First Drive Review: Is the 2024 Electric Dodge Charger Daytona a True Muscle Car?
The decade spanning 2013 to 2023 represented a somewhat golden age for Dodge. Even with Ram trucks becoming its own brand and the brief appearance of the compact Dart, Dodge found surprising success. Under Tim Kuniskis’ leadership, the remaining core models – the Charger, Challenger, and to a lesser extent the Durango SUV – solidified the brand’s identity as the heart of American muscle, largely thanks to the supercharged Hellcat V8.
However, that era has concluded. Aside from a final limited run of supercharged Durangos using engines built over a year ago, the Hellcat is gone. Dodge is now poised to enter what it hopes will be the age of American e-Muscle, beginning with the 2024 Charger Daytona. Having finally had the opportunity to drive it, a clear picture emerges of Dodge’s electrified future.
There will undoubtedly be a contingent of enthusiasts upset by this car. The “Mopar-or-no-car” crowd, perhaps with “HEMI” permanently etched in their minds, who are resistant to change. This vehicle, and this review, will likely challenge their views. Consider this a heads-up, because the age of e-Muscle has arrived, and Dodge’s initial foray into building an electric muscle car has, surprisingly, succeeded.
Honoring the Past While Embracing the Future
The retired LX platform Charger and Challenger (along with the Chrysler 300) were undeniably dated. Significant portions of their architecture were derived from the mid-1990s Mercedes-Benz W210 E-Class. Yet, their age didn’t inherently make them poor performers.
Front quarter view of a red 2024 Dodge Charger Daytona electric muscle car.
In fact, while the Challenger and Charger didn’t match the handling prowess of the newest sports cars, they offered surprisingly competent driving dynamics for large muscle sedans and coupes. Nevertheless, by the early 2020s, it was clear that this architecture could no longer meet evolving emissions, fuel economy, and safety standards.
Following the PSA/Fiat Chrysler merger that created Stellantis, a strategic decision was made to develop four new platforms. Three of these – STLA Medium, STLA Large, and STLA Frame – would serve North American models. STLA Small was designated primarily for other global markets. STLA Frame is obviously designed for body-on-frame vehicles like the RAM trucks and Wagoneer. STLA Medium and Large are unibody architectures.
Crucially, all three are multi-energy platforms. This means they can be configured for battery-electric power, internal combustion engines, or various hybrid setups. Given the somewhat uneven adoption rate for EVs, particularly in North America where the topic has become unfortunately politicized, this flexible product planning approach by Stellantis appears remarkably prescient.
GM, for instance, committed heavily to electric-only architectures, sacrificing propulsion flexibility. Stellantis, in contrast, now possesses the agility to produce new models with the powertrain options the market genuinely demands. This allows for regional variations, supplying EVs to states like California, Washington, and Florida where adoption is higher, while continuing to offer internal combustion options in areas less ready for electrification, such as the Plains states. This adaptability is a key factor in the strategic shift for vehicles like the 2024 Electric Dodge.
Illustration highlighting the electric drivetrain components of the 2024 Dodge Charger Daytona.
The inaugural vehicle built on the STLA Large platform is the 2024 Dodge Charger Daytona. Despite its late-year launch in December, the first production run is designated as 2024 models due to original certification schedules, with delays pushing the release from summer to the end of the year. The 2025 models are anticipated to debut sometime in the spring.
Interestingly, despite the Challenger enjoying its strongest sales in its final years, Dodge has currently sidelined that nameplate. The Charger name will now encompass both two-door and four-door body styles. More accurately, these are three-door and five-door models, as they feature a liftback design.
Side profile of a yellow 2024 Dodge Charger Daytona.
The Daytona suffix indicates a battery-electric model. By mid-2025, Dodge plans to introduce variants powered by the new 3.0-liter Hurricane inline-six engine, which will simply be called Charger. A hybrid or plug-in hybrid version is also likely at some point, though its name is unknown, save for the probability it won’t carry the “4Xe” badge. At launch, two trim levels are available: R/T and Scat Pack. These were the models Dodge provided for testing in Phoenix.
