2024 Electric Dodge Charger Daytona: Has e-Muscle Arrived?
The decade leading up to 2023 was a remarkable era for Dodge. Even after the Ram truck division became its own brand and the short-lived Dart compact faded, Dodge found surprising success. Under Tim Kuniskis’ leadership, the remaining core models – the Charger, Challenger, and to a lesser extent, the Durango SUV – solidified Dodge’s identity as the quintessential American muscle car brand, largely thanks to the formidable supercharged Hellcat V8 engine.
However, that era has ended. Aside from a final batch of supercharged Durangos powered by engines produced over a year ago, the Hellcat is no more. Dodge is now charting a new course, aiming to usher in what it hopes will be the age of American “e-Muscle,” beginning with the 2024 Electric Dodge Charger Daytona. I recently had the opportunity to drive this pivotal new vehicle.
Undoubtedly, this car will upset a segment of traditional Mopar enthusiasts – the kind who might have “HEMI” tattooed on their forehead and are resistant to change. This vehicle, and likely this review, will probably trigger them. Consider this a warning: the era of e-Muscle is here, and Dodge’s first attempt at building a muscle car powered by electricity has, surprisingly, succeeded. This marks a significant shift for dodge new muscle car 2024.
Legacy and the Need for Change
While undeniably aged, the now-retired LX platform that underpinned the Charger, Challenger, and Chrysler 300 wasn’t inherently bad. Significant components were derived from the mid-1990s Mercedes-Benz W210 E-Class.
Front quarter view of a white 2024 Dodge Charger Daytona in motion
Though the Challenger and Charger couldn’t match the handling prowess of the latest generation sports cars, they offered surprisingly competent driving dynamics for their size as large muscle sedans and coupes. Nevertheless, by the early 2020s, it became apparent that this architecture could no longer meet evolving emissions, fuel economy, and safety standards. This transition also saw the temporary shelving of the Challenger nameplate; discussions around a 2024 dodge challenger electric car may continue, but the focus is currently on the Charger.
Following the merger of PSA and Fiat Chrysler to form Stellantis, a decision was made to develop a family of four new modular platforms. Three are intended for North America: STLA Medium, STLA Large, and STLA Frame. STLA Small is primarily for other global markets. STLA Frame is designated for body-on-frame vehicles like Ram trucks and Wagoneers, while STLA Medium and Large are unibody architectures.
These three platforms are designed to be “multi-energy,” meaning they can accommodate battery-electric, internal combustion, or hybrid powertrains. In hindsight, this has proven to be a shrewd product planning decision for Stellantis, given the uneven adoption rate of EVs, particularly in North America, where the technology has become politically charged.
Illustration showing the internal components of the all-wheel-drive 2024 Dodge Charger Daytona Scat Pack
In contrast, GM committed solely to electric-only architectures, limiting their propulsion flexibility. Stellantis’ strategy allows them to build vehicles with powertrain options that align with market demand across different regions, catering to states with higher EV adoption while continuing to offer fossil-fuel options elsewhere.
The first vehicle to emerge from the STLA Large platform is the 2024 dodge charger Daytona. Despite a launch pushed towards the end of the calendar year, the initial production run is certified as model year 2024. The 2025 models are anticipated to launch in the spring.
Rear quarter view of a white 2024 Dodge Charger Daytona parked
Interestingly, despite the Challenger experiencing its strongest sales in its final years, Dodge has, for the moment, discontinued the nameplate. The Charger moniker will now encompass both two-door and four-door body styles (more accurately, three-door and five-door liftbacks).
The “Daytona” suffix identifies the battery-electric models. In mid-2025, Dodge will introduce variants powered by the 3.0-liter Hurricane inline-six engine, simply called “Charger.” A hybrid or plug-in hybrid is also likely at some point, though its name remains unknown (it probably won’t be 4Xe). At launch, the 2024 Charger Daytona is offered in two trim levels: R/T and Scat Pack, which were the models provided for testing in Phoenix.
