Recently, Dodge invited a group of media representatives to Chandler, Arizona, at the Radford Racing School to get behind the wheel of the all-new, all-electric 2024 Dodge Charger Daytona. While this may be exciting for some, these media drives often involve pre-determined routes on the best driving roads, limited time behind the wheel, and maybe a couple of quick laps around a track.
However, I managed to get my hands on one of these all-new electric muscle cars away from the event and spent several hours behind the wheel of what might be the most controversial Dodge vehicle since the modern-day Charger was introduced as a four-door sedan in late 2005.
As a critic of electric vehicles (EVs), it was important for me to really get to know this new generation of the Dodge Charger before criticizing it. As an automotive journalist living in Metro Detroit, I had the privilege of attending the debut of the Charger Daytona SRT Banshee Concept in August 2022. While I was skeptical of the car’s powertrain from the beginning, it took over two years to get behind the wheel of the production model to truly understand it.
To my surprise, spending quality time behind the wheel—not on a controlled media drive but actually on the public streets I navigate daily—gave me a better sense of how this new car functions as a practical driver. This experience was far more informative than a brief test drive focused solely on showcasing its features during a ten-minute presentation.
Exterior Styling –
Overall, the 2024 Dodge Charger Daytona remains very loyal to the concept car. The Dodge design team did an excellent job bringing the vision of the concept to the street. While the new Dodge Charger harkens back to the look of Dodge Chargers from the past, it isn’t what I would call a retro design. Instead, we get a modern interpretation of the Charger nameplate with just a few cues here and there to connect the car to its heritage, while making the new model something special in its own right.
While many people online have criticized the car’s looks before even seeing it in person, I think a lot of those opinions will change once they experience it firsthand. Gone are the “widebody” looks of the previous Challenger and Charger models, which relied on added-on fender flares. The new Charger’s body blends the iconic “Coke bottle” shape with true widebody proportions. While it might be hard to appreciate in photos, standing behind the car allows you to see its full proportions. The new design enables the Dodge Charger Daytona Scat Pack with the Track Pack to accommodate massive 325-series rear tires without them protruding from the car’s sides. While much of the attention has been on the front-end styling, it’s the rear that truly captures the Dodge essence. Taking cues from the 2011–2014 Dodge Charger, the Daytona features a similar shape around its decklid and rear window, with a subtle “flying buttress” effect as the rear C-pillars slightly extend past the glass.
From the side, the car appears dramatically larger, especially compared to the outgoing Challenger. This is due to the new coupe riding on the same wheelbase as the upcoming four-door model, set to debut in Q1 of 2025. Now sitting on a 121-inch wheelbase, versus the previous 116 inches, the new two-door muscle car’s proportions give it a much larger presence. The Charger’s greenhouse is also more expansive than the Challenger’s, enabling the hatchback functionality and providing even more rear headroom compared to the outgoing Charger and Challenger. The biggest aesthetic improvement is the use of Gloss Black paint on the lower portions of the car, giving it a more finished and upscale appearance compared to the plastic rocker cladding on Challengers we’ve seen over the past decade.
Up front, the Charger features the unique R-Wing design, which looks fantastic and adds a futuristic touch while retaining the nameplate’s iconic styling. Both the R/T and Scat Pack models are equipped with reflective LED headlights, although it would have been nice to see the Scat Pack adopt the projector lenses seen on the SRT Banshee Concept. While the reflective headlights are an improvement over those on the outgoing cars, they don’t quite match the upscale look of projectors. The LED daytime running light (DRL) now wraps around the bottom of the “grille” design, giving the car the iconic Dodge muscle car appearance while adding a fresh signature look to the Charger nameplate. The only real disappointment with the exterior lighting is the absence of LED fog lights.
Interior Styling –
The interior of the 2024 Dodge Charger represents the most dramatic change for the model year. While the Charger’s interior design remained largely unchanged since 2011, the new iteration leaps lightyears ahead in both design and technology. I was thoroughly impressed when I experienced these production-spec models for the first time. Gone is the cockpit-like design, with its “elephant skin rubberized plastic” that felt confining. Instead, the new Charger interior feels more open and inviting, with a two-tier dashboard design that is a night-and-day improvement over the outgoing setup.