Yellow 2024 electric Dodge Charger Daytona driving on a race track.
A Closer Look: Design and Practicality
Fortunately, the new Charger largely avoids overly literal retro styling, though it subtly incorporates classic design cues. Unlike the LX Chargers produced over the last 15 years, the new car’s shape subtly references the second-generation models from 1968-1970. It presents a clean, modern design with a traditional three-box profile. As an EV, a massive front grille isn’t required (though the forthcoming Hurricane-powered versions will likely have a distinct fascia); instead, a smaller opening below the bumper manages airflow for cooling the battery and motors.
Close-up of the R-Wing aerodynamic feature on the front of the 2024 Dodge Charger Daytona.
The Daytona name pays homage, in part, to the high-winged, long-nosed 1970 NASCAR homologation special. Recognizing that such an extreme look wouldn’t suit the mid-2020s market, the new Charger features a hood that slopes downwards to the front fascia’s midpoint for aerodynamic efficiency. To maintain a taller, more aggressive visual stance, designers incorporated what they call the R-Wing.
The R-Wing is a slim panel connecting the front corners, designed to manage airflow over the car’s front to balance lift and downforce without increasing drag. This feature gives the nose a taller appearance, vaguely echoing the 1968 model with a slot underneath for airflow over the hood. The Polestar 3 utilizes a similar concept on its nose.
Front view showing the grille and Fratzog logo of the 2024 electric Dodge Charger.
The most overtly retro element 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 Kuniskis teased a shadowy image during Stellantis EV Day three and a half years ago, the illuminated Fratzog was the only clearly visible detail, signaling the brand’s heritage shift. While many modern buyers may not recognize it, fans of the original Dodge muscle cars certainly grasped the implication. The Fratzog is positioned on a vertical support within the R-Wing, a detail that echoes the vertical splitter of the 1969 model. It also appears centrally on the rear fascia, wheel centers, and other locations throughout the car. Many enthusiasts appreciate elements that connect new models to classic designs, including iconic vehicles from the past that helped define the muscle car era, such as those found in a [plymouth muscle cars list].
The updated Fratzog logo on the nose of the 2024 Dodge Charger Daytona.
At the rear, a full-width tail lamp cluster features Dodge’s now-familiar race track surround lighting signature. Despite its three-box profile, the Charger is a liftback, meaning the rear glass and what would typically be the trunk lid lift together as a single unit. This design choice will likely be welcomed if Dodge produces a police version of the new Charger, as the limited trunk opening of the previous generation made stowing and accessing equipment challenging for officers.
Rear view of the 2024 Dodge Charger Daytona showing the full-width taillights.
Below the rear bumper, a comb-like row of slender vertical slats bears the “Fratzonic” label across the top. This is the outlet for the much-discussed Fratzonic Chambered Exhaust system, a unique feature designed to give the electric muscle car an auditory presence, which we will explore further.
While not immediately apparent in photos, seeing the Charger Daytona in person quickly reveals its considerable size. At 206.6 inches long, it’s eight inches longer than the preceding Charger. Its 79.8-inch width exceeds the old standard body by 4.8 inches and is 1.5 inches wider than the previous widebody version, making all new Chargers essentially widebodies as standard. Curiously, it’s still about 1.4 inches shorter than the 1968 model but a full three inches wider than the vintage variant. Despite the increased external girth, 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 space than the Challenger. For those interested in the evolution of muscle car sizing, comparing models like the Challenger to vehicles that might be considered [small muscle cars] highlights the historical changes in dimensions and design priorities within the segment.
Interior cargo space of the 2024 Dodge Charger Daytona with rear seats up.
With the rear seats up, there are 22.7 cubic feet of highly usable cargo space, a significant increase over the 16.5 cubic feet in the old Charger. Folding the seats flat expands this to 37.4 cubic feet. Enthusiasts who take their vehicles to the drag strip or track will appreciate this configuration, as it allows for easily loading a full set of extra wheels and tires in the back. Chargers equipped with the optional Plus package will also include a modest frunk, spacious enough for a backpack or charging cables.
