Chrysler Charger EV: Home Charging Setup, Cost & Installation Guide

Quick Verdict: Charging the Chrysler Charger EV at Home and on the Road

The Chrysler Charger EV (marketed under the Dodge Charger Daytona nameplate for its initial launch) represents Stellantis's first serious entry into the high-performance electric muscle car segment. Built on the STLA Large platform, the Charger Daytona R/T and Scat Pack variants bring 496 to 670 horsepower and up to 317 miles of EPA-estimated range. But owning an EV this powerful means understanding exactly how to keep its large battery pack charged — efficiently, affordably, and safely.

This guide breaks down every charging scenario for the Chrysler Charger EV: what each charging level delivers in real-world miles, what a Level 2 home installation actually costs (including the panel upgrade scenario nobody talks about), which connectors you need, and how the per-mile cost stacks up against a gas-powered muscle car. We'll also recommend specific home charging equipment with exact specs and pricing.

Charging Levels Explained: How Fast Does Each Level Add Range?

Before we get into specific numbers for the Charger EV, let's clarify a critical distinction: kW (kilowatts) measures power — the rate at which energy flows into your car. kWh (kilowatt-hours) measures energy — the total capacity of the battery. Think of kW as the width of a pipe and kWh as the size of the tank you're filling. A wider pipe (higher kW) fills the tank faster.

The Chrysler Charger Daytona R/T carries a 100.5 kWh (gross) battery pack, while the Scat Pack variant uses the same pack tuned for higher output. Here's what each charging level delivers for a battery of this size:

Real-world note: The EPA-estimated 317-mile range (Charger Daytona R/T) drops to approximately 240–270 miles in sustained highway driving at 70+ mph, and further in cold weather (below 30°F). Plan your charging stops accordingly — a 10–80% DC fast charge at a 175 kW station will take roughly 25–32 minutes depending on battery temperature and state of charge. The charge curve tapers significantly above 80%, so charging to 100% on DC fast is rarely worth the wait.

Home Charger Installation: Electrical Requirements and Real Costs

Installing a Level 2 home charger is the single biggest quality-of-life upgrade for any EV owner. For the Chrysler Charger EV, a Level 2 charger is essentially mandatory — Level 1 on a 100.5 kWh battery would take over 70 hours for a full charge, which is impractical for daily use.

Electrical Requirements for the Charger EV

A Level 2 home charger for the Charger EV requires a 240-volt dedicated circuit, typically rated at 40 to 60 amps. The vehicle's onboard charger accepts up to 11.5 kW on Level 2 (48A). To deliver this, you need:

• A 60-amp dedicated breaker in your electrical panel (for a 48A continuous load, NEC code requires the breaker to be rated at 125% of the continuous load: 48A × 1.25 = 60A)
• 6 AWG copper wire (or 4 AWG aluminum) from the panel to the charger location
• A NEMA 14-60 outlet (if using a plug-in charger) or direct hardwiring
• Minimum 200-amp electrical service to the home is strongly recommended, especially if you run other high-draw appliances (electric range, dryer, HVAC)

What Electrical Upgrades Might You Need?

Here's the cost reality that catches many homeowners off guard. If your home has a 100-amp service panel (common in homes built before 1990), you'll likely need a panel upgrade to 200 amps before adding a 60A EV circuit. This is not optional — your electrician will flag it as a code and safety requirement.

Even with a 200A panel, you may need to check available capacity. If your panel is already near capacity (running electric heat, a dryer, range, and water heater), a load calculation may show you don't have room for another 60A circuit. Solutions include:

• Installing a lower-amperage charger (32A instead of 48A — still delivers ~22 mi/hr, sufficient for most daily driving)
• A smart load-management device (e.g., Emporia VUE with smart panel integration) that dynamically shares capacity
• Panel upgrade or sub-panel addition ($1,500–$3,500+ depending on your utility and local codes)

Federal incentive: The IRS §30C Alternative Fuel Vehicle Refueling Property Credit offers up to 30% of home charger equipment and installation costs, capped at $1,000. This credit is subject to income limitations and is only available for installations in eligible census tracts (low-income or non-urban areas). Check IRS.gov §30C details and consult a tax professional before relying on this credit. Some utilities also offer rebates of $200–$500 for Level 2 installations — check with your local provider.

Connector Compatibility: NACS, CCS, and What the Charger EV Uses

The Chrysler Charger Daytona ships with a CCS1 (Combined Charging System) port for its initial model years. Stellantis has announced plans to transition its North American EV lineup to the NACS (North American Charging Standard / Tesla connector), but as of the current model year, expect CCS1 on the Charger EV.

Here's what this means for your charging options:

Practical recommendation: Buy a CCS-to-NACS adapter. Tesla's Supercharger network remains the most reliable DC fast-charging network in North America, and access to it dramatically improves road-trip charging experiences. Stellantis has confirmed that future models will adopt NACS natively, and many current CCS vehicles are gaining Supercharger access via adapters.