The cabin feels significantly more spacious, thanks to larger side windows and the redesigned dashboard. Visibility from the side windows to the windshield is greatly enhanced. At 6’1″, I prefer to sit low in my seat, and while the Charger provides plenty of headroom, the lower seating position still allows you to look out over the hood and through the R-Wing. Additionally, the curved hood design improves forward visibility, letting you see approximately 12 inches in front of the car—a vast improvement over the blocky front ends of the outgoing models.
The model I reviewed featured the Carbon Fiber and Suede package, which highlights the new door panels and dash with carbon fiber accents. Paired with ambient lighting, this combination creates a stunning visual effect, especially at night. With 64 adjustable colors and intensity settings, it reacts dynamically to vehicle events, such as opening a door or pressing the ignition button. This lighting is expressed through a sculptural parametric texture that wraps 270 degrees from the driver door to the instrument panel and passenger door, creating a cohesive and immersive ambiance.
The steering wheel is now performance-focused and features a heated flat-top/flat-bottom design. It includes paddle shifters for managing regenerative braking, a PowerShot button, and Drive Modes selector conveniently located on the front for quick access.
The new high-bucket seats in the Scat Pack are some of the most comfortable I’ve experienced in a car recently. Initially, I doubted their comfort compared to the more traditional-looking seats in the R/T models, but after adjusting them, they felt incredibly supportive. They also offer more padding than the outgoing HELLCAT seats from 2023, which often felt under-padded on long drives.
The new technology further modernizes the interior, with a futuristic heads-up display (HUD) and free-standing wide-format cluster screens available in 10.25-inch or 16-inch options. A 12.3-inch Uconeect 5 center display is positioned in an angled center stack, contributing to a sculpted, high-tech feel. The all-electric models include a Navigator Charging Location feature that informs drivers if charging is needed to reach a destination and suggests nearby charging stations along the route. Electric vehicle pages, accessible via the Uconnect 5 touchscreen, provide details on power flow, battery regeneration, and charge status. For performance enthusiasts, the new Performance Pages offer vital metrics, all accessible through the Uconnect 5 system.
The modern pistol-grip shifter, though electronic, mimics the feel of a mechanical shifter. Its unconventional shape is surprisingly ergonomic, fitting comfortably in hand and providing a place to rest your hand while driving.
The Charger’s utility has also been enhanced, with best-in-class cargo and rear storage capacity courtesy of its powered “hidden hatch” design. The rear seats fold flat, offering a maximum cargo area of 38.5 cubic feet—133% more than the outgoing Charger. Additionally, the “frunk” provides an extra 1.5 cubic feet of storage space. While not the biggest frunk on the market, it is suitable for things like car detailing products for those weekend Cars and Coffee events.
That said, the interior isn’t without its flaws. The haptic buttons below the infotainment system feel cheap, the turn signal stalk lacks refinement, and the optional glass roof, while visually appealing, doesn’t open.
Performance –
While the new all-wheel-drive (AWD) Dodge Charger Daytona Scat Pack delivers supercharged HEMI® V8 performance, its 400-volt propulsion system features a high-voltage battery pack, dual integrated charge module, and front and rear electric drive modules (EDMs).
The front EDM includes a wheel-end disconnect for improved range and efficiency, while the rear EDM incorporates a mechanical limited-slip differential to enhance traction and performance. Each EDM employs a 3-in-1 architecture, combining an inverter, gearbox, and motor, generating 335 horsepower (250 kW) and 313.5 lb.-ft. of torque per unit. The 100.5 kWh battery pack offers a peak discharge rate of 550 kW, optimized for rapid acceleration over a quarter mile, with prismatic cell construction ensuring stability and better thermal performance. The nickel cobalt aluminum chemistry maximizes power density, serving as the battery-electric equivalent of high-octane fuel.
The Charger Daytona Scat Pack introduces a Stage 2 kit, boosting output by 80 horsepower to 670 horsepower in Drag Mode. Drivers can further customize their experience with an advanced regenerative braking system that converts kinetic energy into electricity during deceleration, offering adjustable levels (0.1g, 0.2g, or 0.3g) via paddle shifters. Performance features include PowerShot mode, adding 40 horsepower for 10 seconds with a throttle punch, Track, and Drift/Donut modes, 20-inch wheels with staggered Goodyear Eagle F1 Supercar 3 tires, and the largest brake package ever on a Dodge vehicle, featuring massive 16-inch Brembo® vented rotors with 6-piston front and 4-piston rear calipers. A Brake-by-Wire eBoost system intelligently blends regenerative and foundation braking for optimal deceleration and pedal feedback.