Despite the large liftback opening, the Charger’s overall structure is substantially more rigid than its predecessor. The body-in-white, before the battery is installed, is 23% stiffer than the prior generation, and adding the battery pack increases this improvement to a remarkable 50%.
Spacious cargo area with folded rear seats in the 2024 electric Dodge Charger.
The initial deliveries of the new Chargers will be the two-door variants, with the four-door models scheduled to arrive in the subsequent months. The exterior dimensions are identical for both configurations, sharing common sheet metal for the hood, roof, and fenders. Only the door openings change to accommodate shorter front doors and the addition of a rear pair.
The Driving Environment: Modern and Premium
Undoubtedly, the most contemporary visual aspect of the new Charger is its cockpit. While some Stellantis brands like Jeep and Ram have increasingly incorporated multiple large screens, the Charger adopts a more restrained approach with just two displays. All new Chargers feature a 12.3-inch central 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 receives the 16-inch driver display as standard equipment.
Modern interior cockpit of the 2024 Dodge Charger Daytona featuring digital screens.
While many manufacturers are moving towards column-mounted shifters or integrating gear selection into the touchscreen in their newer EVs, Dodge opts for a classic feel. The Charger features a modern interpretation of the iconic pistol grip shifter. As with most contemporary vehicles and all EVs, this acts as an electronic interface controlling a single forward and reverse gear. Despite being electronic, the shifter is designed to mimic a traditional mechanical unit, remaining in each selected position rather than springing back to a central detent like many others. The future high-performance Banshee powertrain, expected to surpass the current 670-hp Scat Pack’s mid-3 second 0-60 mph time, is anticipated to feature a multi-ratio transmission, but that version is not yet available.
Classic-inspired pistol grip shifter in the 2024 electric Dodge Charger.
Overall, the cabin of the Charger Daytona feels significantly more premium than the previous generation. It incorporates ample soft-touch materials, contrast stitching, and interesting moldings on the door panels that interact engagingly with the ambient lighting. A welcome detail is the near absence of glossy piano black trim, found only on the display bezels.
Two front seat options are available. The standard configuration features a two-piece seat back with an adjustable headrest. Base models use a combination of fabric and leatherette upholstery, with full Black or Demonic Red leatherette optional on the R/T. Scat Pack buyers can choose an optional high-back seat with a fixed headrest, available in various suede and leatherette or full Nappa leather combinations.
Standard front seats in the 2024 Dodge Charger Daytona R/T model.
Both seat types proved comfortable during the roughly 100 miles of on-road driving and offered good support on the tight curves ascending South Mountain, as well as the higher-speed corners of the Radford Racing School track. A potentially surprising aspect for many considering the new Charger is the seating position. Due to the underfloor battery pack in this electric vehicle, the floor is slightly higher than in the previous model, resulting in a hip point that feels closer to many modern crossovers. It’s certainly not as high as a Jeep Wrangler, but it’s also not the low-slung position found in a Viper or even a Mustang.
Optional high-back front seats available for the 2024 electric Dodge Charger.
One of the key advantages of the increased size compared to both the old Charger, and particularly the Challenger, is the rear seat space. The front seats in the two-door coupe version power forward, and the long doors provide surprisingly easy access to the back. With the front seats adjusted for someone six feet tall, my five-foot-ten frame still had several inches of knee and headroom. Again, the seating isn’t upright like in a Wagoneer, but it’s not a knees-up position either. Two adult couples could comfortably undertake a weekend road trip in the Charger Daytona, with ample space in the back for their luggage.
Rear seat space demonstrating legroom in the 2024 Dodge Charger Daytona.
