This isn’t your granddad’s Dodge Charger. Though it may look somewhat like the Chargers and Challengers of old, the 2025 Charger Daytona Scat Pack is an entirely new thing, with a fully revamped interior and a fully electric powertrain. A Charger without a V-8 might sound like heresy, but this car is still charming in a number of ways.
Unfortunately, the electric Charger becomes less charming when you see the price tag. With an as-tested sticker of nearly $80,000, it’s far more expensive than the last-generation car. Factor in the weak range and the clunky infotainment system, and even the quickest Charger EV becomes a tough recommendation.
| Quick Specs | 2025 Dodge Charger Daytona Scat Pack |
| Motors | Dual Permanent-Magnet |
| Battery | 100.5 Kilowatt-Hours (93.9 Kilowatt-Hours Usable) |
| Output | 670 Horsepower / 627 Pound-Feet |
| 0-60 MPH | 3.5 Seconds (Est.) |
| Base Price / As Tested | $64,995 / $78,970 |
The Good
- Excellent Design
- Luxurious, Well-Styled Interior
- Impressive Performance
Though the new Charger may appear awkward in pictures, it looks fantastic in real life. The “Bludicrous” paint job pairs excellently with the boxy form and striking fascias, catching the eyes of onlookers as I cruise silently by. Whereas most EVs are lifeless blobs, the Charger Daytona echoes a sense of purpose and strength.
The Charger is also a big car. At 206.6 inches long, it’s over 8 inches longer than the outgoing Challenger. The hatchback rear provides ample storage space, though there’s no frunk. That extra length is obvious inside, with the Charger’s interior offering ample space to stretch out. The back seats are actually usable, too; I was able to comfortably fit four adults inside without any complaints.
Beyond the physical space, I enjoy the interior’s design. The sweeping dash melds into the doors well, and the pistol-grip shifter is satisfying to use. There are two displays mounted to the dash, a 16.0-inch unit for the driver and a 12.3-inch screen for the infotainment system. Both are bright and crisp, making the cabin a nice place to spend time.
And while I’ll always prefer a V-8 to electric power, I have to commend the Charger Daytona’s performance. It’s stonking quick off the line, and claws itself out of the hole and into illegal speeds quickly. Like most EVs, that power seems to die off once you’ve eclipsed 90 miles per hour, but before that, it’s a rocket.
It’s not just straight-line speed, either. Despite the Charger’s chunky 5,838-pound curb weight, it can dance around corners. That’s thanks to the huge 325-section-width Goodyear Eagle F1 SuperCar 3 tires out back, and the standard dual-motor, all-wheel-drive setup. Slowing things down are a set of hefty 16.1-inch discs with Brembo calipers.
There are a host of different toys to play with, too, like Drift mode, Track mode, Drag mode, and even Donut mode. If you need a kick in power, there’s a button labeled “PowerShot” on the steering wheel, which maxes out the dual motors to give the full 670 horsepower for 30 seconds. Gimmicky, yes. But also very fun.
The Bad
- Messy Infotainment System
- Half-Baked Synthetic Exhaust Sound
- Lackluster Range
- Too Expensive
While the Dodge Charger Daytona’s interior is a nice place to spend time, the infotainment system hangs over it like a dark cloud. The company’s Uconnect 5 operating system is a cluttered mess, with a slew of different menus and bunched-up buttons that make it nearly impossible to navigate, especially while driving.
There’s a new section specifically to show the powertrain’s EV status, like power flow and charging info. But I found myself constantly sticking to the wireless Apple CarPlay instead, simply to avoid dealing with the native operating system. Those with Android phones won’t have to worry; there’s wireless Android Auto connectivity for your phones, too.
That’s not the only piece of tech on the Charger I don’t like. While I’m generally pro faux exhaust sounds for EVs, the Daytona’s “Fratzonic Chambered Exhaust” doesn’t do it for me. Dodge got so close to making this work, but fumbled at the goal line. While the sound itself, which emanates from a subwoofer mounted in the rear bumper, is awesome, it’s not paired with any sort of fake gears or shifting, like you’d find on a Hyundai Ioniq 5 N.
That means when you’re driving around with the Fratzonic exhaust turned on, it sounds like you’re driving a V-8-powered car with a continuously variable transmission. It’s foolish in its execution, rendering the sound suitable only for stoplight rev-offs or confusing people in parking lots. On the move, it just made me nauseous.
Whether you keep the exhaust turned on or not, you’ll be disappointed by the Charger Daytona’s range. With a full charge, I was only able to squeeze 208 miles from the 93.9-kilowatt-hour usable battery pack, an average of just 2.2 miles per kilowatt-hour. That’s pretty dismal for a 2025 model-year EV, much less one this expensive. To be fair, the range would be far better with a set of more efficient tires.
Speaking of price, the Charger Daytona isn’t exactly affordable. The Scat Pack’s starting price of $66,990, including destination, is bolstered by those aforementioned drive modes, as well as a host of active safety systems, like lane management, intersection collision assist, and cross-path detection. A head-up display and a mechanical limited-slip differential are also standard.
Our tester came in at $78,970 thanks to the pretty blue paint job, a $3,200 “Scat Pack Stage 2” package that adds 80 horsepower, and the $4,995 Track package, which adds stuff like the Brembo brakes, heated and ventilated sport seats, adaptive damping, and those Goodyears. Truthfully, I don’t think you need any of that, except for the paint. It’s not like anyone will be taking this thing to the track, after all.
Competitors
2025 Dodge Charger Daytona Scat Pack Specifications
