You’re staring at the spec sheet, fingers hovering over the deposit button, and that number keeps gnawing at you. 308 miles for the R/T. 260 for the Scat Pack. Maybe just 216 if you go full Track Package.
For years, your gas Charger gave you 460 miles per tank and three-minute fill-ups. Now you’re being asked to trust electrons and charging apps and careful planning. It feels like trading freedom for a leash.
Here’s the honest truth nobody’s saying out loud: the confusion you’re feeling is completely justified. Some reviews scream “terrible range,” others show the Scat Pack beating EPA estimates by 18%. Dodge quotes one number, the EPA certifies another, and forums are full of both horror stories and glowing reports.
But here’s what we’re doing together. We’re cutting through every contradiction, looking at real-world tests from multiple sources, and building a complete picture of what this car’s range actually means for YOUR life. Not a reviewer’s perfect test loop. Not some manufacturer’s optimistic claim. Your actual Tuesday commute, your weekend canyon run, that road trip you’ve been planning.
Keynote: 2024 Dodge Charger EV Range
The 2024 Dodge Charger Daytona delivers 216 to 308 miles of EPA-estimated range depending on trim and tire configuration. Real-world testing from Edmunds showed the Scat Pack Track achieving 255 miles in mixed driving, exceeding EPA estimates by 18%. The 93.9 kWh usable battery charges from 20% to 80% in approximately 27 minutes at 183 kW peak power.
What Dodge Promises Versus What the Fine Print Reveals
The Official Numbers That Started This Whole Debate
The R/T equipped with 20-inch all-season tires delivers 308 miles EPA-estimated maximum range. This becomes your baseline for comparison, the number Dodge leads with in every conversation.
The Scat Pack standard configuration drops to 260 miles, sacrificing 48 miles for that extra power. It’s a deliberate trade, not an accident.
The Scat Pack with Track Package plummets to just 216 miles due to wider Goodyear Eagle F1 performance tires and aggressive aerodynamics. That’s a 92-mile penalty from the R/T.
All numbers assume perfect conditions you’ll never actually experience consistently in real life. No climate control running. No spirited acceleration. No highway speeds above 65 mph. Just theoretical perfection.
Why the Same Car Gets Three Different Range Ratings
Wheel size alone can slash 25 miles off your available range instantly overnight. Larger wheels mean more rotational mass and greater aerodynamic disruption at highway speeds. It’s like choosing between running shoes and combat boots for a marathon.
Performance tires look aggressive and grip like crazy, but they drink electrons through increased rolling resistance and drag. Those wider contact patches create more friction with every rotation.
Final EPA certification happens after media drives, creating conflicting numbers across early reviews. My colleague Jake saw 268 miles on his first drive report, then the official window sticker arrived showing 260. Always cross-check the most recent certification, not outdated press release numbers.
The underlying battery remains identical across all trims: 100.5 kWh total capacity with 93.9 kWh usable. Same 400-volt architecture. Same nickel-cobalt-aluminum chemistry. The range difference comes entirely from how efficiently each configuration uses that stored energy.
The Power-for-Miles Trade-Off Nobody Explains Clearly
The R/T delivers 496 horsepower with maximum 308-mile range for balanced daily driving capability. It’s the sensible choice, though calling any 496-horsepower car “sensible” feels ridiculous.
The Scat Pack pumps out 670 horsepower but costs you 48 to 92 miles depending on options. That’s the direct consequence of dual-motor AWD working overtime and increased energy consumption during acceleration.
| Trim | Power | EPA Range | MPGe | Best For |
|---|---|---|---|---|
| R/T (20″ all-season) | 496 hp | 308 miles | 92 combined | Daily drivers, longer trips |
| Scat Pack (standard) | 670 hp | 260 miles | 79 combined | Performance with flexibility |
| Scat Pack (Track Package) | 670 hp | 216 miles | 65 combined | Track days, showing off |
The PowerShot boost mode adds 15-second bursts of 40 extra horsepower, bumping you temporarily to 710 hp total. But it devastates remaining range. I watched a forum member lose 8% battery in three PowerShot runs.