From the driver’s seat, the steering wheel features flattened top and bottom sections. This isn’t an extreme design like the yoke in a Tesla Cybertruck; it’s large enough with a thick rim that feels comfortable to grip and easy to maneuver on curvy roads. None of the cars available for testing were equipped with the smaller 10-inch instrument cluster display, but it’s plausible that the full display would be easily visible within the upper portion of the wheel. With the larger 16-inch display, designers have thoughtfully arranged information so that nothing is obscured by the rim. Most critical data is located within the rim’s perimeter, with ancillary details like ambient temperature visible in the display’s corners outside the rim.
Flat-top and bottom steering wheel of the 2024 electric Dodge Charger Daytona.
A minor drawback in the interior is the strip of climate controls situated just below the central touchscreen. Similar to the latest Mustang and certain other Ford models, these touch-sensitive controls are part of a single, somewhat cheap-feeling plastic panel that seems slightly out of place amidst the otherwise premium interior. It’s not a major issue, but it’s noticeable.
Climate controls located below the touchscreen in the 2024 Dodge Charger Daytona.
Conquering the Mountain: On-Road Impressions
The driving program was hosted at the Radford Racing School in Chandler, Arizona. Founded in 1968 and known as the Bob Bondurant School of High-Performance Driving until its Chapter 11 bankruptcy in 2019, it reopened as Radford in 2021, largely retaining its prior programs, including racing, teen driving, and security driving courses.
Radford was the first school to establish a dedicated track for driver training, which was recently completely resurfaced. After presentations from Dodge CEO Matt McAlear, Chief Engineer Audrey Moore, and designers Scott Kruger and Ryan Nagode, it was finally time to assess if this new machine was a worthy successor to the Hellcat.
Red 2024 electric Dodge Charger Daytona on the Radford Racing School track.
Let’s preface this by acknowledging that a certain subset of die-hard V8 Charger/Challenger fans will remain unconvinced that electric vehicles can measure up, regardless of how many times they’re outperformed on the drag strip. However, the reality is that this group represents only a small fraction of Charger and Challenger buyers over the past decade.
The majority of these cars sold left the factory equipped with the Pentastar V6 engine. The Hellcats garnered attention at car shows and woke up neighbors, but they didn’t constitute the bulk of sales.
We began the morning road drive in a Scat Pack equipped with the Track package, starting at $73,190. With the optional glass roof and carbon and suede package, the total reached $78,680. All 2024 Charger Daytonas utilize the same 250-kW electric drive modules (EDMs) on both the front and rear axles. Each EDM consists of a permanent magnet motor, reduction gear set, and an integrated power electronics module.
Illustration of the front electric drive module on the 2024 Dodge Charger Daytona.
In the R/T model, these EDMs are calibrated to produce 456 hp and 404 lb-ft of torque. Activating the Power Shot button on the steering wheel provides an additional 40 hp for up to 10 seconds. The Scat Pack variant comes standard with the Direct Connection Stage 2 tune (other tunes will be optional later), delivering 630 hp and 627 lb-ft, along with the 40-hp Power Shot. The front EDM also incorporates a clutch, allowing it to decouple from the drive wheels during cruising to reduce drag and improve efficiency.
Underside view showing the large battery pack of the 2024 electric Dodge Charger.
Powering the EDMs is a 100.5-kWh lithium-ion battery pack, containing 13 modules filled with Samsung SDI nickel-manganese-cobalt prismatic cells. The R/T is EPA rated for 308 miles of range, while the Scat Pack, carrying slightly more weight and larger, stickier tires, achieves an estimated 241 miles. All current Charger Daytonas use a 400V electrical architecture; however, the Banshee variant will feature an upgraded 800V system. According to Dodge engineers, when properly pre-conditioned, the battery can charge at up to 220 kW from a 350 kW DC charger, achieving a 20-80% charge in approximately 24 minutes. AC charging at up to 11 kW is supported, enabling a 5-80% charge in about 6.8 hours.
A 2024 electric Dodge Charger Daytona charging from a mobile unit.
We did not have the opportunity to charge during our time in Arizona, and the Radford School has not yet installed DC fast chargers, though they plan to support their new electric Charger fleet.
