2025 Dodge Charger Daytona Scat Pack Review: Very Cool, But Who Is It For?

The 2025 Dodge Charger Daytona Scat Pack is a unique car on the market, combining the design of muscle cars of yesteryear with the most modern powertrains, but the recipe doesn’t seem to be working.

Summary of the 2025 Dodge Charger Daytona Scat Pack

• The Dodge Charger Daytona Scat Pack is powered by a 100.5 kWh battery and two electric motors, for a total of 670 hp and 627 lb-ft of torque.
• The advertised range is 388 kilometres, but it seems easy to surpass in daily driving.
• Pricing starts at $82,790, but options quickly inflate the bill.
• Success is not forthcoming as the Charger Daytona seems to target two diametrically opposed customer bases.

Positives

• Performance that does not disappoint
• A very strong character
• More practical and comfortable than it appears

Negatives

• Lower than average range
• Questionable build quality and unknown reliability
• Very expensive options, many of which should be standard

Nearly a year after the first deliveries of the Dodge Charger Daytona, the electric version of the brand’s new coupe, success is still elusive.

Indeed, dealers are struggling to sell the units in stock and must resort to massive discounts to attract buyers.

Let it be said right away, this lack of success does not reflect major shortcomings on the part of the Charger Daytona, but rather on the part of Stellantis’ management, which seems to have royally overestimated the demand for an electric muscle car.

Indeed, the leaders of the company, founded in 2021 by the merger of Fiat Chrysler Automobiles (FCA) and the PSA Group (Peugeot, Citroën, Opel, Vauxhall…), wanted to move too quickly in modernizing their North American fleet, notably by abandoning the very popular V8 engines and launching the new generation of the Charger in an electric-only version.

Faced with plummeting sales in recent months, CEO Carlos Tavares was replaced by Antonio Filosa, who seems to place greater importance on the manufacturer’s North American operations. This is evident in the grand return of the Hemi V8 in the RAM 1500, but also in the abandonment of the future all-electric version of this pickup, as well as the imminent arrival of gasoline-powered versions of the Charger for 2026.

So, where does the 2025 Charger Daytona fit into all of this?

A Head-Turning Design

There are two things that immediately strike you when you see the 2025 Dodge Charger Daytona Scat Pack in person: its style, which is both nostalgic and modern, and its massive size.

Indeed, Dodge designers have managed to combine enough historical and modern elements to make the new Charger immediately recognizable and completely unique. The rectangular front end, recessed taillights, and sleek roofline all recall the 1969 Charger, probably the best known of all classic Chargers.

While the coupe’s proportions are a bit strange from certain angles, I find the overall package attractive, giving this model a menacing and dynamic look without resorting to the superfluous gimmicks often associated with high-performance cars.

An interesting element of the Charger Daytona’s design is the duct that channels air between the headlights and over the hood for aerodynamic purposes. This feature is one of the few visible differences between the electric and gasoline models, which have a more conventional front end.

As already mentioned, the dimensions of the Charger Daytona are surprising, as this is a coupe that is longer and wider than the Jeep Grand Cherokee L, a seven-passenger mid-size SUV.

In combination with its unique style, this gives the Charger an unmistakable presence on the road. No other vehicle I have tested to date has attracted as many looks and comments from passersby.

A Modern and Welcoming Interior

While the Dodge Charger Daytona Scat Pack is a performance vehicle, it is also designed for daily life. You quickly realize this when you take a seat inside, as the generous exterior dimensions are carried over to the cabin, which can easily accommodate four adults even on long trips. Incredibly, the Charger Daytona coupe has more rear headroom for passengers than the sedan it replaces. The large side windows also reduce the feeling of claustrophobia often associated with sports cars, and only access to the rear seat limits its usefulness somewhat. Up front, occupants are treated to bucket seats that are both supportive and well-padded, further enhancing comfort.

The Charger Daytona was among the first to benefit from Stellantis’ new generation of dashboards, which can also be seen in the 2026 Jeep Wagoneer S and Cherokee. This means the driver faces two separate screens, including a 10.25-inch one for the digital instrument cluster and a 12.3-inch one that houses the Uconnect 5 system. Visually, it’s effective; the whole thing is decidedly modern, and the tilt of the central screen towards the driver reinforces the dynamic aspect of the cabin. The combination of leather, suede, and carbon in our test model adds a touch of sporty luxury, and the “Attitude Adjustment” ambient lighting that surrounds the front occupants makes the cabin more interesting after dark.

To return to the technological offering, it should be noted that it is so complete that it becomes a bit dizzying, with so many functions and menus that it takes several days to get your bearings. For those who want to take their Charger Daytona to the track, the “Performance Pages” available on the central screen include a host of gadgets such as timers, acceleration time calculators, G-force indicators, and the display of multiple sensors, such as the high-voltage battery temperature as well as real-time power and torque delivery.