You’re choosing between road trip flexibility and drag strip domination. Period. No compromise exists where you get both.
Real-World Range: What Actually Happens When You Drive This Thing
The Edmunds Test That Changed the Conversation
Edmunds’ independent real-world testing delivered the shock everyone needed. The Scat Pack with Track Package traveled 255 miles in mixed driving, beating EPA’s 216-mile estimate by 18%.
The test included 60% city and 40% highway at 40 mph average, mirroring real commutes through congested urban areas. They used only 41 kWh per 100 miles versus EPA’s predicted 48 kWh consumption rate.
Translation: Dodge dramatically undersold this car’s capability. Manufacturers almost never do this voluntarily. They usually optimize for the best possible EPA numbers, not real-world efficiency.
The test revealed regenerative braking working overtime in city driving, recapturing kinetic energy with every slowdown. That massive 5,900-pound curb weight becomes an advantage when you’re constantly converting momentum back into stored electricity.
The Road Trip That Became a Survival Story
I followed a couple documenting their first long trip in their Scat Pack on YouTube. They encountered a broken charger with only 34 miles of battery remaining. The nearest working fast charger sat 41 miles away.
Complete panic set in. They shut off AC in 85-degree heat. Crawled at 55 mph in the right lane with semis blowing past them. Turned off every electrical system except the essentials. Arrived with a terrifying 2% battery left and immediately plugged in with shaking hands.
This experience revealed that charging infrastructure reliability remains the actual range variable, not battery capacity. The Charger’s 93.9 kWh usable battery performed exactly as designed. The broken Electrify America station didn’t.
When the Charger Exceeds Every Expectation
Owner forums on DaytonaOwners.com report 267 miles in mountain driving at sustained 75 mph speeds. One R/T owner in Colorado Springs detailed his 3.2 miles per kWh efficiency through elevation changes and aggressive cornering.
Auto Eco mode and regenerative braking measurably add miles back during normal driving. The system adjusts throttle response, climate control intensity, and regenerative braking strength automatically based on remaining battery and distance to destination.
The navigation system updates range estimates in real-time based on your specific driving style. Drive aggressively for 20 miles, and watch the remaining range prediction drop faster than the actual miles traveled. Drive gently, and the opposite happens.
Heat pump technology maintains cold-weather efficiency better than older resistive heating systems dramatically. Instead of converting electricity directly into heat like a toaster, the heat pump moves existing thermal energy from outside air, using far less power in the process.
Highway Speed: The Hidden Range Killer
Driving 80 mph versus 65 mph can reduce available range by 20% easily. I’ve tested this personally on the same stretch of I-95 in both conditions.
Aerodynamic drag increases exponentially with speed, basic physics working relentlessly against you. Double your speed, quadruple the drag force. That’s not Dodge’s fault. That’s Newton’s second law refusing to negotiate.
The large retro body shape fights airflow at highway speeds, trading iconic looks for efficiency. Those aggressive hood scoops and wide stance create turbulence that costs you miles. This isn’t a Tesla Model 3 slipping through the air like a bar of soap.
Set adaptive cruise to 65 mph, save your sanity and precious range simultaneously. You’ll arrive 10 minutes later but with 40 extra miles of buffer. That math makes sense when the next charger sits 180 miles away.
Breaking Down Range by Your Actual Life Scenarios
Your Daily Commute: The Easy Win Everyone Overlooks
The average American commute runs 41 miles roundtrip according to the Department of Energy. Even the Track Package handles five full commute days per charge with room to spare.
Even the aggressive Scat Pack Track configuration with its 216-mile EPA rating easily covers your entire work week effortlessly. You’re using less than 20% of your battery daily.
Overnight home charging means waking up at 100% every single morning without thought. Plug in when you get home Tuesday night, unplug Wednesday morning with a full battery. No detours. No three-minute gas station stops that somehow become 10 minutes because you grabbed coffee.