Instead, Dodge enlisted Michigan startup Ion Dynamics to bring several of their mobile charging units. These carts contain a 104-kWh battery and can charge a vehicle at up to 60 kW. They can be replenished from a standard 240V NEMA 14-50 outlet. The carts can be remotely driven via a handheld controller or operate autonomously in facilities like the Detroit Smart Parking lab, where they are also being tested.
Ion Dynamics mobile charging unit used with the 2024 Dodge Charger Daytona.
Pressing the start button initiates the Fratzonic exhaust sound, which initially sounds like a turbine spooling up before transitioning to a roar, indicating the car is operational. Unlike the Hyundai Ioniq 5N, the Fratzonic system doesn’t attempt to replicate an existing engine; its sound is unique to this car, but it unmistakably conveys potency.
At “idle,” the sound settles, with one of the multiple distinct tones resembling a pulse layered over a low-frequency rumble. The system’s versatility allows it to be completely turned off for quieter operation. Engaging Track, Drag, or Drift mode makes the sound significantly more aggressive. It’s highly probable that Mopar and the aftermarket will offer alternative sound palettes in the future. The presence of features like the Fratzonic sound highlights Dodge’s efforts to translate the visceral experience of traditional muscle cars, including iconic models such as the [all plymouth muscle cars], into the electric era.
Close-up of the Fratzonic Chambered Exhaust outlet on the 2024 Dodge Charger Daytona.
We began our drive with the mode set to Auto, 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 architecture. The R/T features conventional monotube dampers, while the Scat Pack we drove was equipped with dual-valve adaptive units. Base R/T models come with 245/55ZR18 Nexen all-season tires on alloy wheels, with 255/45ZR20 Nexens included with the Plus or Blacktop packages.
Rear wheel and tire of a 2024 electric Dodge Charger Daytona Scat Pack.
Tasked with transmitting significantly more power and torque, the Scat Pack starts with identically sized 305/35ZR20XL Goodyear Eagle Sport All-Season tires at all four corners. With the Track Pack, the rear tires are widened to 325/35ZR20 of the same all-season type. Enthusiasts seeking maximum performance can upgrade to Goodyear Eagle F1 Supercar 3 tires in the same dimensions. The cars used for road driving had the all-season tires, while we utilized the summer tires for track and drift pad activities. These considerably wider and stickier tires are a primary reason for the Scat Pack’s reduced range compared to the R/T.
Side view of the 2024 electric Dodge Charger Daytona driving on a road.
While roads in the Phoenix area are generally well-maintained, they do have imperfections like expansion joints, necessary to accommodate the temperature swings between cold desert nights and extreme summer heat. I wouldn’t describe the Scat Pack’s ride as exactly supple, but the ride quality was surprisingly good, even on South Mountain where the pavement quality was less consistent.
There was no discernible harshness or thumping despite the Scat Pack’s 29% stiffer spring rates, likely attributable to the adaptive dampers. Driving an R/T with conventional dampers back to the hotel at the end of the day confirmed that its ride quality is also very good overall, though expansion joints were felt a bit more distinctly. It will be interesting to compare the ride characteristics of these two variants on Michigan roads in the coming months.
View from inside the 2024 Dodge Charger Daytona driving on a mountain road.
Upon entering the park, we ascended a surprisingly twisty mountain road. With curb weights of 5,698 lbs for the R/T and 5,767 lbs for the Scat Pack, the Charger Daytona is not lightweight. It tips the scales at nearly 1,200 lbs more than a Hellcat Charger. However, most of this significant mass is located low in the structure in the form of the battery pack, and the weight distribution is more balanced front-to-rear compared to the 57/43 distribution of the supercharged V8 models.
Yellow 2024 electric Dodge Charger Daytona parked on a twisty mountain road.
Combined with all-wheel drive, the result is a surprisingly nimble feel that belies its substantial weight. On a winding mountain road with few long straights, the Charger Daytona is far more engaging to drive than one would expect from a vehicle weighing nearly three tons, with two notable exceptions: the steering and its sheer width.