Front profile view of a gray 2024 Dodge Charger Daytona parked
A Walk Around: Design and Dimensions
Fortunately, the new Charger avoids being overly retro in design, yet it incorporates clear DNA from earlier iterations of the nameplate. Unlike the various LX Charger generations, the new car’s shape subtly references the second-generation model from 1968-1970. It presents a clean, relatively modern design with a three-box profile. As an EV, a large front air intake isn’t necessary (though the upcoming Hurricane versions will likely have a distinct fascia), so a smaller grille below the bumper suffices for cooling the battery and motors.
Close-up front view of the R-Wing on a white 2024 Dodge Charger Daytona
The Daytona name harks back to the iconic high-winged, long-nosed 1970 NASCAR homologation car. Given that such a look wouldn’t translate well today, the new Charger features a hood that slopes down towards the mid-point of the front fascia for aerodynamic efficiency. To maintain a taller, more aggressive visual presence, designers created the “R-Wing.”
The R-Wing is designed to manage airflow over the front of the car, balancing lift and downforce without increasing drag. This slim panel connects the corners of the front end, creating a taller appearance that vaguely echoes the 1968 model, with a slot underneath to direct airflow over the hood. This concept is similar to the setup seen on the Polestar 3.
Three-quarter front view of a gray 2024 Dodge Charger Daytona on a track
The most explicit retro nod is the return of the “Fratzog,” the triangular, three-pointed logo used by Dodge from the early 1960s to the early 1970s. When Tim Kuniskis first teased the car years ago, the backlit Fratzog was the only clearly visible element. While many modern observers might not recognize it, enthusiasts of classic Dodge muscle cars certainly understood the hint. The Fratzog is positioned on a vertical support pillar at the center of the R-Wing, recalling the 1969 model’s vertical splitter. It also appears on the rear fascia, wheel centers, and other locations.
Rear view of a white 2024 Dodge Charger Daytona showcasing the full-width taillight and Fratzonic outlet
At the rear, a full-width tail lamp cluster features the now-familiar Dodge racetrack surround lighting motif. Despite its three-box profile, the Charger is actually a liftback, with the rear glass and what would traditionally be the trunk lid opening as a single unit. This configuration will likely be appreciated for potential police versions, as the previous Charger’s small trunk opening was challenging for loading officers’ gear.
Close-up rear view of the Fratzonic outlet on a white 2024 Dodge Charger Daytona
Below the rear bumper is a comb-like arrangement of slim vertical slats labeled “Fratzonic” across the top. This is the outlet for the much-discussed Fratzonic Chambered Exhaust, an innovative sound system we’ll discuss further below.
Photographs don’t fully convey its size, but seeing the Charger Daytona in person reveals its significant dimensions. At 206.6 inches long, it’s 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 wide-body, effectively making all new Chargers standard widebodies. It’s slightly shorter (1.4 inches) than the 1968 model but three inches wider than that vintage car. Despite this increased size, passenger volume decreases slightly (1.6 cubic feet) compared to the old sedan, mainly due to a three-inch reduction in rear legroom. However, it offers nine cubic feet more interior volume than the Challenger.
Open rear liftgate of a white 2024 Dodge Charger Daytona showing spacious cargo area with rear seats up
With the rear seats up, there’s a very usable 22.7 cubic feet of cargo space, a significant increase from the old Charger’s 16.5 cubic feet. Folding the seats flat expands this to 37.4 cubic feet. This liftback design will be beneficial for enthusiasts who take their cars to the drag strip or track, allowing a full set of extra wheels and tires to be loaded easily. Chargers equipped with the Plus pack will also feature a modest frunk large enough for items like a backpack or charging cables.
Despite the large hatch opening, the Charger’s overall structure is considerably stiffer. The body-in-white (without the battery) is 23% stiffer than the previous generation, and adding the battery increases this improvement to 50%.
Side view of a white 2024 Dodge Charger Daytona parked on a track
The initial deliveries will be of the two-door variants, with the four-door models following in the coming months. Exterior dimensions are identical, with shared sheet metal for the hood, roof, and fenders. Only the door apertures differ to accommodate shorter front doors and the added rear doors on the four-door version.
