2025 Dodge Charger

The 2025 Charger is EV-only. The Daytona R/T's dual 250 kW motors make 456 hp, or 496 hp with the standard PowerShot overboost. The Scat Pack tops the range at 630/670 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 knock the synthetic 'Fratzonic' exhaust sound and the theatrical PowerShot timing more than the delivery itself.

The single-speed direct drive gives seamless delivery with no shifting or hunting. It has none of the manual-mode involvement the outgoing 8-speed offered.

AWD is standard on every 2025 Charger Daytona through front and rear motors. Drive modes include a rear-biased mode, and the Scat Pack adds Track/Drag/Drift modes. That is unusual among RWD-dominated muscle and sports coupes.

For 2025 the only powertrain is the dual-motor EV, offered in two outputs (R/T and Scat Pack). The Hurricane I6 Sixpack gas models do not arrive until 2026.

The R/T on its standard 255/45R20 tires is EPA-rated at 98 MPGe combined. The 18-in performance-tire R/T gets 87, and the Scat Pack 78–88 depending on tires.

EPA city rating for the volume R/T configuration.

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

From the 100.5 kWh pack, the R/T on 20-in all-season tires gets 308 miles of EPA range. Range drops to 241–279 miles on the Scat Pack and the performance-tire setups.

The 400-volt architecture caps DC fast charging at a 183 kW peak, mid-pack against 800-volt rivals that accept 230–350 kW.

Dodge quotes 20–80% in about 27 minutes rather than a 10–80% figure. Adding the extra ~10 kWh from 10% to 20% at near-peak power gives about 31 minutes for 10–80%.

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

The car charges on standard Level 2 at home and uses CCS1 for public DC charging, so it is cheap to keep charged. Fast-charge peak and range are only middling, and the large pack takes a long time on Level 1.

NHTSA has not crash-tested the eighth-generation Charger, which debuted for 2025 as the Daytona EV 2-door. Per the framework, an untested vehicle records 0 stars rather than an estimate.

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

Both 2025 Daytona trims (R/T and Scat Pack) come standard with AEB with pedestrian detection, full-speed adaptive cruise with Active Driving Assist lane centering, lane departure/keeping, blind-spot monitoring, rear cross-path, front/rear/side ParkSense with stop, 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 control 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 2025 Charger offers no hands-free highway mode. Ford's BlueCruise, offered on the Mustang, has no equivalent here.

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. A standard 360-degree camera with a tire-to-curb view and front/rear/side sensors make up for some of that.

This is a two-door liftback 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 2025 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.

For 2025 the Charger was EV-only (the gas Sixpack arrived for 2026), so the cheapest way in was the 456-hp Daytona R/T at just over $61k — well above the coupe band ceiling. The R/T was pulled mid-year, leaving the pricier Scat Pack as the only version.

The 670-hp Scat Pack was the bulk of 2025 deliveries and the only trim sold after the R/T was withdrawn; its sticker sits well above the coupe band. Heavy factory cash ($7,500–$13,500) pulled real transaction prices far lower than MSRP.

There are no oil changes on an EV, but this is a heavy (~5,800 lb), high-output car, so wide performance tires and brakes wear out quickly and keep maintenance costs above what a typical EV would run.

KBB projects below-average residuals for the Daytona, typical of a low-demand EV that has been heavily discounted from new; the Scat Pack holds slightly better than the R/T.

This is the industry-minimum bumper-to-bumper coverage from Stellantis, with no advantage over rivals.

As an EV, the high-voltage battery and electric drive components carry the federally required 8 yr / 100,000 mi coverage. The conventional powertrain warranty is 5 yr / 60,000 mi.

No scheduled maintenance is included, but buyers get 5 yr / 60,000 mi roadside assistance plus a choice of a free installed-ready 48A Level 2 home charger or $600 in public charging credit. That is more than a gas Dodge gets, but well short of Hyundai/Kia or luxury-brand programs.

$75,185 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $33,833) leaves about $41,352 in depreciation. Add the projected $6,402 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $47,754 in total.