Red 2024 electric Dodge Charger Daytona cornering on the Radford track.
The variable ratio rack and pinion steering system functions adequately, but even in Sport or Track mode, it provides little feedback about what the front wheels are doing. As you cycle through drive modes using the buttons on the lower left quadrant of the steering wheel, the steering effort increases slightly, but it still feels 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 Charger’s immense width, which consumed much of the road on the mountain, necessitating extra caution on blind curves to stay within our lane.
Steering wheel and view of the road while driving the 2024 Dodge Charger Daytona.
With such considerable mass, there’s a substantial amount of kinetic energy to dissipate, and the Charger is well-equipped for this. The R/T features 354mm front and 350mm rear rotors with floating calipers. The Scat Pack, however, is truly ready for hard work, boasting 410mm rotors at both ends, clamped by six-piston Brembo calipers up front and four-piston units at the rear. Being electric, there’s also significant regenerative braking capability, controlled via paddles on the back of the steering wheel. While large friction brakes might seem excessive with regen, they are crucial when the battery is full and has limited capacity to absorb energy from regeneration, especially during track driving or descending steep grades. The transition from traditional performance cars to electric ones like the 2024 Electric Dodge highlights the different engineering approaches needed for braking and energy management. Discussions about specific classic performance cars, like the [chevy nova yenko], illustrate the contrast in braking technologies across eras.
Within the Uconnect 5 infotainment interface, an option allows toggling creep mode on or off. For those seeking to replicate the feel of a traditional internal combustion engine vehicle, enabling creep mode and setting regeneration to a low level provides a similar feel to a conventional automatic transmission. With maximum regeneration and creep mode off, the car will come to a complete stop, though the regen effect isn’t quite as aggressive as in some other EVs.
Throughout the drive, we experimented with the sound settings. While it doesn’t sound like a Hellcat, the loudest setting is significantly more aggressive and suitable for a muscle car than what you encounter in models like the Ioniq 5N or a Mach-E in its sportiest mode.
Dodge chose not to include simulated shifting, unlike Hyundai. This is a slight shame, as the sound and shift emulation, while perhaps seen as a gimmick, can be quite enjoyable on spirited drives on back roads. However, like the author, I would prefer to turn off all simulated sounds and shifts when simply commuting, as the quietness is much more relaxing.
Performance Pages screen in the 2024 electric Dodge Charger Daytona.
Pushing the Limits: Track and Drift Performance
After lunch, we had the opportunity to run laps on the Radford school’s road course in Scat Pack models equipped with summer performance tires. Similar to the mountain drive, this heavy machine felt surprisingly well-balanced, and its width was less of a factor on the track, though it might become relevant during passing maneuvers on a public track day. To optimize performance, a Race Prep mode is available within the infotainment system’s performance pages, which warms 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 five minutes.
We participated in lead-follow sessions with an instructor, so timing wasn’t the focus. Exiting the final corner onto the pit straight, tapping the Power Shot button on the steering wheel’s lower right side provided an extra 40 hp boost, which could be useful in competitive scenarios, although the standard 630 hp is already abundant. As with the Ioniq 5N, the additional auditory feedback from the Fratzonic exhaust is genuinely helpful for gauging where the car is within its performance envelope, and it’s undeniably fun. For enthusiasts tracing the lineage of muscle car performance, examining how different brands like [plymouth muscle] approached power and sound across generations offers fascinating context for understanding the evolution seen in vehicles like the 2024 electric dodge.
Red 2024 electric Dodge Charger Daytona accelerating on the track.
Following the track time, I headed to the skid pad to attempt drifting. Selecting drift mode decouples the front EDM, converting the Charger into a rear-wheel-drive vehicle. Even with only half the available power and torque, the instantaneous delivery of the electric motor’s output entirely to the rear axle makes initiating a drift surprisingly easy, even on the grippy Supercar tires. Maintaining the drift, however, requires considerably more practice to master the correct amount of pedal modulation. Regardless, generating smoke and shredding rubber is effortless.
