Electric Dodge Charger Daytona First Drive: E-Muscle is Here

The decade spanning 2013 to 2023 marked a golden era for Dodge. Even after spinning off Ram trucks and the brief venture with the compact Dart, the brand thrived. Under Tim Kuniskis’s leadership, core models like the Charger, Challenger, and, to some extent, the Durango SUV cemented Dodge as the home of American muscle, largely thanks to the iconic supercharged Hellcat V8. But times change. Aside from a final production run of supercharged Durangos using engines built over a year ago, the Hellcat era is over. Dodge is now charging into what it dubs the age of American e-Muscle, spearheaded by the 2024 Electric Dodge Charger Daytona. After much anticipation, I finally got behind the wheel.

There’s no denying a faction of die-hard enthusiasts—the “Mopar-or-no-car” crowd, perhaps with HEMI figuratively tattooed on their foreheads—will resist this shift. They’re the ones unwilling to accept evolution. This car, and this review, might provoke them. Consider this a trigger warning: the e-Muscle era has arrived, and Dodge’s initial foray into crafting an electric muscle car has, surprisingly, hit the mark.

Acknowledging the Past: Why the Old Guard Was Great (But Aged)

The recently retired LX platform Charger and Challenger (along with the Chrysler 300) were undeniably long in the tooth. Key components traced back to the Mercedes-Benz W210 E-Class from the mid-1990s. Yet, age didn’t equate to inadequacy.

Rear view of a previous-generation Dodge Challenger muscle car on the road.

While not matching the handling prowess of the latest sports cars, the Challenger and Charger offered surprisingly competent driving dynamics for large muscle sedans and coupes. However, by the early 2020s, it became evident that this architecture couldn’t meet evolving emissions, fuel economy, and safety standards.

The Foundation: Stellantis’ STLA Large Platform

Following the PSA/Fiat Chrysler merger that created Stellantis, a strategic decision was made to develop four new platforms. Three are relevant to North America: STLA Medium, STLA Large, and STLA Frame (for body-on-frame trucks like Ram and Wagoneer). STLA Small serves other global markets. STLA Medium and Large are unibody designs.

Crucially, all three are “multi-energy” platforms, engineered to accommodate battery-electric (BEV), internal combustion (ICE), or various hybrid powertrains. Given the fluctuating EV adoption rates, particularly in the politically charged North American market, this flexibility now seems like a shrewd move by Stellantis.

Cutaway illustration showing the electric dodge charger daytona scat pack drivetrain components including battery pack and dual electric motors.

Unlike GM’s commitment to electric-only architectures, Stellantis can now tailor powertrains to market demand, even building different variants for different regions. States embracing EVs like California, Washington, and Florida can receive electric models, while other areas can continue with gasoline options.

Introducing the 2024 Electric Dodge Charger Daytona

The debut product from the STLA Large platform is the 2024 Electric Dodge Charger Daytona. Despite launching late in the year, initial models retain the 2024 designation due to certification timings preceding program delays. The 2025 models are expected in spring.

Front three-quarter view of a red 2024 electric dodge charger daytona showcasing its R-Wing front design.

Interestingly, Dodge has currently shelved the Challenger nameplate, despite its strong sales in recent years. The Charger name now applies to both two-door and four-door versions (technically three- and five-door, as they are all hatchbacks/liftbacks). The “Daytona” suffix signifies the battery-electric powertrain. In mid-2025, variants powered by the 3.0-liter Hurricane inline-six engine will arrive, simply badged as “Charger.” A hybrid or plug-in hybrid is also likely, though its name (probably not 4xe) remains unknown. At launch, two trims hit the streets: the R/T and the Scat Pack, which were the focus of our first drive event in Phoenix.

Side profile view of the 2024 electric dodge charger daytona emphasizing its liftback design.

Exterior Styling: Classic Cues Meet Modern Design

Thankfully, the new Charger largely avoids overt retro mimicry, yet it retains hints of classic DNA, particularly echoes of the second-generation (1968-1970) model in its overall shape. It presents a clean, relatively modern design with a distinct three-box profile. As an EV, it lacks the need for a massive front grille (though the upcoming Hurricane version will likely feature a different fascia), making do with a smaller lower intake for cooling the battery and motors.