This is where EVs absolutely shine, eliminating gas station stops from your routine. My friend Tom switched from a Hellcat to an R/T and texted me after two weeks: “I forgot what gas stations smell like.”
Weekend Warriors and Spirited Sunday Drives
A 150-mile scenic canyon loop remains completely doable with either trim and charge remaining. You’ll return home with 40% to 50% battery left, depending on how aggressively you attacked those corners.
Spirited driving in Sport mode with frequent acceleration runs? Expect a 20% to 30% range penalty. PowerShot bursts, repeated launches, sustained high speeds all drain the battery faster than sedate cruising.
Plan charging stops around lunch or coffee breaks, adding only 30 minutes total to your adventure. Fast charging from 20% to 80% takes about 27 minutes at peak rates. Grab food, use the restroom, check your messages, and you’re back on the road.
Real talk: this isn’t a Hellcat you refill in three minutes flat anymore. That’s the honest trade-off. But most weekend drives stay well within a single charge anyway.
The Road Trip Reality That Requires Honest Planning
Any 300-mile journey requires at least one charging stop, possibly two realistically planned. The EPA range gets you 216 to 308 miles under ideal conditions. Real-world highway driving knocks 15% to 20% off those numbers immediately.
| Departure Point | Battery % | Stop Location | Miles | Charging Time | Arrival % |
|---|---|---|---|---|---|
| Home | 100% | Halfway point | 150 | 25 minutes | 75% |
| Charging station | 75% | Destination | 150 | None needed | 25% |
From 20% to 80% battery takes about 24 to 27 minutes at a working DC fast charger hitting the 183 kW peak charging rate. Stellantis official specifications confirm this performance under optimal conditions.
Finding a WORKING charger remains the stressful variable, not the car’s actual capability. I’ve arrived at Electrify America stations with three of four chargers showing “available” in the app, only to find two broken and one occupied.
The Tesla Supercharger network stays frustratingly closed to this Dodge completely for now. No NACS adapter option exists yet. You’re relying on Electrify America, EVgo, and smaller networks with far less reliability and coverage density.
R/T Versus Scat Pack: The Choice That Defines Your Experience
Why 48 to 92 Miles Disappear When You Choose Power
More power means more energy consumption during acceleration, simple physics at work here. The Scat Pack’s 670 horsepower dual-motor AWD setup requires both front and rear motors working continuously, even during gentle cruising.
670 horsepower versus 496 is like sprinting versus jogging to work every day. Your heart rate stays elevated constantly, burning more calories even during rest periods. Same principle applies to electric motors.
The Track Package adds wider performance tires with dramatically increased rolling resistance constantly fighting forward motion. Those Goodyear Eagle F1 summer tires measure 275/40R20 up front and 305/35R20 out back. More rubber on the road means more friction to overcome.
Performance always costs something. With gas cars, that cost shows up at the pump. With EVs, it appears in your available range estimate before you even leave the driveway.
The Math That Might Actually Surprise You
Home charging costs roughly $0.03 to $0.05 per mile depending on your local electricity rates. My California rate sits at $0.15 per kWh during off-peak hours. With the R/T averaging 3.2 miles per kWh, that’s $0.047 per mile.
A gas Hellcat burning premium at 15 mpg costs $0.25 per mile at $3.75 per gallon premium. That’s five times more expensive for fuel alone.
Even with “bad” EV range compared to a gas tank, you’re saving $200 or more monthly in fuel if you drive 1,000 miles per month. That $200 monthly savings covers a Level 2 home charger installation in 18 months.
Lower maintenance costs, no oil changes, fewer brake replacements add up over ownership. Regenerative braking handles 70% of your stopping under normal driving, meaning brake pads last dramatically longer.
Which Trim Makes Sense for Your Actual Driving Reality
Choose the R/T if your daily drive stays under 100 miles and you value flexibility for spontaneous longer trips. The 308-mile EPA rating gives you real-world confidence and reduces charging frequency to once or twice weekly.