2025 is the launch model year of the eighth-generation (STLA Large) Charger, sold only as the Daytona EV, so there is no survey-backed prediction; the available signals are a heavily publicized software-plagued launch (limp mode, false fault codes, no-start/'bricked' cars, dead 12V batteries) that later OTA/dealer updates only partly addressed. Below-average outlook against coupe rivals.

Conflicting brand signals: Dodge topped J.D. Power's 2024 VDS on the aging LX Charger/Challenger, but was excluded from the 2025 VDS for insufficient sample, and Consumer Reports has ranked Dodge in the lower third of brands. The old LX-platform record says little about an all-new EV architecture.

Three NHTSA campaigns cover the 2025 Charger in its first production year, two of them software and one a rollaway risk, plus a wave of software-update service actions for limp mode and charging faults — a busy launch-year record, though no fire or crash-structure campaigns.

The 400V dual-motor STLA Large EV drivetrain is brand-new for 2025 with no high-mileage history, and early owners reported limp mode, charging errors and a drive-module park-pawl recall. Unproven and with early red flags, so it scores just below the midpoint band.

A clear step up from the outgoing LX Charger, with a digital cluster, 12.3-in center screen and better switchgear, but reviewers still note hard plastics on lower dash and door panels for a car priced in the $60K-plus range.

Launch-year Windsor-built cars drew complaints for trim and window issues, front-end shake around 55-62 mph and widespread electronic glitches; reviewers described a rough first-year experience rather than tight assembly.

Dodge shares the dense nationwide Stellantis (Chrysler/Dodge/Jeep/Ram) dealer network, but only a subset of dealers are EV-certified for the Daytona, and Stellantis service satisfaction trails the mass-market average.

EV drive modules, battery and body parts for the new platform are proprietary and dealer-sourced, with little aftermarket support yet; some parts are shared with the Wagoneer S, but the traditional Charger muscle-car aftermarket does not carry over to the EV.

Mid-size, landscape center screen standard on both 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; an 18-speaker Alpine premium system with subwoofer is optional in 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 radio/infotainment receives OTA updates that have added EV features, but major vehicle-module updates have required dealer visits on the 2025 car.

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 reported software/drive-unit 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.

Even the base car comes with AWD, a 16-in touchscreen, a digital cluster, a hatchback-style liftback, and Level 3 DC fast charging. However, desirable features like the panoramic roof and premium audio are in paid packages, and a $61k+ entry price makes the standard content look ordinary next to $60k EVs and the Mustang GT.

On sticker, the Scat Pack's 670 hp and roughly 3.3-second 0-60 time cost $75k, and a 308-mile R/T at $61.6k sits poorly against a Mustang GT or Mach-E GT. The $7,500–$13,500 factory cash makes real-world value considerably better than the MSRP suggests.

There were two EV trims at launch, two-door coupe and four-door bodies, and a few packages. The R/T was withdrawn mid-year, leaving essentially a single Scat Pack offering, and there was no gas option until MY2026.

Only 7,421 Daytonas sold in the US in 2025, a fraction of the outgoing gas Charger/Challenger volume, and just 346 sold in Q4 once the federal EV credit lapsed. In Q1 it was outsold by leftover discontinued Chargers and Challengers.

The Charger and Dodge muscle-car names carry a loyal following, but the core audience largely rejected an electric Charger, so the brand halo does less for this variant than it did for the Hemi cars.

Buyers saw some of the deepest factory incentives in the market: $7,500 national retail cash, stackable bonus and conquest cash up to $12,500–$13,500, and sub-$200/month lease specials.

2025 is the launch year of an all-new eighth generation on the STLA Large platform with 400V EV architecture, so it is about as fresh as a nameplate gets.

Reviewers praised the styling, ride and cabin space and the Scat Pack's acceleration, but criticized the weight, the modest range and the synthetic 'Fratzonic' exhaust sound. It earned no 10Best or NACTOY win and seldom tops comparisons against the Mustang or EV rivals.