Close-up of the electric dodge charger daytona R-Wing and front fascia detailing the airflow design.

The Daytona name partially references the iconic, high-winged 1970 NASCAR homologation special. Since that extreme look wouldn’t fly today, the new Charger employs a clever design element: the “R-Wing.” The hood slopes down towards the front fascia for aerodynamics, but the R-Wing—a slim panel connecting the front corners—creates a pass-through slot. This manages airflow over the front, balancing lift and downforce without increasing drag, while visually maintaining a taller, more aggressive stance reminiscent of the ’68 model. The Polestar 3 utilizes a similar concept.

Detailed view of the innovative R-Wing pass-through on the front of the electric dodge charger daytona.

The most blatant retro touch is the return of the “Fratzog,” the triangular logo used on Dodge cars from the early 1960s to the early 1970s. When Tim Kuniskis teased the car three years ago, the backlit Fratzog was the only clear element shown. While unfamiliar to many today, fans of original Dodge muscle cars instantly recognized the signal. The Fratzog adorns a vertical support in the center of the R-Wing opening (echoing the ’69 model’s vertical splitter) and appears on the rear fascia, wheel centers, and elsewhere.

Close-up of the illuminated Fratzog logo on the front grille support of the 2024 electric dodge charger daytona.

At the rear, a full-width taillamp cluster features the signature Dodge “racetrack” surround lighting. Despite the three-box silhouette, the Charger is a liftback; the rear glass and decklid lift as one piece. This practical design will be appreciated by owners (and potentially future police departments), offering far better cargo access than the previous Charger’s modest trunk opening.

Rear view of the electric dodge charger daytona highlighting the full-width racetrack taillights and Fratzonic exhaust outlet.

Beneath the rear bumper sits a comb-like structure labeled “Fratzonic”—the outlet for the much-debated Fratzonic Chambered Exhaust system, which we’ll delve into later.

Size Matters: A Significantly Larger Charger

Photos don’t fully convey the new Charger Daytona’s substantial presence. At 206.6 inches long, it stretches eight inches beyond the last Charger. Its 79.8-inch width surpasses the old standard body by 4.8 inches and even the wide-body version by 1.5 inches, effectively making every new Charger a widebody by default. While still 1.4 inches shorter than the 1968 model, it’s three inches wider. Despite this increased girth, passenger volume decreases slightly (by 1.6 cubic feet) compared to the old sedan, mainly due to a three-inch reduction in rear legroom, but it offers nine cubic feet more space than the Challenger.

Spacious rear cargo area of the electric dodge charger daytona liftback with seats folded down.

With the rear seats upright, the liftback provides a very usable 22.7 cubic feet of cargo space (up from 16.5 in the old Charger). Folding the seats flat opens up 37.4 cubic feet. This practicality will benefit owners heading to the track or drag strip, as it’s now feasible to transport a full set of spare wheels and tires inside. Models with the Plus package also include a modest frunk, suitable for a backpack or charging cable.

Despite the large hatch opening, the Charger’s overall structure is significantly stiffer than its predecessor. The body-in-white (without the battery) is 23% stiffer, and incorporating the battery pack boosts this improvement to an impressive 50%.

Initial deliveries will feature the two-door coupe variants, with four-door models arriving in the following months. Both share identical exterior dimensions and common sheet metal (hood, roof, fenders). The primary difference lies in the door apertures, accommodating shorter front doors and the addition of rear doors on the four-door model.

Inside the Cockpit: A Modern Driving Environment

The new Charger’s cockpit represents its most significant visual modernization. While Jeep and Ram have sometimes gone overboard with screens, the Charger adopts a more restrained approach with just two primary displays. All models feature a 12.3-inch center touchscreen angled towards the driver. The base R/T includes a 10-inch digital instrument cluster, upgradeable to a 16-inch unit. The Scat Pack comes standard with the larger 16-inch driver display.

Driver's cockpit view inside the 2024 electric dodge charger daytona featuring digital displays and center console.

