Our 2025 Dodge Charger Daytona Scat Pack BRICKED!

Back in May, I decided to lease a 2025 Dodge Charger Daytona Scat Pack. As a lifelong Mopar enthusiast, the idea of driving Dodge’s first all-electric muscle car was intriguing. Over the years, I’ve owned and reviewed countless gas-powered performance vehicles, but I wanted to experience electric ownership firsthand.

The decision wasn’t without hesitation. Charging networks remain inconsistent, early EV adopters often deal with teething issues, and Stellantis’ EV rollout has been anything but smooth. Still, after seeing the Charger Daytona SRT Banshee revealed at Dodge Speed Weeks in 2022, I was captivated by the styling. When incentives and lease deals began surfacing after the model’s rocky launch, it became hard to ignore. The opportunity to drive one of the boldest EVs on the market was simply too good to pass up.

The First Few Months – 

Since taking possession in May, my Charger has been surprisingly dependable. For all the negative headlines surrounding Stellantis’ EV push, my daily experience was largely positive. Over-the-air (OTA) updates, in particular, actually improved the car in several ways. Throttle response has been sharpened, range has increased slightly, and functionality continues to evolve.

There were minor hiccups along the way. At one point, the “Auto” mode screen stopped displaying graphics after an update. Another ongoing annoyance has been the proximity keyless entry, which works sporadically. Still, these were small trade-offs for a car that otherwise drove well and remained largely trouble-free.

In many ways, the ownership experience felt like any ordinary car. The Charger’s performance, design, and everyday usability were enough to make me cautiously optimistic about where the brand was headed.

The Update That Changed Everything – 

That optimism took a hit last week.

Like many owners, I leave my Charger connected to my home Wi-Fi so it can download OTA updates while parked. These software pushes usually happen quietly, without notifications. On Thursday morning, I noticed several Charger Daytona owners posting on Facebook that their infotainment systems now featured an AppMarket with playable games. It looked like Dodge had added a fun, if not gimmicky, new feature.

That afternoon, I stepped into my car to film a video about the new AppMarket for my The Mopar Junkie YouTube channel. Instead of finding new games, I found a wall of error messages. Faults lit up across the instrument cluster and infotainment system. The steering was locked. The car refused to move forward or backward.

My Charger had bricked.

Troubleshooting Attempts – 

When it happened, my first call was to Jordan Rose (@MoparTechJordan), a trusted Mopar technician with deep knowledge of Stellantis EVs. He advised me to leave the vehicle alone for at least 30 minutes, allowing it to go into a sleep cycle in hopes it would reset itself. He explained that sometimes one module refuses a software change, which in turn cascades faults across other modules, effectively shutting down the car.

After two hours, nothing had changed. The car was still bricked.

At that point, I considered disconnecting the 12-volt battery to force a reboot. However, I reminded myself that the car was leased, and I wasn’t sure how Stellantis would view such an intervention. Given my role documenting the vehicle publicly, I decided it was best not to risk complicating the situation. Instead, I turned to Stellantis’ customer service hotline.

First Contact With Customer Service – 

My first call on Thursday evening was encouraging. A representative named Georgia was pleasant and suggested Stellantis could attempt a remote OTA fix. Unfortunately, the department responsible for that process had already closed for the day.

The next morning, I called again and spoke with a representative named Thomas. I explained that my car was immobile and needed to be towed to a dealership. He agreed but told me I would be responsible for a $7.50 charge because the dealership I selected was 12 miles away—two miles over the “free” 10-mile allowance.

The dollar amount was trivial, but the principle was frustrating. Here was a car with fewer than 3,700 miles on it, bricked, and Stellantis still expected me to cover part of the towing cost. It was the first of many reminders that customer support infrastructure still lags behind the technology being sold.

The Tow Truck Fiasco – 

The most discouraging part of this experience wasn’t the fact that my Charger bricked itself — it was what happened afterward. What should have been a routine tow turned into a two-day saga involving five different towing companies, countless calls to customer service, and hours of wasted time.

Tow #1 – The Push and Quit
The first tow truck arrived on Friday afternoon, about an hour after my initial call. The driver was friendly enough and asked if the car could be placed in neutral. When I confirmed it could, he attempted to manually push the Charger backward down my driveway. With the steering column locked, the vehicle rolled about three feet before stopping, essentially immobilized. Instead of attempting an alternative solution, the driver admitted he couldn’t handle the job, snapped a few photos for documentation, and left. Stellantis was informed the car couldn’t be moved, and I was back to square one.

Tow #2 – The Call and Cancel
The second attempt came later that evening. This time, the driver called me before even heading out. I explained that the vehicle couldn’t roll freely and that the steering was locked. Without hesitation, he told me he didn’t have the proper equipment to deal with that scenario. Rather than try, he cancelled the job outright. Another wasted hour, and still no progress.

Tow #3 – The Ghost Tow
Saturday morning brought the third attempt. This driver actually showed up — an hour earlier than scheduled (7:00 a.m.)— but never knocked on my door, never called out, and never even tried to move the car. Instead, he quietly took photos, left the scene, and reported back that he couldn’t tow the vehicle. I discovered he had been there only after checking my phone and seeing two missed calls with no voicemail. It was a bizarre experience that left me more frustrated than before.

Tow #4 – The False Hope
By Saturday afternoon, Stellantis customer service dispatched a fourth tow company. This time, I called the company myself and talked to the dispatcher, who reassured me their drivers regularly worked with EVs and had the necessary equipment. For the first time in this ordeal, I felt optimistic. My wife stayed home to meet the truck while I went to attend a car event in Detroit. But just as I was settling in at the show, I received a text update from Stellantis: the tow job had been cancelled. Once again, I was left stranded, and any confidence I had left in the process evaporated.

Tow #5 – The Professional
Finally, late Saturday afternoon, the fifth tow company arrived — and this one was different. The driver, named Jordan, called me in advance to ask about the car’s location in the driveway. His questions made it clear he understood the challenges of moving a bricked EV.

When he arrived, he came prepared. He pulled out four plastic “skates” and carefully hammered them beneath the tires with a mallet. As he winched the Charger toward the flatbed, the front wheels began to roll freely while the locked rear wheels slid over the skates. Once the car was partially on the truck, he paused, added wooden blocks to adjust the ramp angle, and ensured the front fascia wouldn’t scrape during loading. In under 15 minutes, the Charger was secured on the flatbed without any issues.

The most surprising part? This company was based just four miles from my house. Unlike the previous four companies, which had come from neighboring counties or even farther, Jordan’s outfit was local, experienced, and properly equipped. Had Stellantis dispatched them first, the entire two-day ordeal could have been avoided.

The Bigger Problem – 

The car bricking was disappointing, but the real frustration was dealing with Stellantis’ roadside assistance process. Four failed tow attempts over two days is unacceptable, particularly in Metro Detroit—the heart of America’s auto industry.

EVs are no longer rare in this region. My immediate neighbors own Chevy Equinox EVs and a Mustang Mach-E. Towing companies should be equipped and trained to handle these vehicles. Instead, Stellantis’ third-party roadside service repeatedly dispatched companies without the right tools or knowledge.

The burden fell on me, the customer, to repeatedly explain the situation, chase dispatchers, and endure wasted hours waiting for help that never arrived. That’s not a customer-first experience.

We’ll share a full breakdown once the vehicle is returned and we’ve had a chance to evaluate the repairs. Stay tuned.