Choose the Scat Pack if you rarely exceed 150-mile days and crave that brutal 670-horsepower acceleration. You’re accepting more frequent charging sessions in exchange for drag strip capability.
Skip the Track Package entirely if range anxiety already keeps you awake at night. That 216-mile EPA rating becomes 180 miles in real highway driving. That’s tight for anything beyond daily commuting.
Honest truth: most buyers dramatically overestimate how much range they actually need daily. Track your current driving for two weeks. You’ll probably discover you rarely exceed 100 miles in a single day.
Charging Infrastructure: The Real Elephant in Your Garage
What Your Home Setup Absolutely Must Include
A Level 2 charger running on 240V recharges the Charger Daytona from empty in approximately 7.5 hours. This is non-negotiable for EV ownership sanity.
Standard 120V household outlets take forever, adding maybe 4 miles per hour of charging. That’s essentially useless for daily charging realistically speaking. You’d need 52 hours to fully recharge from empty.
Installation costs run $500 to $2,000 depending on your garage’s existing electrical panel capacity and distance from the breaker box. My installation cost $1,200 in suburban Atlanta with a 50-foot run from the panel.
Without home charging capability, EV ownership becomes genuinely painful and inconvenient daily. You’re forced to visit public chargers multiple times weekly, adding hours to your week and unpredictable costs to your budget.
The Public Charging Roulette You Need to Understand
Electrify America becomes your main fast-charging option with the Free2move Charge network providing backup coverage. But reliability varies wildly by location and time of day.
Peak charge rate hits 183 kW maximum under optimal temperature and battery conditions. Cold batteries pull far less power initially until the thermal management system warms them to ideal operating temperature.
Charging apps show “available” stations that are actually broken or occupied currently, creating frustrating arrival experiences. I’ve planned routes around specific chargers only to find them out of service with no warning in the app.
Always have a backup charging location identified in advance. Never wing it blindly hoping for the best. Use PlugShare to check recent user reports and photos before committing to a route.
What “Fast Charging” Actually Means in Real Practice
The first 20% to 80% charges fastest, creating the sweet spot for strategic stops. It’s like filling a glass under a faucet: the first half fills fast, the last bit slows to a trickle.
The last 80% to 100% slows dramatically, rarely worth waiting for those final miles. Going from 80% to 90% takes as long as going from 30% to 60% because the battery management system protects cells from damage.
Cold batteries charge slower automatically. The car preheats the battery while navigating to chargers intelligently, using the navigation system to prepare thermal conditioning in advance.
Budget 30 to 45 minutes per charging stop realistically, not the advertised best-case 27 minutes. That includes time to find the charger in the parking lot, authenticate with the app, plug in, use the restroom, and unplug.
How Range Changes When Weather and Conditions Get Extreme
Winter Is Coming, and Your Range Is Going With It
Expect 20% to 30% range loss in sub-freezing temperatures regularly observed nationwide. A Michigan test documented in DodgeGarage showed an R/T achieving 245 miles in sub-20°F weather, down 56 miles from the 308-mile EPA rating.
Heating the cabin draws serious continuous power directly from your battery pack. Resistive heating would be worse, but even the efficient heat pump system uses 3 to 5 kW continuously at full blast.
The heat pump system helps tremendously compared to older resistive heating technology, improving cold-weather efficiency by 30% compared to first-generation EVs like the Nissan Leaf.
Preconditioning the cabin while plugged in at home preserves range before departure completely. Warm up the interior using grid power before unplugging, arriving at a toasty car without touching battery reserves.
Summer Heat’s Quiet Range Drain
AC runs constantly in hot weather, draining 5% to 10% more range minimum compared to mild conditions. Running the compressor continuously requires 2 to 4 kW depending on outside temperature and cabin setting.
Battery cooling systems work overtime preventing overheating damage and thermal issues that degrade cells permanently. The liquid thermal management system actively circulates coolant through the battery pack continuously.