While many EV manufacturers opt for column-mounted shifters or even touchscreen controls (like Tesla), Dodge embraces tradition with a modern interpretation of the classic pistol grip shifter. Although electronically controlled (typical for single-speed EVs), it operates like a conventional mechanical shifter, staying in position for each gear rather than returning to a central point. The upcoming high-performance Banshee powertrain is expected to feature a multi-ratio transmission, but that version isn’t yet available.

Close-up of the large 16-inch digital instrument cluster display in the electric dodge charger daytona scat pack.

Detail shot of the modern pistol grip shifter in the center console of the electric dodge charger daytona.

Overall, the Charger Daytona’s cabin feels substantially more premium than the previous generation. Soft-touch materials, contrast stitching, and intricately molded door panels interact appealingly with the ambient lighting. Pleasingly, piano black trim is virtually absent, save for the glossy screen bezels.

Two front seat styles are offered. The standard configuration features a two-piece seatback with an adjustable headrest, upholstered in a mix of fabric and leatherette. Black or Demonic Red full leatherette is optional on the R/T. Scat Pack buyers can choose high-back seats with fixed headrests, available in various suede/leatherette combinations or full Nappa leather.

Standard fabric and leatherette front seats in the 2024 electric dodge charger daytona.

Optional high-back Nappa leather front sport seats available in the electric dodge charger daytona scat pack.

Both seat types proved comfortable during our ~100 miles of road driving and offered good support during spirited cornering on South Mountain and track laps at Radford Racing School. A potentially surprising element for buyers is the seating position. Due to the underfloor battery pack, the floor sits slightly higher than in the previous model, resulting in a hip point closer to that of many modern crossovers—not as high as a Jeep Wrangler, but not as low-slung as a Viper or Mustang.

A significant advantage over the old Charger, and especially the Challenger, is the rear seat accommodation. The coupe’s front seats power forward, and the long doors provide surprisingly easy access. With the front seats adjusted for a six-foot driver, my five-foot-ten frame had several inches of knee and headroom to spare. The seating position isn’t upright like a Wagoneer, but avoids an uncomfortable knees-up posture. Two adult couples could comfortably embark on a weekend road trip, with ample cargo space for luggage.

Demonstrating the ample rear legroom and headroom in the back seat of the 2024 electric dodge charger daytona.

From the driver’s perspective, the steering wheel features flattened top and bottom sections. It’s not a yoke like in a Cybertruck; it has a comfortable diameter and thick rim, easy to handle during cornering. While we didn’t test the smaller 10-inch cluster, the larger 16-inch display is thoughtfully designed so that the wheel rim doesn’t obstruct crucial information. Key data sits within the rim’s view, with ancillary details like ambient temperature visible in the corners.

Driver's view of the flat-bottomed steering wheel and digital cluster layout in the electric dodge charger daytona.

One minor disappointment is the strip of climate controls below the center touchscreen. Similar to the latest Mustang, these touch controls reside on a single piece of plastic that feels somewhat cheap and out of place in the otherwise premium cabin. It’s not a deal-breaker, but noticeable.

Close-up of the touch-sensitive climate control strip below the center screen in the electric dodge charger daytona.

Mountain Drive: Taming the Twists

Our drive program centered around the Radford Racing School in Chandler, Arizona (formerly the Bob Bondurant School). After presentations from Dodge executives and designers, it was time to discover if this electric machine could truly succeed the Hellcat legend.

A red electric dodge charger daytona scat pack navigating a curve during the first drive event.

Let’s be clear: a segment of devoted V8 Charger/Challenger fans will likely never embrace an electric alternative, regardless of its performance. However, these purists represent a relatively small fraction of past Charger and Challenger buyers. The majority of those cars sold were equipped with Pentastar V6 engines. While Hellcats grabbed attention, they weren’t the volume sellers.

We embarked on the morning road drive in a Scat Pack equipped with the Track package, starting at $73,190. Options like the glass roof and carbon/suede package pushed the total to $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 gears, and power electronics.

Illustration highlighting the dual electric drive modules and high-voltage battery pack in the all-wheel-drive electric dodge charger daytona.