Yellow 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 did found the Charger Daytona exceptionally capable. Thanks to the instant torque response, which even a supercharged V8 cannot match, and the all-wheel drive system, the Charger Daytona is capable of much more consistent launches than its rear-wheel-drive predecessors. Timing slips 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.
Launching the 2024 electric Dodge Charger Daytona on a drag strip.
Driving the R/T after experiencing the Scat Pack was perhaps not the ideal sequence. With 456 hp plus the 40 hp Power Shot boost, it’s still a very quick car, accelerating from 0-60 mph in 4.7 seconds. However, it doesn’t deliver the same brutal initial thrust as its sibling. That said, considering that most previous Charger and Challenger buyers chose the Pentastar V6, they will likely find the new R/T more than satisfying. Opting for the R/T means getting the same size tires all around and the absence of Track, Drift, or Drag options in the driver mode settings. It retains the purposeful styling of the Scat Pack, and most onlookers won’t differentiate them visually.
Side profile of the red 2024 Dodge Charger Daytona R/T model.
So, what constitutes the competitive set for the new Charger Daytona? This is surprisingly difficult to define. The most obvious candidates are likely the aforementioned Ioniq 5N, the Mach-E GT, and the Tesla Model S Plaid. The Plaid functions similarly to a muscle car, prioritizing exceptional acceleration over handling prowess. While the Tesla can easily out-accelerate the Charger, boasting a 2-second 0-60 mph time compared to the Dodge’s 3.3 seconds (for the Scat Pack), the Dodge offers significantly sleeker styling than the Hyundai or Ford.
Two 2024 electric Dodge Charger Daytona models on the track.
An alternative perspective positions the Charger as an alternative to performance crossover coupes like the BMW X6M or Porsche Cayenne coupe. It’s considerably more affordable than these German rivals, offers greater interior space, and possesses a distinctive character all its own.
The initially available Chargers are not inexpensive. The R/T starts at $61,590 including delivery, and the launch edition Scat Pack is priced at $75,185. At approximately $17,000 more than the 2023 Scat Pack Wide Body Charger, it might seem costly, and it is. However, it’s important to note that the new Scat Pack is actually quicker in acceleration than the old Hellcat Red-eye, which retailed for around $95,000.
Front view of the striking 2024 electric Dodge Charger Daytona.
Initially, the battery modules for the Charger Daytona will be sourced from Samsung’s factory in Hungary, meaning the car will not qualify for federal tax credits upon purchase, although customers who choose to lease may receive the credit indirectly. Sometime in 2025, the first of two joint venture battery plants between Stellantis and Samsung in Indiana is slated to begin cell production. If current legislation remains unchanged by a potential future administration, vehicles utilizing cells from these domestic factories would become eligible for purchase tax credits.
The Bottom Line: e-Muscle’s Arrival
After a full day spent with the new Dodge Charger Daytona, my conclusion is that it absolutely succeeds in carrying the muscle car tradition into a new era. Despite its substantial mass, the Scat Pack variant is the quickest accelerating Charger produced to date, matching the performance of even the mightiest Vipers and only being surpassed by the most extreme Challenger Demon models. While it lacks the subtle, pulsing vibration of a large V8 engine, the Fratzonic sound is undeniably fun, and the car offers significantly more practicality than we might have expected from a vehicle like this.
The 2024 electric Dodge Charger Daytona driving on a scenic road.
The challenge for Dodge lies in the fact that purchasing a car like the Charger is rarely purely a rational decision. While no one strictly needs a vehicle like the Charger Daytona, I believe a significant number of people will want it. There will undoubtedly remain a core group of Hellcat V8 loyalists who will forever condemn this car and refuse to consider it, regardless of how many times they are beaten at the drag strip.
However, if potential muscle car owners are willing to set aside preconceived notions and visit their local dealership for a test drive, they might just find themselves captivated by this new breed of American e-Muscle, helping to continue the legacy initiated in that past golden era.
