2024 Dodge Charger

The 2024 Charger is the first model year of the eighth generation, and every 2024 car is the dual-motor Daytona EV (the Sixpack gas car didn't arrive until 2026). The volume R/T makes 456 hp, or 496 hp with PowerShot overboost. The Scat Pack tops the range at 670 hp.

Peak torque is 404 lb-ft on the R/T and 627 lb-ft on the Scat Pack, both available instantly from the electric motors.

Dodge claims 4.7 s for the R/T and 3.3 s for the Scat Pack.

The dual-motor drive delivers strong, smooth thrust with no lag. Reviewers fault the synthetic 'Fratzonic' exhaust sound and the theatrical PowerShot timing more than the delivery itself.

The single-speed direct drive delivers power seamlessly, with no shifting or hunting. It lacks the manual-mode involvement of the outgoing 8-speed.

AWD is standard on every 2024 Charger Daytona through front and rear motors. A rear-biased mode is included, and the Scat Pack adds Track, Drag and Drift modes. That is unusual among RWD-dominated muscle and sports coupes.

For 2024 the only powertrain is the dual-motor EV in two outputs (R/T and Scat Pack). The Hurricane I6 Sixpack gas models arrive for 2026, and the LD sedan's V8s ended with 2023.

The R/T on 20-in Nexen all-season tires is EPA-rated at 98 MPGe combined. Other R/T tire fitments get 85–87, and the 2024 Scat Pack Track Pack 70–78.

This is the EPA city rating for the volume R/T configuration.

This is the EPA highway rating for the volume R/T configuration. The large, heavy coupe body costs it some efficiency at speed.

On the 100.5 kWh pack, the R/T on 20-in Nexen tires gets 308 miles of EPA range. The Goodyear and 18-in performance tires drop it to 268–274 miles, and the Scat Pack Track Pack to 216–241.

The 400-volt architecture caps DC fast charging at a 183 kW peak. That is mid-pack against 800-volt rivals that accept 230–350 kW. Some outlets quote '350 kW' charging, but that is the charger-station class, not what the car accepts.

Dodge quotes 20–80% in about 24–27 minutes and 5–80% in 32.5 minutes rather than a 10–80% figure. Published 10–80% figures put it at about 32 minutes.

This is EPA's annual energy cost estimate at 15,000 miles a year for the volume R/T configuration.

It charges on standard Level 2 at home and uses the CCS1 public network, so it is cheap to keep charged. Fast-charge peak and range are only middling, and the large pack is slow on Level 1.

NHTSA has not crash-tested the eighth-generation Charger Daytona EV, which launched as a 2024 model with production starting in December 2024. Per the framework, an untested vehicle records 0 stars rather than an estimate.

IIHS has not run crashworthiness tests on the new Charger Daytona, so it has no TSP or TSP+ award and no proven results. It is a new, heavy STLA Large EV with nothing known to be wrong, but an untested car can't score in the 'mostly Good' band.

Both 2024 Daytona trims (R/T and Scat Pack) come standard with AEB with pedestrian/cyclist detection and left-turn assist, stop-and-go adaptive cruise with Active Driving Assist lane centering, lane departure/keeping, blind-spot monitoring with rear cross-path, front/rear/side ParkSense with stop, traffic-sign recognition and a drowsy-driver alert. That covers every core item on every trim.

AEB with pedestrian detection and left-turn assist is standard, but IIHS has not published a vehicle-to-vehicle or pedestrian front crash prevention rating for this Charger. Without test results, the score sits in the middle band.

Blind-spot monitoring and rear cross-path detection are standard on every trim, and ParkSense with stop adds rear braking at parking speeds. The warnings alert the driver but don't steer away from a car in the blind spot, and there is no safe-exit warning.

Lane departure warning with lane keep and hands-on Active Driving Assist lane centering are standard. This is the Stellantis Level 2 system, which reviewers find usable but less polished than the class leaders.

Adaptive cruise with stop-and-go is standard and combines with lane centering as Active Driving Assist, so every trim gets an integrated highway assist. The system works well but is not class-leading in refinement.

Active Driving Assist requires hands on the wheel, and the 2024 Charger Daytona offers no hands-free highway mode. The Mustang offers Ford's BlueCruise, and the Charger has no equivalent.

LED headlamps and automatic high beams are standard, but IIHS has not rated this generation's headlights and there are no adaptive or matrix lights. The score reflects modern standard LEDs with unverified performance.

The long hood, high beltline, thick rear pillars and shallow fastback glass leave large blind zones, as is typical of muscle coupes. The rear camera and standard front/rear/side parking sensors make up for some of that.