For home Level 2 charging, your Charger EV uses the J1772 portion of the CCS connector. Any standard Level 2 home charger with a J1772 plug will work — no adapter needed at home.

Cost to Charge: Per-Mile Economics vs. a Gas Muscle Car

One of the strongest arguments for the Charger EV over its gas-powered predecessors is fuel cost. Let's run real numbers comparing the Charger Daytona R/T against a comparable gas muscle car (e.g., Dodge Charger R/T with 5.7L Hemi V8, rated at ~19 MPG combined per fueleconomy.gov).

Gas comparison: At $3.50/gallon and 19 MPG combined, the gas Charger R/T costs approximately $0.18 per mile. Even at standard residential electricity rates, the Charger EV costs roughly $0.05 per mile — a savings of over $0.13 per mile, or about $1,950 per year at 15,000 miles driven.

If you can charge at home on an off-peak or time-of-use rate (many utilities offer $0.06–$0.10/kWh overnight), the savings widen to over $2,400 annually. Over five years of ownership, home charging can save $10,000–$12,000 in fuel costs alone compared to the gas equivalent.

Caveat: If you rely exclusively on DC fast charging at $0.45+/kWh, your per-mile cost approaches $0.16 — nearly matching gas. Home charging access is the economic linchpin of EV ownership.

Charging Time Examples: What to Expect with the Charger EV's 100.5 kWh Battery

The Charger EV's large battery means longer charge times than smaller EVs. Here are practical time estimates for common scenarios:

• Level 1 (120V, 1.4 kW): 0–100% in ~72 hours. Only useful for maintaining charge or adding ~40 miles overnight. Not viable as a primary charging method for this vehicle.
• Level 2 (240V, 48A / 11.5 kW): 0–100% in ~9 hours. 10–80% in approximately 6 hours. A full overnight charge from near-empty to full — ideal for daily use.
• Level 2 (240V, 32A / 7.7 kW): 0–100% in ~13 hours. Sufficient if your daily driving is under 100 miles and you charge every night.
• DC Fast Charging (peak 175 kW): 10–80% in ~28 minutes. Expect the charge rate to taper from ~175 kW (at low SoC) to under 50 kW above 80%. Charging from 10–90% takes closer to 40 minutes.

Charge curve reality: Like all EVs, the Charger EV does not charge at its peak rate for the entire session. The battery management system (BMS) throttles charge speed as the battery fills to protect cell health. You'll see ~175 kW from 10–30% SoC, tapering to ~120 kW by 50%, ~75 kW by 70%, and below 50 kW past 80%. This is why the industry standard metric is 10–80% time — charging past 80% on DC fast is painfully slow and best reserved for destination Level 2 charging.

Cold weather impact: Below 30°F, expect DC fast charging speeds to drop by 20–40% unless the battery is preconditioned. The Charger EV's thermal management system includes battery preconditioning when you navigate to a DC fast charger — always use the in-car navigation to route to a charger so the system can warm the battery before you arrive.

Recommended Home Charging Equipment for the Charger EV

For a 100.5 kWh battery, you want a Level 2 charger that delivers at least 40A (9.6 kW) to ensure a full overnight charge. Here are three proven options with exact specs:

Installation tip: All three chargers above support both hardwired and NEMA 14-60 plug-in installation. Hardwired is preferred for 48A+ units — it eliminates the outlet as a failure point and is required by some local codes for circuits above 40A. Ask your electrician which method your jurisdiction requires.

Safety, Code, and Permit Considerations

EV charger installation is electrical work that must comply with the National Electrical Code (NEC Article 625) and your local building codes. Here's what to verify:

• Dedicated circuit: Your EV charger must have its own dedicated breaker — it cannot share a circuit with other appliances or outlets.
• GFCI protection: NEC 2020 and later requires GFCI protection for all EV charging outlets. Hardwired chargers may be exempt in some jurisdictions, but a GFCI breaker is good practice regardless.
• Outdoor rating: If your charger is installed outdoors (carport, driveway), ensure the unit is rated NEMA 4 (weatherproof) and the connector holster protects the plug from rain and debris. All three recommended chargers above carry NEMA 4 ratings.
• Permit and inspection: Most municipalities require an electrical permit for EV charger installation ($50–$300). Your electrician typically pulls this. After installation, an inspector will verify the work meets code. Do not skip this step — unpermitted work can void home insurance claims and complicate future home sales.
• Wire gauge: For a 48A charger on a 60A breaker, 6 AWG copper wire is standard. For runs over 50 feet, your electrician may upsized to 4 AWG to minimize voltage drop.

Never use an extension cord for EV charging. If your charger cable doesn't reach your car's charge port, relocate the charger or have an electrician move it — extension cords introduce resistance, heat, and fire risk at these amperages.

Frequently Asked Questions