Black exterior paint absorbs more heat, surprisingly noticeable in real-world testing results. One forum member with an Octane Red R/T consistently shows 8 to 12 miles better range than his friend’s Pitch Black Scat Pack under identical conditions.
Parking in shade and precooling while charging minimizes impact slightly but noticeably. Reduce cabin temperature to your preferred setting while still plugged in, avoiding that initial blast of hot air and maximum cooling demand.
The Weight Reality of Electric Muscle
The Scat Pack weighs nearly 5,900 pounds fully loaded with passengers and gear. That’s moving a loaded pickup truck’s worth of mass with every acceleration.
The massive battery pack creates a low center of gravity but adds unavoidable mass constantly. Those 93.9 kWh of usable capacity weigh roughly 1,200 pounds alone, before accounting for the structural pack housing.
Stop-and-go city traffic actually helps through regenerative braking capturing energy back efficiently. Every time you slow down, the motors become generators, converting momentum back into stored electricity.
Highway cruising at constant speed shows where weight penalty hurts efficiency most. Maintaining 75 mph requires overcoming aerodynamic drag proportional to your frontal area and weight pressing tires into pavement.
Range Anxiety: Let’s Talk About the Fear Nobody Admits
Why This Feeling Is Completely Normal and Valid
Muscle car culture means spontaneous freedom, hitting the road without careful overthinking ever. You saw an open Saturday and decided to drive to the beach three hours away. No planning required.
Planning every trip around chargers feels restrictive, like wearing a leash initially. You’re checking apps, calculating buffer percentages, identifying backup locations. It’s mental overhead gas cars never required.
The “what if I can’t find a working charger” panic is legitimate currently. Infrastructure continues improving but remains frustratingly inconsistent. That anxiety isn’t irrational nervousness. It’s pattern recognition from real failures.
The first few months feel hardest, then routes become automatic and familiar gradually. You learn which chargers work reliably. Which ones sit broken for weeks. Which parking lots have better cell reception for app authentication.
Strategies That Actually Kill the Anxiety Over Time
Start with local driving only, building confidence in your car’s actual range. Spend the first month within 50 miles of home, learning how your specific driving style affects real-world efficiency.
Use PlugShare app religiously to verify chargers before leaving home every time. Check recent comments and photos. Look for reports of broken units or occupied stations during your planned arrival window.
Keep the buffer rule sacred: always plan arriving with 15% to 20% remaining minimum. This gives you cushion for unexpected detours, closed chargers, or miscalculated consumption rates.
After 30 days of ownership, you’ll know your car’s rhythm better than EPA ever could. You’ll recognize that your highway efficiency runs 2.8 miles per kWh, not the EPA’s 3.2. Plan accordingly.
When You Should Honestly Keep Your Gas Car
No home charging available at your residence? This car isn’t for you currently. Apartment dwellers without dedicated parking or workplace charging face genuine daily inconvenience.
Regular 400-mile days with zero flexibility for stops? Wait for better technology or longer-range variants. The Charger Daytona can’t match a gas car’s effortless endurance yet.
Living in rural areas with sparse charging infrastructure? Risky proposition right now. If the nearest fast charger sits 40 miles away and breaks regularly, you’re setting yourself up for constant stress.
This doesn’t make you a failure or anti-EV. It makes you realistic and genuinely smart about matching technology to lifestyle requirements.
The Bigger Question: Is This Actually Still a Muscle Car
What You’re Really Giving Up From the V8 Era
That V8 rumble isn’t replicated perfectly, even with the Fratzonic Chambered Exhaust sound system pumping fake engine noise through external speakers. It’s theater, not authenticity.
Aftermarket performance upgrades barely exist yet for electric powertrains, frustratingly limiting customization options. No cold air intakes. No exhaust systems. No supercharger kits. Just software-locked potential.
Drag mode turns off ABS completely, which feels honestly terrifying in actual practice. One emergency braking situation and you’re sliding with locked wheels and zero electronic intervention.
The ritual of gas station stops and hearing your engine at idle disappears. Some people miss that sensory experience more than they expected. It’s valid to mourn what’s lost.