The Charger’s suspension system enhances performance with a multi-link front suspension for improved cornering dynamics and a 4-link independent rear suspension for increased body control during high-speed cornering. Dual-valve semi-active suspension with adaptive damping offers precise handling, a smoother ride, and extensive personalization options in various Drive Modes, including Auto, Custom, Eco, Sport, Wet/Snow, Track and Drag, with Track Mode optimized for maximum performance on smooth surfaces. Drag Mode, available on Daytona Scat Pack models, is tailored for straight-line acceleration.
Exclusive features like Drift/Donut Mode allow drivers to configure propulsion and traction control for controlled drifting and donuts, while Launch Control provides five selectable levels of intensity for optimal acceleration from a stationary start. Dodge’s race-prep options further refine energy management for both drag and track racing scenarios, offering detailed insights into battery levels, thermal conditions, and race readiness through dedicated pages.
The Charger Daytona boasts near-perfect weight distribution and increased body rigidity for improved handling, ride quality, and reduced cabin vibrations.
One-Pedal Driving and ‘Creep’ Mode –
The Dodge Charger Daytona models provide a range of driving modes that enhance the experience for both EV enthusiasts and traditional muscle car fans. One notable feature is the one-pedal driving mode, which allows drivers to decelerate the car simply by lifting off the accelerator. This mode leverages regenerative braking to recapture energy and slow the vehicle down, making it ideal for urban commutes and stop-and-go traffic. Drivers can enjoy precise control with minimal use of the brake pedal, adding convenience and efficiency to daily driving.
For those who prefer the feel of a traditional internal combustion engine (ICE) vehicle, the Charger Daytona offers ‘creep’ mode. This mode mimics the behavior of an ICE-powered car by allowing the vehicle to roll forward gently when the driver releases the brake, much like a car with an automatic transmission idling in gear. The ‘creep’ mode delivers a familiar and intuitive experience, bridging the gap between conventional and electric vehicles.
Together, these features provide a versatile driving experience, catering to a variety of preferences and driving conditions. Whether seeking the smooth efficiency of one-pedal operation or the nostalgic familiarity of creep mode, the Charger Daytona ensures every driver feels at home behind the wheel.
Driving Experience –
Behind the wheel of the all-new Dodge Charger Daytona Scat Pack, I experienced a level of performance that sets a new benchmark for Dodge’s lineup of L-Series cars. This Charger feels like an entirely new beast, boasting a much stiffer chassis than its predecessor and delivering noticeably improved handling. Despite the rough terrain of Michigan roads—with railroad tracks and potholes aplenty—the car absorbed the bumps with grace, eliminating the rattles that plagued older models. It feels solid and composed, even when challenged by unforgiving surfaces.
On twisty roads, the Scat Pack’s agility is a standout feature, especially when considering its hefty 5,838-pound curb weight. Add my own weight, a passenger, and some gear, and we were well over 6,200 pounds, but you’d never guess it from the way the car handles. The steering is impressively tight—even in Auto Mode—and the car responds instantly to every input, staying precisely on the line I intended without hesitation.
A light touch on the throttle reveals the magic of instant torque. The Scat Pack’s acceleration is ferocious, easily pinning me to the seat with more immediacy than even a stock HELLCAT could muster in Track Mode. Switching to Drag Mode unleashes the full potential of the Fratzonic Chambered Exhaust, which roars to its loudest, most aggressive tone. In this mode, the car launches with a force that feels comparable to a Jeep® Grand Cherokee Trackhawk—squatting at the rear as it propels forward with AWD and torque vectoring providing absolute control.
What surprised me most is how seamlessly this EV balances raw performance and practicality. While some critics might lament its comparisons to lighter, smaller competitors like the Hyundai Ioniq N, this Charger Daytona Scat Pack offers an entirely different experience. It doesn’t just outclass the Ioniq N in power and presence—it also provides comfort for four full-size adults, all while delivering a stylish ride that turns heads. For me, the Charger Daytona Scat Pack proved that an electric muscle car can dominate the streets with the perfect mix of brute force, agility, and everyday usability.
Fratzonic Chambered Exhaust –
One of the standout features of the Dodge Charger Daytona models is the patent-pending Fratzonic Chambered Exhaust system. Integrated into the design, the black lower rear fascia is debossed with a Daytona text logo and a Fratzonic text logo, showcasing its exclusive identity.