Stepping Inside: The Driving Environment
The most overtly modern aspect of the new Charger is its cockpit. While other Stellantis brands like Jeep and Ram have embraced multiple screens, the Charger’s approach is more restrained, featuring two main displays. All new Chargers have a 12.3-inch center touchscreen angled towards the driver. Base R/T models come with a 10-inch instrument cluster display, which can be upgraded to a 16-inch unit. The Scat Pack includes the 16-inch driver display as standard.
Interior view of the cockpit of the 2024 Dodge Charger Daytona showing screens and shifter
While many automakers are opting for column-mounted shifters or even screen-based controls in EVs, Dodge has adopted a modern interpretation of the classic pistol grip shifter. Like most contemporary vehicles and all EVs, this is an electronic interface controlling forward and reverse, as there’s only a single gear ratio. The design mimics a traditional mechanical shifter, remaining in each position rather than returning to a central default. The forthcoming high-performance “Banshee” powertrain, set to offer even more power than the 670 hp Scat Pack, is expected to incorporate a multi-ratio transmission, but that variant isn’t yet available. Expect discussions about the 2024 charger daytona banshee to grow louder as its launch approaches.
Close-up interior view of the pistol grip shifter in the 2024 Dodge Charger Daytona
Overall, the Charger Daytona’s cabin feels significantly more premium than the previous generation. It features ample soft-touch materials, contrast stitching, and distinctive moldings on the door panels that interact nicely with the ambient lighting. Notably, it avoids the use of glossy piano black trim, except for the bezels around the displays.
Two front seat options are available. The standard configuration uses a two-piece seatback with an adjustable headrest. Base models combine fabric and leatherette, with full leatherette (Black or Demonic Red) optional on the R/T. Scat Pack buyers can choose a high-back seat with a fixed headrest, available in various suede and leatherette combinations or full Nappa leather.
Close-up view of the standard front seats in a 2024 Dodge Charger Daytona
Both seat types proved comfortable during approximately 100 miles of road driving and supportive during runs through tight curves on South Mountain and higher-speed corners at the Radford Racing School track. A potentially surprising aspect for some buyers is the seating position. Due to the underfloor battery pack, the floor is slightly higher than in 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 also not as low-slung as a Viper or even a Mustang.
Close-up view of the optional high back front seats in a 2024 Dodge Charger Daytona
A major benefit of the increased size compared to both the old Charger and particularly the Challenger is the rear seat room. In the two-door coupe, the front seats power forward, and the long doors allow surprisingly easy access to the back. With the front seats adjusted for someone six feet tall, my five-foot-ten-inch frame still had several inches of knee and headroom. The seating position, while not upright, isn’t cramped either. The Charger Daytona offers comfortable space for two adult couples on a weekend road trip, with room for luggage in the back.
Photo of a man sitting in the rear seat of a 2024 Dodge Charger Daytona, demonstrating ample legroom
From the driver’s seat, the steering wheel has flattened top and bottom sections. Unlike the yoke in a Tesla Cybertruck, it’s large enough in diameter with a thick rim that’s comfortable to grip and easy to turn on twisty roads. None of the test cars had the smaller 10-inch instrument cluster display, but with the standard 16-inch screen in the Scat Pack, designers have thoughtfully arranged information so nothing is hidden behind the rim. Most crucial data is within the rim, with ancillary details like ambient temperature visible in the display’s corners outside the rim.
Close-up view of the dashboard and driver display in the 2024 Dodge Charger Daytona
One slightly disappointing interior element is the strip of climate controls below the center touchscreen. Similar to the latest Mustang and some Ford models, these are touch controls on a single piece of plastic that feels somewhat inexpensive and out of place compared to the otherwise premium cabin. It’s not a dealbreaker but worth noting.
Close-up view of the climate control strip below the center screen in the 2024 Dodge Charger Daytona
Climbing the Mountain: On-Road Dynamics
The drive program was centered at the Radford Racing School in Chandler, Arizona. This facility, formerly known as the Bob Bondurant School of High-Performance Driving (founded 1968) until a 2019 bankruptcy and 2021 renaming to Radford, continues to offer similar programs.