On the R/T, the system is tuned for 456 hp and 404 lb-ft of torque. Pressing the “Power Shot” button on the steering wheel unleashes an additional 40 hp for up to 10 seconds. The Scat Pack comes standard with the Direct Connection Stage 2 tune (other tunes will be optional later), delivering a potent 630 hp and 627 lb-ft, plus the 40-hp Power Shot boost. The front EDM incorporates a clutch to decouple it during cruising, reducing drag and enhancing efficiency.

A grey 2024 electric dodge charger daytona parked, showcasing its muscular stance.

Sandwiched between the EDMs lies a 100.5-kWh (usable capacity) lithium-ion battery pack. It comprises 13 modules containing Samsung SDI nickel-manganese-cobalt (NMC) prismatic cells. The R/T achieves an EPA-estimated range of 317 miles, while the heavier Scat Pack, with its larger, stickier tires, is rated at 260 miles. All current Charger Daytonas utilize a 400V electrical architecture; the future Banshee variant will upgrade to 800V. Dodge engineers claim that with proper pre-conditioning, the battery can charge at up to 183 kW on a 350-kW DC charger (official peak, though higher might be seen briefly), achieving a 20-80% charge in approximately 27.5 minutes. AC charging is supported up to 11 kW, taking the battery from 5-80% in about 6.8 hours.

The electric dodge charger daytona being charged by an Ion Dynamics mobile DC fast charging unit.

We didn’t get to test charging during our drive. Radford School plans to install DC fast chargers for its new electric Charger fleet, but for our event, Dodge partnered with Michigan startup Ion Dynamics, which provided mobile charging carts. These carts house a 104-kWh battery and can deliver up to 60 kW. They can be recharged via a standard 240V NEMA 14-50 outlet and operated remotely or autonomously.

Pressing the start button awakens the Fratzonic exhaust, emitting a sound akin to a turbine spooling up, followed by a roar confirming the car is active. Unlike the Hyundai Ioniq 5 N’s engine emulation, the Fratzonic sound is unique to the Charger, clearly signaling its potent nature.

Detail of the Fratzonic Chambered Exhaust outlet under the rear bumper of the electric dodge charger daytona.

At “idle,” the sound settles into a low-frequency rumble overlaid with a distinct pulsing tone. A key advantage is the ability to completely disable the sound for quiet departures. Engaging Track, Drag, or Drift modes significantly amplifies its aggressive character. Expect Mopar and aftermarket companies to offer alternative sound profiles eventually.

Uconnect touchscreen in the electric dodge charger daytona displaying performance pages and drive mode settings.

We set off in Auto drive mode, navigating a mix of highways and surface streets toward South Mountain Park and Reserve. The new Charger employs a multi-link front and integral link rear suspension setup. The R/T uses conventional monotube dampers, while our Scat Pack test car featured dual-valve adaptive dampers. Base R/T models ride on 245/55ZR18 Nexen all-season tires; the Plus or Blacktop packages upgrade to 255/45ZR20 Nexens.

Close-up of the large alloy wheel, performance tire, and Brembo brake caliper on the electric dodge charger daytona scat pack.

To handle its significant power, the Scat Pack starts with 305/35ZR20 Goodyear Eagle Sport All-Season tires at all four corners. Equipping the Track Pack staggers the setup with wider 325/35ZR20 all-seasons at the rear. For maximum grip, buyers can opt for Goodyear Eagle F1 Supercar 3 summer tires in the same sizes. Our road cars used all-seasons, while the track and drift pad cars wore summer rubber. These wider, stickier tires are a major contributor to the Scat Pack’s reduced range compared to the R/T.

Goodyear Eagle performance tire equipped on the 20-inch wheel of the electric dodge charger daytona scat pack.

While Phoenix roads are generally well-maintained, imperfections like expansion joints tested the suspension. The Scat Pack’s ride quality was surprisingly compliant, not exactly supple, but avoiding harshness or thumping, even on South Mountain’s less consistent pavement. This composure, despite 29% stiffer spring rates than the R/T, is likely thanks to the adaptive dampers. Later, driving an R/T with standard dampers back to the hotel revealed a still commendable ride, though expansion joints were more noticeable. Testing on rougher roads will be telling.