The 2024 Daytona is a two-door liftback only, with front seats that fold forward for rear access. The rear seat is roomier than in a Mustang, but loading a child seat through the door gap is awkward, and a rear-facing seat takes a lot of front legroom.

Five-seat layout on both 2024 trims — unusually for a coupe.

Generous front headroom for a coupe.

Above-average front legroom.

Rear headroom closer to a sedan than a coupe thanks to the long liftback roof.

Adult-usable rear legroom — tops the coupe band.

Liftback hatch gives far more cargo room than a conventional coupe trunk.

Hatchback opening and 60/40 split-folding rear seat add real practicality; console and door storage are ordinary and there is no notable storage innovation.

Front seats praised as well-padded and supportive; rear bench is genuinely adult-usable, though the low seating position and heavy bolstering won't suit everyone.

Comfort mode absorbs bumps reasonably for a ~5,800-5,900 lb muscle car, but large wheels and mass make rough pavement firm and busy.

No engine noise, but testers report notable wind and road noise at highway speed; the Fratzonic synthetic exhaust adds noise unless set to Stealth.

Heated steering wheel, heated front seats and dual-zone automatic climate are standard; ventilated seats are optional, and app-based pre-conditioning is available.

MY2024 is the launch year of the eighth generation and every 2024 Charger is the dual-motor Daytona EV two-door. The cheapest way in is the R/T, whose sticker is above the coupe band ceiling.

The 670-hp Scat Pack led the 2024 launch and made up most early deliveries. In its first year it came with the Track Package and the Direct Connection Stage 2 upgrade standard. Factory cash of $7,500–$12,500 brought real transaction prices well below sticker.

The EV needs no oil changes, but a heavy (~5,800 lb), high-output car wears through wide performance tires and brakes, which keeps maintenance above a typical EV. The 2024 car is mechanically identical to the 2025 car KBB projects.

This is a low-demand EV that was heavily discounted from new almost from launch. That depresses residuals, and launch-year Scat Packs with $12.5k on the hood set a low used-market baseline.

This is Stellantis's industry-minimum bumper-to-bumper coverage.

The high-voltage battery and electric drive modules carry 8 yr / 100,000 mi coverage. The conventional powertrain limited warranty is 5 yr / 60,000 mi.

No scheduled maintenance is included. Buyers do get 5 yr / 60,000 mi roadside assistance plus a choice of a free 48A Level 2 home charger or public-charging credit, and launch-year cars came with Direct Connection performance upgrades (Stage 1 on the R/T, Stage 2 on the Scat Pack) at no extra cost.

$75,185 volume-trim price minus its estimated resale value after 5 years (44% retained, or about $33,081) leaves about $42,104 in depreciation. Add the projected $6,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $48,504 in total.

MY2024 is the launch year of the eighth-generation STLA Large Charger. Every car is a dual-motor Daytona EV, and production only began in December 2024, so no survey prediction exists. These earliest builds had the most widely reported software problems: limp mode, false fault codes, dead 12V batteries and no-start 'bricked' cars that needed OTA or dealer fixes. That puts the outlook below the coupe peers.

The brand signals conflict. Dodge topped J.D. Power's 2024 VDS on the mature LX-platform Charger and Challenger, but Consumer Reports ranks Dodge in the lower third of brands, and the LX record says little about an all-new EV architecture.

Three NHTSA campaigns cover the MY2024 Charger Daytona: two software defects and one rollaway risk. A wave of software service actions for limp mode and charging faults came on top of those. That is a busy launch-year record, but it includes no fire or crash-structure campaigns.

The 400V dual-motor STLA Large EV drivetrain is brand-new, so it has no high-mileage history. Early owners have reported limp mode and charging errors, and one recall replaced the drive module. The design is unproven and already shows red flags.

The cabin is a clear step up from the LX-era Charger, with a digital cluster, a 12.3-in center screen and better switchgear. Reviewers still note hard plastics in the lower dash and door panels, which stand out on a car priced around $60K.

Owners of the first Windsor-built cars complained about window and trim problems, front-end shake around 55–62 mph, and widespread electronic glitches. The launch experience reads as rough rather than tightly assembled.

Dodge sells through the dense nationwide Chrysler/Dodge/Jeep/Ram network. Only some of those dealers are EV-certified to service the Daytona, though, and Stellantis service satisfaction trails the mass-market average.

Drive modules, battery and body parts for the new platform are proprietary and come from dealers, and some are shared only with the Wagoneer S. The old Charger muscle-car aftermarket does not carry over to the EV.

12.3-in landscape center screen standard on both 2024 trims.

Uconnect 5 is reasonably quick and easy, but some reviewers call menus cluttered with bunched-up buttons; climate partly kept on physical controls.