Radford was the first school to build a dedicated training track, which was recently resurfaced. After presentations from Dodge executives and designers, it was finally time to assess if this new machine could fill the void left by the Hellcat.
Side profile of a white 2024 Dodge Charger Daytona on a driving track
Let’s be clear: a segment of die-hard V8 Charger/Challenger fans will never accept electric vehicles, no matter how many times they’re bested at the drag strip. However, the reality is that these purists represent a small minority of previous Charger and Challenger buyers.
Most cars sold were equipped with the Pentastar V6. Hellcats garnered attention at car shows or when their noise disturbed neighbors, but they weren’t the volume sellers.
We began our morning road drive in a Scat Pack fitted with the Track package, starting at $73,190. With the optional glass roof and carbon/suede package, the total reached $78,680. All 2024 Electric Dodge Charger Daytona models feature identical 250-kW electric drive modules (EDMs) on both front and rear axles. Each EDM integrates a permanent magnet motor, reduction gear set, and power electronics module.
Illustration showing the layout of the all-wheel-drive electric powertrain components in the 2024 Dodge Charger Daytona Scat Pack
In the R/T, the EDMs are programmed to produce 456 hp and 404 lb-ft of torque. A “Power Shot” button on the steering wheel provides an extra 40 hp for up to 10 seconds. Opting for the Scat Pack includes the Direct Connection Stage 2 tune as standard (additional tunes will be optional later), boosting output to 630 hp and 627 lb-ft, plus the 40-hp Power Shot. The front EDM incorporates a clutch that can decouple it for reduced drag and improved efficiency during cruising. This dual-motor setup delivers impressive performance, contributing to the car’s identity as a potent 2024 dodge electric muscle car.
Rear view of a white 2024 Dodge Charger Daytona Scat Pack on a trailer at night
A 100.5-kWh lithium-ion battery pack is located between the EDMs, containing 13 modules with Samsung SDI nickel-manganese-cobalt prismatic cells. The R/T is EPA-rated for 308 miles of range, while the Scat Pack, being slightly heavier and equipped with larger, stickier tires, achieves 241 miles. Current Charger Daytonas use a 400V electrical architecture, although the future Banshee variant will upgrade to 800V. Dodge engineers estimate that, when pre-conditioned, the battery can charge at up to 220 kW from a 350 kW DC charger, reaching 20-80% charge in about 24 minutes. AC charging up to 11 kW takes approximately 6.8 hours for a 5-80% charge.
A white 2024 Dodge Charger Daytona being charged by a mobile DC charging unit
We didn’t perform any charging during our Arizona test, and the Radford School had not yet installed DC fast chargers, although plans are in place to support their new fleet of electric Chargers.
Instead, Dodge used mobile charging units from Michigan startup Ion Dynamics. These carts contain a 104-kWh battery and can deliver up to 60 kW. They recharge from a standard 240V NEMA 14-50 outlet and can be remotely driven or operate autonomously.
A blue 2024 Dodge Charger Daytona on a driving track
Pressing the start button activates the Fratzonic exhaust, emitting a sound reminiscent of a turbine spooling up, followed by a roar signifying the car is ready. Unlike the Hyundai Ioniq 5N, the Fratzonic system doesn’t attempt to mimic an existing engine; its sound is unique to the car but clearly communicates its performance intent.
At “idle,” the sound settles into multiple distinct tones, with a pulse overlaid on a low-frequency rumble. Importantly, the system can be completely turned off for quiet operation. In track, drag, or drift modes, the sound becomes significantly more aggressive. It’s highly probable that Mopar and the aftermarket will offer alternative sound profiles in the future.
Close-up of the exhaust outlet labeled Fratzonic on a white 2024 Dodge Charger Daytona
We set off on the morning drive in Auto mode, navigating a mix of interstate and surface streets en route to 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, with 255/45ZR20 Nexens included on Plus or Blacktop packages.
Side view of a white 2024 Dodge Charger Daytona parked with mountains in the background
Given its substantially higher power and torque, the Scat Pack starts with equally sized 305/35ZR20XL Goodyear Eagle Sport All-Season tires front and rear. With the Track Pack, the rear tires increase to 325/35ZR20 (still all-season), and those seeking maximum performance can upgrade to Goodyear Eagle F1 Supercar 3 summer tires of the same dimensions. Our road drive cars had all-season tires, while we used summer tires on the track and drift pad. The significantly wider and stickier tires on the Scat Pack contribute notably to its lower range rating.