The electric dodge charger daytona navigating a winding mountain road during the test drive.

Ascending the surprisingly twisty mountain road highlighted the Charger Daytona’s handling characteristics. With curb weights of 5,838 lbs (R/T) and 5,838 lbs (Scat Pack – Note: original text listed different weights, official Dodge specs list them as identical), it’s nearly 1,200 lbs heavier than a Hellcat Charger. However, the low-slung battery pack contributes to a balanced front-rear weight distribution (unlike the nose-heavy V8 models).

Driving the electric dodge charger daytona scat pack on the scenic and challenging South Mountain roads.

Combined with standard all-wheel drive, the Daytona feels unexpectedly nimble, masking its considerable mass. On the curving mountain road, it proved far more engaging than its weight suggests, albeit with two caveats: steering feel and sheer width.

The variable-ratio rack-and-pinion steering is accurate enough, but even in Sport or Track modes, it lacks significant feedback about front-tire grip. Steering effort increases slightly through the modes (selected via steering wheel buttons), but the connection feels somewhat artificial. Given its muscle car positioning rather than pure sports car, this might be acceptable to some, but it was slightly disappointing. The car’s substantial width also demanded careful attention on the narrow mountain lanes, especially around blind corners, to stay well within the double yellow lines.

Illustrating the width of the electric dodge charger daytona on a narrow mountain road lane.

Managing the kinetic energy of this heavy machine requires serious braking power. The R/T uses 14.2-inch front and 13.8-inch rear rotors with floating calipers. The Scat Pack boasts massive 16.1-inch rotors front and rear, clamped by six-piston Brembo calipers up front and four-piston units at the rear. As an EV, regenerative braking plays a significant role. Steering wheel paddles allow drivers to adjust regen levels. While substantial regen helps, powerful friction brakes remain crucial, especially on track or when the battery is fully charged and cannot accept regenerative energy.

The Uconnect 5 interface includes a setting to toggle creep mode (simulating an automatic transmission’s forward crawl) on or off. Max regen with creep off enables near one-pedal driving, though the deceleration isn’t as aggressive as in some other EVs.

Throughout the drive, we experimented with the Fratzonic sound settings. While distinct from a Hellcat’s roar, the loudest setting is considerably more aggressive and fitting for a muscle car than the sounds found in competitors like the Ioniq 5 N or Mustang Mach-E GT. Dodge chose not to include simulated gear shifts like Hyundai, which feels like a missed opportunity for added engagement on spirited drives, even if gimmicky. For daily commuting, however, turning the sound off provides a much more relaxing experience.

Track Attack: Unleashing the Beast

After lunch, we hit the Radford school’s road course in Scat Pack models fitted with summer performance tires. As on the mountain, the hefty Daytona felt surprisingly balanced. Its width was less concerning on the track but could be a factor during track day overtaking maneuvers.

Cornering hard in the electric dodge charger daytona scat pack on the Radford Racing School track.

To optimize track performance, a “Race Prep” mode in the infotainment system conditions the battery to its ideal operating temperature (around 149°F/65°C) for maximum power delivery. This process can take up to 45 minutes depending on the starting temperature (Note: original text said 5 mins, official Dodge info suggests longer). During our lead-follow laps with instructors, this wasn’t necessary. Exiting the final corner onto the main straight, engaging the Power Shot button provided a noticeable boost, useful for gaining an edge, though the standard 630 hp felt more than adequate. Similar to the Ioniq 5 N, the Fratzonic exhaust’s auditory feedback proved helpful in gauging the car’s performance level, adding to the fun factor.

Lineup of electric dodge charger daytona scat pack cars ready for track laps at Radford Racing School.

Next, I ventured to the skid pad to try drifting. Selecting Drift Mode decouples the front EDM, transforming the Charger into a rear-wheel-drive machine. Even with only half the total power available, the instant torque delivery made initiating drifts remarkably easy, even on sticky Supercar tires. Maintaining the drift, however, requires considerable practice in modulating the accelerator. Nevertheless, generating tire smoke and shredded rubber is effortless.