Wireless Apple CarPlay and Android Auto are standard, with two-phone connectivity.

Built-in TomTom navigation with EV charge routing and voice control are standard; functional but most owners default to phone projection.

Standard system is adequate; a premium Alpine system with subwoofer is optional via the Sun & Sound package.

Full-digital cluster standard: 10.25 in on R/T, a wide 16-in configurable display on Scat Pack (and available on R/T).

Uconnect infotainment receives OTA updates, but the drive-module and 'bricking' software fixes on early 2024 cars were largely dealer-applied.

Dodge app covers remote lock/start, vehicle finder, charge scheduling, station locating and battery monitoring; no digital key and some services subscription-based.

USB-C front and rear; wireless charging pad requires the Plus Group, and there is no AC outlet or vehicle-to-load.

Proximity keyless entry and push-button start standard, remote start/climate via key fob and app; no phone-as-key.

Rear camera and ParkSense front/rear standard; 360-degree surround view with top-down view comes with the Plus Group.

HUD is available on both trims but only via the Plus Group option.

Five seats and big rear room help, but two long doors and climbing past folded fronts make car-seat duty awkward; hatch handles strollers.

Broad ADAS standard on every trim, but no NHTSA or IIHS crash results exist for this generation.

Adults fit in back and the hatch swallows luggage, but rear amenities are thin and the 2-door access and road noise wear on long trips.

Smooth EV low-speed behaviour and one-pedal regen ease traffic, offset by mass, poor sightlines and firm ride.

EV running costs are low (R/T $800/yr EPA), but wide performance tires are pricey consumables.

Long, wide body with a 40-ft turning circle and thick pillars is cumbersome in town; 360 camera is optional.

Not a work vehicle: no meaningful tow rating and a hatchback cargo area only.

First-year STLA Large EV with early bricking reports, a drive-module recall and software faults; unproven for hard use.

No onboard power outlet, bed, or upfit ecosystem.

308-mi R/T range (241-279 Scat Pack) and 183 kW DC charging are middling; supportive seats and standard adaptive cruise help, wind noise hurts.

Standard AWD helps in bad weather, but low ground clearance, no tow rating and no roof provisions keep it pavement-bound.

Liftback with split-folding rear seats grows to 37.4 cu ft — far more flexible than a conventional coupe trunk.

Grips hard (0.96 g) and is composed in its firmer modes, but nearly three tons of mass are always felt.

Accurate enough and calibrated more naturally than before, but reviewers call it artificial with almost no feedback.

Strong stops for the mass (151 ft from 70 mph with Scat Pack Brembos), with well-blended multi-level regen.

Instant, linear EV delivery with PowerShot boost; single-speed with no shift shock, though the simulated 'shift' feel is gimmicky to some.

Motors are near silent; the Fratzonic synthetic exhaust is divisive but can be turned down to Stealth.

Wide turning circle typical of a big, long-wheelbase car.

Power tilt/telescoping wheel and good adjustment, but low seating, high cowl and thick pillars limit sightlines.

Brutal acceleration (3.3 s Scat Pack), drift/donut modes and real grip make it entertaining, though purists miss the V8.

Standard equipment includes dual-motor AWD, a digital cluster, a large touchscreen, a liftback hatch and DC fast charging. Launch-year Scat Packs also bundled the Track Package and Stage 2 power upgrade at no charge. Even so, an entry price above $61k makes the base content look ordinary next to the Mustang GT and $50–60k EVs.

At sticker, 670 hp and a 3.3 s 0-60 for $75k is fair but unremarkable, and the R/T's range and price compare poorly with the Mustang GT. The $7,500 to $12,500 in factory cash on 2024 cars greatly improved real-world value.

MY2024 offered only two EV trims, both two-door coupes with AWD, with limited packaging. The four-door body and the gas Sixpack had not yet arrived, so the lineup was narrow.

Deliveries started only in the second half of 2024, and volume was a small fraction of the outgoing Hemi Charger/Challenger. Dodge stacked discounts within months of launch to move inventory.

The Charger and Dodge muscle-car image has a loyal following, but much of the core audience rejected an electric Charger, so the halo helps this variant less than it helped the Hemi cars.

2024 Daytonas drew some of the market's deepest factory support: $7,500 national retail cash, stackable bonus and conquest cash up to $12,500, 0% APR for 72 months, and the $7,500 federal credit passed through on leases.

2024 is the first model year of an all-new eighth generation on the STLA Large platform, with no redesign in sight.

Reviewers praised the styling, ride, cabin space and the Scat Pack's thrust, but criticized the weight, modest range and synthetic Fratzonic sound. It won no 10Best and rarely topped comparisons.