Front three-quarter view of a blue 2024 Dodge Charger Daytona
While Phoenix area roads are generally good, they do have imperfections like expansion joints to manage temperature fluctuations. The Scat Pack’s ride wasn’t exactly plush, but it was surprisingly good, even on South Mountain’s less consistent pavement.
Despite the Scat Pack’s 29% stiffer springs, there was no harshness or thumping, likely thanks to the adaptive dampers. Driving the R/T with conventional dampers later in the day revealed a still very good ride, but the expansion joints were more noticeable. A comparison on Michigan roads later will be interesting.
Rear view of a white 2024 Dodge Charger Daytona parked on a 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 light, weighing nearly 1,200 lbs more than a Hellcat Charger. However, most of this extra mass is located low in the chassis due to the battery pack, resulting in a nearly even front-to-rear weight distribution, compared to the blown V8’s 57/43 split.
Side profile of a white 2024 Dodge Charger Daytona parked on a mountain road with others
Combined with all-wheel-drive, the car feels remarkably nimble, belying its weight. On a winding mountain road with few long straights, the Charger Daytona is far more engaging than its nearly three-ton mass suggests, with two caveats: steering feel and width.
Side profile view of a white 2024 Dodge Charger Daytona on a curved section of a driving track
The variable ratio rack and pinion steering system functions adequately, but even in Sport or Track mode, it offers little feedback from the front wheels. As you toggle drive modes, effort increases, but the feel remains somewhat disconnected. While perhaps fitting for a muscle car rather than a pure sports car, it was a minor disappointment. The Charger’s sheer width also posed a challenge on the narrow mountain roads, requiring extra caution on blind curves to stay within our lane.
Front view of a white 2024 Dodge Charger Daytona on a mountain road, taking up most of the lane
Given its mass, the Charger needs substantial braking power, and it delivers. The R/T features 354 mm front and 350 mm rear rotors with floating calipers. The Scat Pack is equipped for serious work with 410 mm rotors at both ends, six-piston Brembo calipers upfront, and four-piston units at the rear. As an EV, regenerative braking is also available, with steering wheel paddles allowing adjustment of regen intensity. While regen handles much of the braking, the friction brakes are crucial when the battery is full (limiting regen capacity) or for track use.
Within the Uconnect 5 interface, a setting allows toggling creep mode. For those wanting a traditional ICE feel, creep on with low regen mimics a conventional automatic transmission. With maximum regen and creep off, the car will come to a complete stop, though the regen isn’t as aggressive as some other EVs.
Throughout the drive, we experimented with the sound settings. While not replicating a Hellcat, the loudest setting is considerably more aggressive and fitting for a muscle car than sounds found in an Ioniq 5N or Mach-E’s performance modes.
Dodge chose not to include simulated gear shifting, unlike Hyundai. This is somewhat regrettable; while it might seem a gimmick, simulated shifts and accompanying sounds are genuinely fun on a back road. However, for commuting, turning off all simulated sounds is preferable for a more relaxing drive in this 2024 electric dodge charger.
Rear three-quarter view of a white 2024 Dodge Charger Daytona driving on a track
Hitting the Track
After lunch, we took Scat Pack cars on summer performance tires onto the Radford school road course. Similar to the mountain drive, this heavy car felt surprisingly well-balanced, and its width was less of an issue, though it could matter during passing in a track day scenario. For optimal performance, a “race prep” mode in the infotainment’s performance pages warms the battery to its ideal operating temperature (around 65°C) for maximum current flow. This process can take up to five minutes depending on the starting temperature.
We followed an instructor, so track traffic wasn’t a concern. Exiting the final corner onto the pit straight, activating the “Power Shot” button on the lower right steering wheel quadrant provides an extra 40 hp boost, which could be useful in competitive situations, although the standard 630 hp is ample. Like in the Ioniq 5N, the additional auditory feedback from the Fratzonic exhaust is helpful for gauging the car’s performance range and is simply enjoyable.