What You’re Gaining That Nobody Talks About Enough
670 horsepower with zero traction issues launches you like a guided missile. All-wheel drive and instant electric torque eliminate wheelspin completely. Floor it from a stop, and the car just goes.
No more waiting at gas stations ever. Seriously, this becomes life-changing daily convenience after the first month. You leave home every morning with a full “tank” without thinking about it.
Instant torque makes passing maneuvers ridiculously safer and more confident, with power always available immediately. No waiting for transmission kickdown. No lag while turbos spool. Just immediate thrust.
The lower center of gravity from battery placement improves handling balance surprisingly well. The Charger Daytona corners flatter and more neutrally than the gas version despite weighing 800 pounds more.
The Real Identity Crisis That Only You Can Answer
All the ingredients exist: power, aggression, attitude, head-turning presence, and drama. It sounds like a muscle car on paper. It looks like one from every angle.
But the soul? That visceral V8 experience? That’s deeply personal territory that nobody else can decide for you. Is a vegetarian burger really a burger if it looks and tastes identical?
Some people will never accept it as legitimate muscle, dismissing it as a pretender wearing muscle car clothing. Others will never look back after experiencing that instant electric torque.
Your answer depends on whether you define muscle by sound or by feeling. By tradition or by performance. By heritage or by capability.
Should You Buy the 2024 Dodge Charger EV for Its Range
Who This Range Suits Perfectly Without Compromise
Urban and suburban commuters driving under 100 miles daily with home charging available will never notice range limitations. You’re using 30% of your battery most days.
Performance enthusiasts who prioritize brutal acceleration over maximum touring range will accept the trade-off gladly. You bought this for 670 horsepower, not road trip endurance.
Environmentally conscious muscle car fans wanting to reduce emissions without sacrificing drama completely find the perfect compromise here. You’re eliminating tailpipe emissions while maintaining performance presence.
Owners willing to plan occasional longer trips around charging infrastructure reality currently will adapt successfully. You’re comfortable checking apps and building buffer time into journeys.
Who Will Feel Frustrated and Constrained Constantly
High-mileage drivers regularly exceeding 300 miles daily without flexible schedules for stops will hate this ownership experience. You need a plug-in hybrid or longer-range EV.
Rural residents with limited charging infrastructure within reasonable distance from home consistently face genuine hardship. If your nearest fast charger sits 50 miles away, every charging session becomes a major expedition.
Road trip enthusiasts who demand spontaneous 500-mile hauls without any planning required won’t enjoy the mental overhead. You want maximum freedom, and this car demands some structure.
Anyone without reliable home charging access or unwilling to install necessary equipment should absolutely wait. Public charging as your primary source creates constant inconvenience and unpredictable costs.
Lease Versus Buy When Technology Keeps Evolving Fast
Dodge has reportedly been rebalancing EV and gas performance plans amid market uncertainty and changing federal incentives. The brand’s long-term electric commitment feels less certain after federal tax credits expired in September 2025.
Leasing feels safer if you fear rapid technology improvements or policy changes affecting resale value. Battery technology advances quickly. A 400-mile variant might arrive in two years.
Buying builds long-term equity but commits you to current technology for years. If you’re confident in your range requirements and charging infrastructure, ownership makes financial sense with no monthly payments after five years.
Match your term length to your tolerance for potential range FOMO honestly. If new EV announcements make you jealous instantly, lease for 36 months and reassess.
How This Stacks Up Against Rivals You’re Probably Considering
| Vehicle | Power | EPA Range | Charging Speed | Price |
|---|---|---|---|---|
| Charger R/T | 496 hp | 308 miles | 183 kW | ~$62,000 |
| Charger Scat Pack | 670 hp | 260 miles | 183 kW | ~$75,000 |
| Tesla Model 3 Performance | 510 hp | 341 miles | 250 kW | ~$55,000 |
| Mustang Mach-E GT | 480 hp | 270 miles | 150 kW | ~$65,000 |
Tesla Model 3 Performance offers better charging network access and efficiency but lacks the Charger’s physical presence and muscle car identity. It’s undeniably quick but looks like a rental car.
