When most people think of the Dodge Charger these days, they tend to think of the 4-door sedan that’s been terrorizing the streets in various states of V6 and V8 tune since 2006. But it actually started out as a coupe 40-years before that, and now Dodge is setting things right with an all-new Dodge Charger. Oh, and in case you haven’t heard, it’s an EV.

That’s right, the 2024 Dodge Charger Daytona is battery-powered, and comes with standard all-wheel-drive thanks to motors on both axles.

There will be 2 Charger Daytonas available at launch, a 496-horsepower R/T and a 670-horsepower Scat Pack.

Both work with a 100.5-kWh battery, providing 308-miles of range in the R/T and 241 in the Scat Pack.

It certainly looks like a muscle car, or at least a modern take on what most people remember as muscle cars from the 1960s.

Dodge’s priorities in designing the Charger Daytona were to create a muscle car first, and an EV second.

So, in addition to the widebody exterior, things inside have much more in common with a 1960s Charger than any EV you’ve driven lately. That includes a substantial feeling shifter that gives a reassuring clunk when you put it in gear, and a whole host of virtual engine and exhaust sounds that are constant from start-up through accelerating and decelerating. There are unique exhaust sounds for different drive modes, and you can turn them off completely if you want.

Now, I’m old enough to remember the last Charger reboot in 2006 and there’s an equal amount of excitement around this one, but there’s also a lot more skepticism. Our early drive time came in the Phoenix area and included track time at what is now known as Radford Racing School.

In addition to some laps around the road course, we made multiple passes down the drag strip where we ran consistent 11.5s in the ¼. And yes, you can eliminate the front motor from the process if you choose, with both Drift and Donut drive modes.

“Obviously you’re dealing with a lot of weight here, but in typical Dodge muscle car fashion, there’s always more than enough power available at any point in time to overwhelm that weight. The car has a very solid feel to it, that’s for sure. The sounds, you know they can be a little gimmicky, but at the same time, they’re well done, and they really give you that feedback from the vehicle that you’re missing in a lot of EVs.”

This is just the start of the Charger reboot, as joining these all-electric Daytona coupes will be a 4-door sedan; and even ICE powertrains will work their way back into the mix next year.

Charger Daytona coupes can be ordered now, with deliveries starting soon in the coming weeks; R/Ts start at $60,000, with Scat Packs coming in around $74,000.

We’ll have a lot more on the 2024 Dodge Charger Daytona soon…right here on MotorWeek.

Porsche’s all-electric Taycan recently received a refresh for the 2025 model year adding more range, power and a pure performance model dubbed the Turbo GT. But now they’re going back to the sweet spot with this 2025 Taycan GTS and we were invited to Georgia for a First Drive.

The Taycan GTS comes in sedan form, but if you seek a little more style and utility, there’s the Sport Turismo. That’s fancy speak for “wagon.” Regardless of body style, dual-motor all-wheel drive power remains the same. 596 horsepower is 87 more than before with the overboost function cranking it up to a whopping 690 horsepower. Available when activating launch control or pressing the standard Sport Chrono Package’s Push to Pass button, Porsche says the Taycan GTS can hit 60 in just 3.1 seconds. Nearly a half second quicker than before.

Handling has also been greatly improved with GTS-specific suspension tuning with Porsche Active Suspension Management with Porsche Torque Vectoring Plus as standard. GTS-tuned Porsche Active Ride is also available which uses the air suspension to reduce roll while driving and while parked, it will quickly raise the suspension for easy entry. And I do mean quickly…

Outside are the usual dark-colored GTS details, but for 2025 the Taycan GTS receives new front and rear aprons with gloss black inlays. But inside is where you get access to all the good stuff.

“The Taycan GTS now has almost 700 horsepower. That’s just ridiculous. That is with the overboost function so that is absolute max power, which you can tap into with my favorite button. Push to pass. Let’s go ahead and push it now. 10 seconds. Full power. That’s just good stuff. It doesn’t get much better than that.

This does have electronic sport sound. And when you go up into Sport Plus mode you can really hear it. Especially when you get into it. And then even when you get out of it you get a lot of noise coming back from the regen braking. I honestly wish it was a little bit louder. It feels a little bit too subdued. I know some people still aren’t on board with adding sound for the sake of having sound in an EV. Luckily you can just turn it right off right here. And then you can just go back to traditional EV driving. I prefer to have it.”

EPA range for the GTS has not been certified, but it is expected to be considerably better than the previous version’s 246 miles.

The 2025 Porsche Taycan GTS can be ordered now, but won’t be in dealers until after the new year. GTS pricing starts at about $150k for the sedan and almost $152k for the Sport Turismo. We’ll have more on the Taycan GTS and others, so keep it locked on MotorWeek.