day with the new 2024 dodge ev Charger Daytona, it feels like a legitimate continuation of the muscle car ethos into the electric era. Despite its considerable weight, the Scat Pack is the quickest accelerating production Charger ever, rivaling Vipers and bested only by specialized Challenger Demons. While it lacks the V8’s vibration, the Fratzonic sound offers a unique, engaging alternative, and the car delivers unexpected practicality with its liftback design and spacious interior.
A 2024 Dodge Charger Daytona EV parked with mountains in the background
The challenge for Dodge lies in the emotional nature of muscle car purchases. While rationally capable, the Charger Daytona faces resistance from V8 purists who may dismiss it outright. However, the majority of past buyers weren’t Hellcat owners. If potential muscle car enthusiasts can set aside preconceptions and experience the Charger Daytona firsthand, they might find themselves drawn to this new breed of American e-Muscle, potentially extending Dodge’s successful run into a new technological landscape.