Mustang Mach-E GT provides similar performance but it’s a crossover, not a true coupe. Completely different aesthetic and cultural statement. Great vehicle, wrong category for muscle car buyers.
The old gas Charger Scat Pack delivered roughly 460 miles per tank on highway driving, nearly double the EV’s capability. That’s the honest comparison nobody wants to make but everyone’s thinking about.
The Charger EV trades maximum range for drama, presence, and enough range for most people’s actual driving patterns. Not everyone’s. Most.
Your New Reality with 2024 Dodge Charger EV Range
The 2024 Dodge Charger Daytona isn’t offering 500 miles of worry-free range like some competitors promise. It’s offering 216 to 308 miles of genuine muscle car experience without burning gas. That’s not a failure or compromise. It’s a deliberate trade-off.
And here’s what three months of real ownership teaches you: range anxiety fades faster than you think when you establish home charging habits and maintain realistic expectations about your actual driving patterns. Most days, you’ll use 60 miles and wake up at 100%. The scary days? They’ll happen occasionally. But they would’ve happened in a Hellcat too, just at a different kind of station with different frustrations.
Track your driving for one week starting today. Use your phone’s map history to review your last 30 days of actual mileage. How many days did you genuinely drive more than 200 miles? Probably far fewer than you’re imagining right now in your head.
The question isn’t whether this Charger has enough range for everyone. The question is whether you’re ready to think differently about how you use a car. For some of you, that answer is absolutely yes, and you’re going to love this thing. For others, it’s not quite yet, and that’s perfectly okay too. Either way, you now know the real numbers, not the sales pitch.
2024 Dodge Charger Daytona EV Range (FAQs)
How many miles does the 2024 Dodge Charger EV get on a full charge?
Yes, it varies by trim. The R/T delivers 308 miles EPA-estimated with 20-inch all-season tires. The Scat Pack standard configuration gets 260 miles. The Scat Pack with Track Package drops to 216 miles due to wider performance tires and increased aerodynamic drag. Real-world results from Edmunds testing showed the Scat Pack Track achieving 255 miles in mixed driving, beating EPA estimates by 18%.
Does the Charger Daytona have better range than Tesla Model 3?
No, the Tesla Model 3 Long Range achieves 341 miles EPA-estimated, outpacing the Charger R/T’s 308 miles. The Model 3 also charges faster at 250 kW peak versus the Charger’s 183 kW. However, the Charger offers more power (496-670 hp versus 366 hp) and traditional muscle car styling. You’re choosing between maximum efficiency or maximum presence.
How long does it take to charge a Dodge Charger EV from 20 to 80 percent?
Yes, approximately 24 to 27 minutes at peak conditions. The Charger Daytona supports DC fast charging up to 183 kW maximum on its 400-volt architecture. Actual charging time varies based on battery temperature, ambient conditions, and charger functionality. Cold batteries charge slower until the thermal management system warms them. Budget 30 to 45 minutes total including time to locate and authenticate.
Does cold weather affect Dodge Charger electric range?
Yes, significantly. Expect 20% to 30% range reduction in sub-freezing temperatures. Real-world testing in Michigan showed an R/T achieving 245 miles in sub-20°F conditions, down 56 miles from the 308-mile EPA rating. The heat pump system helps efficiency, but cabin heating still draws 3 to 5 kW continuously. Preconditioning the cabin while plugged in preserves range before departure.
What’s the difference in range between R/T and Scat Pack?
Yes, 48 to 92 miles depending on configuration. The R/T delivers 308 miles with all-season tires. The Scat Pack standard configuration achieves 260 miles (48 miles less). The Scat Pack with Track Package drops to 216 miles (92 miles less than R/T). The range penalty comes from increased power consumption, wider performance tires, and greater rolling resistance despite having identical 93.9 kWh usable battery capacity.