Front view of a white 2024 Dodge Charger Daytona on a track
Following track time, I headed to the skid pad to practice drifting. In Drift mode, the Charger decouples the front EDM, operating as a rear-wheel-drive car. Even with only half the power, the electric motor’s instantaneous torque delivery to the rear axle makes initiating a drift surprisingly easy, even on the grippy Supercar tires. Maintaining the drift requires more practice to master pedal modulation, but generating tire smoke is effortless.
Rear quarter view of a white 2024 Dodge Charger Daytona drifting on a wet skid pad, generating smoke
Although I chose more road course laps over drag strip runs, those who did confirmed the Charger Daytona’s capability. Thanks to instant torque response (surpassing even a supercharged V8) and all-wheel-drive traction, launches are far more consistent than with its rear-wheel-drive predecessor. Timing slips I saw indicated elapsed times ranging from 11.4 to 11.7 seconds – very impressive and consistently quicker than a non-Demon Hellcat. This performance cements its position as a leading 2024 electric dodge charger option.
Drag strip timing slip showing a time of 11.4 seconds
Driving the R/T after the Scat Pack was perhaps a misstep. 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 brutal off-the-line punch of its sibling. Yet, considering most previous Charger and Challenger buyers chose the V6, the new R/T will likely be more than sufficient. Opting for the R/T means same-sized tires all around and no Track, Drift, or Drag modes. It retains the purposeful look, and most observers won’t notice the difference.
Front view of a blue 2024 Dodge Charger Daytona R/T
Market Position and Pricing
Defining the competitive landscape for the new Charger Daytona is surprisingly difficult. Obvious candidates include the Ioniq 5N, Mach-E GT, and Tesla Model S Plaid. The Plaid, with its extreme acceleration but less emphasized handling, shares a muscle car ethos. However, the Tesla is significantly quicker to 60 mph (around 2 seconds vs. the Dodge’s 3.3 seconds). The Dodge presents a sleeker design than the Hyundai or Ford offerings.
Side view of a white 2024 Dodge Charger Daytona on a driving track
Alternatively, the Charger could be viewed as an alternative to crossover coupes like the BMW X6M or Porsche Cayenne Coupe. It’s considerably more affordable than these German vehicles, offers more interior space, and possesses a unique character.
The initial 2024 electric Dodge Charger models aren’t inexpensive, with the R/T starting at $61,590 (including delivery) and the inaugural Scat Pack priced at $75,185. This represents about a $17,000 increase over the 2023 Scat Pack Wide Body Charger. While seemingly expensive, it’s worth noting that the new Scat Pack is quicker than the old Hellcat Red-eye, which retailed for $95,000.
Side view of a white 2024 Dodge Charger Daytona parked
From the outset, the battery modules for the Charger Daytona are sourced from Samsung’s factory in Hungary, rendering the car ineligible for federal tax credits upon purchase. However, customers who lease will receive the credit pass-through. Production from the first of two Stellantis/Samsung joint venture factories in Indiana is expected to begin in 2025. If current legislation remains, cars using cells from this domestic plant will become eligible for tax credits upon purchase.
The Bottom Line
After a day spent with the new Dodge Charger Daytona, my conclusion is that it successfully carries the muscle car tradition into the electric era. Despite its substantial weight, the Scat Pack is the quickest Charger ever produced, matching the fastest Vipers and surpassed only by the Challenger Demon models. While it lacks the subtle vibration of a large V8, the optional sound system is engaging, and the car offers significantly more utility than one might expect from a vehicle of this type.
Rear three-quarter view of a blue 2024 Dodge Charger Daytona parked in an urban setting
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 Charger Daytona, I believe many will want it. There’s a definite group of Hellcat V8 diehards who will forever condemn this car, refusing to consider it regardless of its drag strip performance.
However, if potential muscle car buyers can set aside their preconceived notions and experience the car firsthand at a local dealership, they might find themselves desiring this new breed of American e-Muscle, thereby helping to continue that halcyon era for Dodge.