For the first time in over 30 years, the Charger has a hatchback instead of a traditional trunk. This greatly enhances the practical side of this model, which can hold up to 644 liters of cargo behind the rear seats and up to 1,059 liters with the seat folded down. By comparison, the Dodge Hornet R/T offers only 6 additional liters of space with the seats up and 371 liters more when they are folded. The Charger Daytona Scat Pack can also be equipped with a small front trunk that increases its total capacity by 42.5 liters.

As you can see, the 2025 Charger Daytona is well-equipped to handle all the tasks of daily driving without demanding major compromises from its owners, and it is a very pleasant companion for long road trips with friends.

A Powertrain that has Nothing to Envy Others

Although this is its first electric model, Dodge has done things right in developing the mechanical elements of the Charger Daytona. It all starts with the STLA Large platform, shared notably with the Jeep Wagoneer S, which houses a 100.5 kWh battery, of which 93.9 kWh are usable. This energy supplies two electric motors, one on each axle, giving all Charger Daytonas all-wheel drive as standard.

In the Scat Pack version, this powertrain delivers 630 horsepower and 627 lb-ft of torque. A PowerShot function allows the power to be increased to 670 horsepower for a few seconds for even more explosive acceleration and overtaking. Thanks to this power, all-wheel drive, and huge front and rear tires, the Charger Daytona Scat Pack grips the road and rushes to 60 mph (96 km/h) in just 3.3 seconds when you floor the accelerator, which is faster than the old Challenger Hellcat Redeye widebody, which could count on a 797-horsepower V8.

Of course, such performance comes at the cost of a disappointing range, at least on paper. Indeed, Natural Resources Canada claims that the Charger Daytona Scat Pack can travel 388 kilometers on a full charge, which is considerably less than most other electric vehicles of comparable price.

During my test, however, I was able to see that this figure seems rather pessimistic, since I was able to get much better without making any particular effort.

For example, a highway trip of about 140 kilometers resulted in an average consumption of only 17.0 kWh/100 km, rivaling much lighter and more aerodynamic models.

A simple calculation therefore places the range at nearly 550 kilometers in these conditions, which is quite good for a performance EV.

Despite several hard accelerations and a lot of fun at the wheel, my four-day test ended with an average of 20.8 kWh/100 km, again, much better than what one might expect. With this more realistic consumption, the theoretical range is about 450 kilometers.

Once the battery is empty, a stop at a 350-kW level 3 charging station can bring the charge from 20 to 80% in 24 minutes according to Dodge. During my test, a 180-kW charger allowed me to reach 80% in 25 minutes from 37%. Although the Charger Daytona can charge at a maximum rate of 183 kW, faster chargers allow for better heat dissipation, which results in a flatter and therefore faster charging curve.

A curious detail, the battery and the metal surrounding it seem to expand and contract rapidly under the effect of temperature during fast charges, causing creaks and pops similar to those heard after stopping a gasoline vehicle after a long trip. This is not very reassuring when you think of all the energy stored under the floor…

One aspect that deserves improvement: the transitions between acceleration and regeneration, which are sometimes a bit abrupt, especially at higher regeneration levels. This also makes one-pedal driving difficult to master, especially in traffic.

A Unique Driving Experience

The 2025 Dodge Charger Daytona is oddly positioned on the market, trying to combine both modern electric efficiency and performance with the look and personality of the 60s and 70s. This translates to the driving experience, which is neither that of a typical EV, nor that of a real muscle car either.

First of all, the Charger Daytona is certainly the electric vehicle with the strongest character on the market, due to its style, but also its “Fratzonic” noise generator. This system has created quite a buzz and leaves no one indifferent; some appreciate it while others find it incredibly tacky. Consisting of a resonance chamber under the rear bumper, the “Fratzonic Chambered Exhaust” allows the Charger Daytona to imitate the sound of a big V8 with a free-flowing exhaust, like in the good old days. In my opinion, the results are mixed. It’s quite convincing at low speed and at idle, but the fact that there are no simulated gear changes breaks the illusion during acceleration. In addition, the Sport and Track modes increase the volume so much that it quickly gets tiring. Nevertheless, the fact that there is a rumble that we associate with large displacements makes the experience much more engaging than in most other electric vehicles.

In parallel, the power delivery is instantaneous and very linear, which is exactly what you expect from an EV. The smoothness of the powertrain further contributes to making the Charger Daytona well-suited for everyday driving, but it sanitizes the experience compared to old muscle cars.

In terms of driving dynamics, the Dodge Charger Daytona reacts as it should for a vehicle of this type, meaning the weight is felt in the corners, but the wide tires grip the road fiercely. When the adaptive suspension is set to Sport or Track mode, body movements are better controlled and the handling is up to par with the car’s performance, without being as sharp as a BMW, for example. Even with the suspension at its firmest setting, comfort remains quite acceptable, including on bad roads.