The Fratzonic Chambered Exhaust is the world’s first system of its kind, operating like a pipe organ. It uses baffles to move air through a chamber, generating a unique auditory experience. In its loudest settings, the exhaust can even cause vibrations in the rear of the vehicle, offering an unmatched sensory experience.
At low speeds, specifically from 0 to about 40 mph, the system produces a subtle rumble reminiscent of traditional internal combustion engine (ICE) feedback. As speeds increase beyond 40 mph, the exhaust note transitions, incorporating an electronic tone that merges with the rumble. This hybrid sound provides a modern, albeit synthetic, driving experience.
The system offers customizable modes to cater to different preferences:
- Auto Mode: Keeps the exhaust nearly silent, akin to the quietness of a full-size four-cylinder sedan.
- Sport Mode: Amplifies the sound by approximately 20%, delivering a balance between engagement and comfort.
- Track and Drag Modes: Push the system to its loudest (with Drag Mode being the loudest), offering an exhilarating and dynamic experience.
For those who prefer complete silence, the Fratzonic Chambered Exhaust can be turned off at the push of a button. However, without it, the Charger Daytona resembles the quiet demeanor of a conventional EV, which some enthusiasts might find less engaging.
My Overall Thoughts –
While the 2024 Dodge Charger Daytona Scat Pack offers plenty to rave about, based on my experience behind the wheel, there are a few drawbacks worth mentioning. The first is its reliance on electric power—not because of the car itself but due to the infrastructure surrounding it.
Charging capabilities are impressive on paper. Using a Level 3 DC CCS fast charger, the Daytona Scat Pack can replenish from 20% to 80% in just over 24 minutes, with an estimated charge rate of 8.1 miles per minute when paired with a 350-kW fast charger. However, finding such high-speed chargers in Michigan proved to be a challenge. Even when you locate one, roughly 30% of them were malfunctioning or out of service, highlighting a broader issue with EV infrastructure in the state. Unlike Tesla, Ford, and GM owners, who benefit from an extensive and reliable Tesla Supercharger network, Stellantis vehicles are yet to gain access to that system. The Charger Daytona’s appeal would undoubtedly skyrocket if a robust network existed. Perhaps this issue would be less pronounced in EV-friendly states like California, where infrastructure is far more developed.
The second concern is price. The fully loaded Daytona Scat Pack I tested came with an eye-watering sticker price of $85,000. While it delivers the performance and styling of a premium muscle car, its price rivals the 2023 Dodge Charger SRT HELLCAT Widebody Jailbreak, rather than anything traditionally associated with the Scat Pack badge. Although FCA US is offering attractive financing options like 0% APR for 72 months, the cost still puts it out of reach for many enthusiasts. Looking ahead to 2025, Dodge plans to offer more flexible configurations, which could result in lower prices. For now, though, it’s a steep buy-in for Dodge’s newest EV performance muscle car.
Another consideration is depreciation. EVs currently lose value faster than their internal combustion counterparts. Personally, I’d hesitate to purchase one new but would find the Charger Daytona much more enticing on the second-hand market once prices stabilize.
Despite these challenges, the Charger Daytona Scat Pack holds a significant place in Dodge’s lineup. Even with potential regulatory changes under a new presidential administration, states like California and those adhering to CARB standards will continue driving demand for vehicles like this one.
For enthusiasts accustomed to EVs, seeking HELLCAT-level performance, and equipped with home charging solutions, the Charger Daytona Scat Pack is an excellent daily driver. Its bold design, comfortable interior, and versatile hatchback layout make it a practical yet thrilling option.
For me, however, the experience left me even more excited for the upcoming 2025 Dodge Charger SIXPACK. If Dodge delivers on its promise of offering 420- and 550-horsepower internal combustion options that blend the Daytona’s driving dynamics with the unmistakable charm of an ICE engine, it could be a game-changer—even without a HEMI. The SIXPACK is shaping up to be a winner for enthusiasts craving traditional power without compromising modern design and handling.
Yes, I miss the iconic V8 rumble, but the Charger Daytona Scat Pack proves that the future of performance is well within Dodge’s grasp. It offers power and capability beyond what most drivers will ever use, and with the SIXPACK—is poised to continue this exciting evolution of the Charger legacy.
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