Initiating a drift with the electric dodge charger daytona scat pack in rear-wheel drive mode on a skid pad.

Generating tire smoke while drifting the powerful electric dodge charger daytona scat pack.

While I skipped the drag strip in favor of more road course laps, colleagues reported impressive and consistent performance. Thanks to instant torque and all-wheel drive—advantages over the RWD Hellcats—the Charger Daytona launched repeatedly well. Timing slips showed quarter-mile times consistently in the 11.5-second range (Note: original text mentioned 11.4-11.7), which is quicker than a standard Hellcat and remarkably consistent.

Action panning shot of the electric dodge charger daytona accelerating rapidly, showcasing its e-muscle performance.

R/T vs. Scat Pack: Is Less Still Enough?

Driving the R/T after experiencing the Scat Pack might have skewed my perception. With 456 hp (plus the 40-hp Power Shot), the R/T is still genuinely quick, hitting 60 mph in a claimed 4.7 seconds. However, it lacks the brutal off-the-line punch of its more powerful sibling. Considering that most previous Charger/Challenger buyers opted for the V6, the R/T’s performance will likely satisfy, offering a significant upgrade. Choosing the R/T means non-staggered tires and omitting the specialized Track, Drift, and Drag modes, but it retains the same muscular looks that will likely go unnoticed by most casual observers.

Front view of the electric dodge charger daytona R/T model, a powerful entry point to Dodge e-muscle.

Market Positioning: Competitors and Cost

Defining the electric dodge charger daytona‘s competitive set is tricky. Obvious rivals include the Hyundai Ioniq 5 N, Ford Mustang Mach-E GT, and perhaps the Tesla Model S (though the Plaid significantly out-accelerates it). The Plaid shares some muscle car traits (blistering acceleration, less focus on handling). Compared to the Ford and Hyundai crossovers, the Dodge offers a sleeker, more traditional car profile.

The 2024 electric dodge charger daytona presents a unique blend of muscle car style and EV performance.

Alternatively, one could view the Charger Daytona as an alternative to performance crossover coupes like the BMW X6 M or Porsche Cayenne Coupe. It undercuts these German rivals significantly on price while offering comparable or better interior space and possessing a unique American character.

The initial launch models aren’t inexpensive. The R/T starts at $60,795 (including destination), while the Scat Pack begins at $66,795. While this is considerably more than the outgoing V8 models (e.g., around $17k more than a 2023 Scat Pack Widebody), it’s crucial context that the new Scat Pack is quicker than the old Hellcat Redeye, which commanded a price near $95,000.

Considering the price and performance of the new electric dodge charger daytona scat pack.

Initially, battery modules sourced from Samsung’s Hungarian factory mean the Charger Daytona won’t qualify for federal purchase tax credits in the US, though lease customers may benefit from passed-through credits. When Stellantis and Samsung’s joint venture factories in Indiana begin cell production (expected sometime in 2025), domestically sourced batteries could make purchased vehicles eligible for credits, assuming current Inflation Reduction Act rules remain.

Bottom Line

After a day immersed in the new electric dodge charger daytona, it feels like a genuine continuation of the muscle car legacy into a new technological era. Despite its substantial weight, the Scat Pack delivers the quickest acceleration of any Charger model ever produced, rivaling formidable Vipers and bested only by the purpose-built Challenger Demon variants. While it lacks the visceral rumble and vibration of a large V8, its unique Fratzonic sound adds character, and its liftback design introduces a level of practicality previously unexpected in this segment.

The electric dodge charger daytona signals a bold new direction for American muscle cars.

The challenge for Dodge lies in the inherently emotional nature of muscle car purchases. No one needs a car like the Charger Daytona; they want it. A dedicated group of Hellcat loyalists may forever condemn this electric evolution, regardless of its performance superiority demonstrated at the drag strip. However, if potential buyers can approach it with an open mind, setting aside preconceived notions and taking a test drive, they might find themselves genuinely drawn to this new breed of American e-Muscle. This could very well mark the continuation, not the end, of Dodge’s halcyon era, simply charged in a different way.