Should You Buy a 2025 Dodge Charger Daytona Scat Pack?

What to Look Out For

Being the first electric model from a manufacturer whose reputation for reliability is not always positive, caution is advised before choosing the Charger Daytona. Indeed, although we cannot predict with certainty the long-term reliability of this model, the first signs are not very encouraging, with several problems reported on the first models out of the factory. For example, several owners complain of front seats that move back on their own when passengers try to get in or out of the back seat (a problem I encountered), issues with the 12-volt battery, and even some breakdowns that prevent the car from being driven. Fortunately, online forums seem to be a good source of information, and the solution to several common problems can be found there.

For the rest, Transport Canada lists two recalls for the 2024 and 2025 Charger Daytona, one concerning the parking pawl that may not engage correctly on 10 vehicles, and the other regarding the pedestrian warning sound that may not be heard on 891 vehicles.

As supply seems stronger than demand for electric Chargers at the moment and dealers are offering huge discounts (we will come back to this), the resale value will probably not be very high, and owners who paid full price are not likely to see their money back soon.

Price of the 2025 Dodge Charger Daytona Scat Pack

When looking at the price of the 2025 Dodge Charger Daytona Scat Pack, we see that there are two parallel realities on the market.

Indeed, there is that of the MSRP and the official selling price, which is quite high, and that of the price at the dealership, often much more affordable.

First, the official price range for the Scat Pack model starts with an MSRP of $89,790, but a $7,000 rebate is automatically applied, for a sale price of $82,790.

This supplement brings an increase in power, but also some additional elements such as drag and drift modes, shiny metal pedals, an improved anti-theft alarm, and a head-up display.

Although the basic equipment is relatively complete, some options should be included in a vehicle whose price exceeds $80,000.

For example, you must add the Plus group at $9,495 to benefit from automatic high beams, ambient lighting, memory for the mirrors and steering column, the front trunk, lighting for the glove box and door pockets, automatic wipers, a digital key, a wireless charging pad, and the surround-view camera system (which is surprisingly comprehensive).

Even with this package, you have to add another $3,695 for the Sound and Sun group if you want the glass roof and the 18-speaker Alpine audio system, and a further $3,995 for the Suede and Carbon package, which includes leather and suede upholstery as well as a host of carbon fibre accents inside and out, in addition to unique 20-inch wheels.

My test vehicle was equipped with all these packages, which is why the sticker amounted to almost $108,000.

That doesn’t tell the whole story, however, because as mentioned, the price at the dealership is much lower, as they are having more trouble than expected moving their inventory.

For example, several units of the Charger Daytona Scat Pack equipped comparably to the model I tested are currently listed online for less than $70,000, and a few are even below the $60,000 mark. Many of them are 2024 models, but the 2025 version is practically identical.

Conclusion

The 2025 Dodge Charger Daytona Scat Pack seems to meet a non-existent need, which largely explains its disappointing sales. On the one hand, it targets the typical muscle car clientele with its look, performance, and simulated engine noise; on the other, it targets buyers looking for an electric vehicle with its powertrain. The problem is that there is very little overlap between these clienteles. This takes nothing away from the Charger Daytona itself, and if you are one of the few interested, you can get a good deal.

Indeed, at the price asked by some dealers, very few other models offer so much performance and presence.

Modèle	Dodge Charger Daytona Scat Pack	BMW i4 M50 xDrive	Ford Mustang Dark Horse
Prix de vente	82 790 $	83 983 $	82 045 $
Motorisation	2 moteurs électriques (AV/AR)	2 moteurs électriques (AV/AR)	V8 5.0 L DOHC / auto. 10 rapports
Rouage	Traction intégrale	Traction intégrale	Propulsion
Puissance	630 ch (670 ch Powershot)	536 ch	500 ch
Couple	627 lb-pi	586 lb-pi	418 lb-pi
0 à 100 km/h	3.4 s (est.)	3.9 s	4.2 s (est.)
Consommation Moyenne (RNCan)	27.0 kWh / 100 km	22.3 kWh / 100 km	14.0 L / 100 km
Autonomie élect.	388 km	430 km	ND
Poids	5 767 lbs (2 616 kg)	5 049 lbs (2 290 kg)	3 993 lbs (1 811 kg)
Espace à la tête (AV/AR)	992 mm / 938 mm	970 mm / 930 mm	955 mm / 884 mm
Espace aux jambes (AV/AR)	1 081 mm / 945 mm	1 054 mm / 869 mm	1 130 mm / 737 mm
Volume cargo (AV/AR)	42 L / 644 L	ND / 470 L	ND / 382 L