Before diving into the realities of content creation, particularly automotive reviews, the idea seemed glamorous. Envisioning myself as a stateside equivalent of a Top Gear host, minus the British slang (a point my mother would vehemently emphasize), I imagined a world of exciting car evaluations. However, the professional reality is that writing a comprehensive car review is a demanding and time-intensive task. It requires a delicate balance of information, entertainment, objectivity, and respect for the reader’s time. In the fast-paced automotive landscape, some vehicles can unfortunately be overlooked, and the Dodge Hornet R/T nearly became one of them for me. Despite seeing it on my task list for weeks, the “Dodge Hornet PHEV” review kept getting pushed aside. International trips and other vehicle tests took precedence, delaying the evaluation of Dodge’s compact crossover.
Instead of abandoning the review altogether, it became necessary to understand why the Hornet R/T had been mentally relegated to the back burner. The reason, it turns out, is more profound than mere procrastination. Like much of the American car market, I’d subconsciously dismissed the Dodge Hornet; it simply didn’t make a strong positive impression. But why?
With the benefit of hindsight and fresh perspectives gained from driving a range of EVs, plug-in hybrids, and traditional combustion engine crossovers, revisiting my notes from the Hornet R/T drive became crucial. My initial driving impressions quickly resurfaced, and the reasons for the crossover’s lack of resonance, both personally and in the broader market, became clear.
The core issue with the Dodge Hornet R/T is its inherent annoyance, exacerbated by a price tag that simply doesn’t justify the frustrations.
2024 Dodge Hornet R/T PHEV Specs:
| Feature | Specification |
|---|---|
| As-Tested Price | $52,035 |
| Battery | 15.5 kWh (12 kWh usable) |
| Charge Time | 2.5 hours (Level 2), 7.5 hours (Level 1) |
| EV Range | 32 miles |
| Engine | 1.3-liter turbocharged four-cylinder |
| Output | 288 horsepower (combined) |
| 0-60 MPH | 5.6 seconds |
| Transmission | Six-speed automatic |
| Drive Type | AWD |
| Seating Capacity | 5 |
Driving Dynamics of the Dodge Hornet R/T
Stellantis demonstrates a remarkable ability to modernize and extend the lifespan of aging platforms. The Dodge Charger and Challenger, recently discontinued, were based on a platform dating back to my fourth-grade years, and I’m now 31. Yet, the LX platform remained surprisingly relevant, underpinning iconic models like the Hellcat sedans and coupes. Its longevity and continued profitability were testaments to its enduring design.
Similarly, the Dodge Hornet leverages a heavily revised version of the FCA Small-Wide platform, initially seen on the Fiat 500L. This mature platform underpins several compact vehicles like the Jeep Compass, Jeep Renegade, and Fiat 500X, and most notably, the Alfa Romeo Tonale, which shares much of its DNA with the Hornet, much to Alfa Romeo purists’ dismay.
However, Dodge deserves credit for tuning the Hornet R/T to feel significantly more refined and engaging than the somewhat lackluster Jeep and Fiat crossovers that share its foundational elements.
Driving enthusiasts will find aspects to appreciate in the Hornet R/T. Power comes from a 1.3-liter turbocharged four-cylinder engine, primarily driving the front wheels through a six-speed automatic transmission. Plug-in hybrid capability and all-wheel drive are achieved via a rear-mounted electric axle, contributing 121 horsepower and drawing power from a lithium-ion battery pack. Intriguingly, in electric-only mode, the Hornet R/T operates as a rear-wheel-drive vehicle, a setup reminiscent of Peugeot’s Hybrid4 system in earlier models like the Peugeot 3008. The combined system output is advertised at 288 horsepower and up to 383 lb-ft of torque.
Furthermore, the Hornet R/T includes a “Powershot” mode, providing a temporary 25-horsepower boost for 15 seconds, enabling 0-60 mph acceleration in a claimed 5.5 seconds. My test vehicle, an R/T Plus, was also equipped with the Plus Pack, which added features like adjustable Koni suspension, performance tires, and visual enhancements.
In specific scenarios, the Hornet R/T offers an enjoyable driving experience, especially for those who favor a sporty feel in a compact vehicle. Engaging Sport mode awakens the crossover’s Italian spirit. The Hornet’s character in Sport mode evokes memories of the Fiat 500 Abarth, with the 1.3-liter turbo engine exhibiting a similar raspy and somewhat uneven power delivery, familiar to enthusiasts of Fiat’s 1.4-liter MultiAir engines. The electric rear axle seamlessly complements the gasoline engine, contributing to a sensation of brisk acceleration. The suspension and steering stand out in the compact crossover segment for their responsiveness and communication, offering commendable grip and chassis composure despite the vehicle’s height and weight. It’s genuinely fun to drive – but with a significant caveat.
This engaging driving experience is primarily confined to Sport mode. However, the core principle of a PHEV is to minimize gasoline engine usage. Ideally, the vehicle’s hybrid system and drive modes should facilitate extended electric driving. Unfortunately, when operating the Hornet in EV mode, the very characteristics that make it sporty can become sources of frustration.
In EV mode, the Hornet is rear-wheel drive, but critically, it lacks effective traction management for the rear axle. Any detected rear wheel slippage triggers the gasoline engine to start and engage the front wheels for corrective action. While conceptually straightforward, this system proved problematic in practice. During a week of snowy and rainy conditions, the Hornet R/T frequently and abruptly started its engine and switched to hybrid mode, even when purely electric driving was desired. The transition isn’t smooth; in winter conditions (worsened by the non-winter tires), starting from a standstill often resulted in the car fishtailing left before lurching forward after a noticeable delay as the engine engaged. The vehicle would then remain in hybrid mode until manually switched back to electric-only mode through the drive mode menus. This constant, unwanted engine engagement is undeniably annoying.
Furthermore, the engine would sometimes start even without obvious traction loss. During one EV range test, the indicated range abruptly dropped from four miles to zero, initiating engine start. On another occasion, entering a driveway at a slightly elevated speed might have briefly lifted a wheel, triggering traction control and subsequently, the engine.
Combined with an uncomfortably stiff ride, the Hornet R/T becomes a vehicle that’s simply irritating to live with daily.
EV Range, Battery Capacity, and Fuel Efficiency
The Dodge Hornet R/T features a 15.5 kWh battery pack (12 kWh usable), with an EPA-estimated electric range of 32 miles. In real-world testing, consisting of a roughly 50/50 mix of city and highway driving in cold temperatures, the Hornet achieved 36.4 miles of electric range before the engine activated. This translates to 3.03 miles per kWh, excluding charging losses. This performance is respectable, especially considering the efficiency-reducing cold weather conditions. Warmer temperatures would likely yield improved results.
Once depleted of its electric range, the Hornet R/T is EPA-rated at 29 MPG combined. During testing, it slightly exceeded this, averaging 31 MPG in mixed driving. While seemingly decent, this fuel economy is comparable to the much larger Chrysler Pacifica Hybrid minivan. While leaving the vehicle in “auto” mode might optimize fuel economy ratings, the primary goal with a PHEV should be to maximize engine-off driving.
Charging Experience
Like many plug-in hybrids, the Dodge Hornet PHEV lacks DC fast-charging capability. However, its 7.4 kW onboard charger and relatively small battery capacity result in quick Level 2 charging sessions. Dodge claims a full charge from empty in approximately 2.5 hours using Level 2 charging. Level 1 (110-volt) charging, more common for home use, is estimated to take 7.5 hours for a full recharge.
In practical use, the Hornet R/T charged effectively. It was compatible with public Level 2 charging stations. Using Level 1 charging at home, it consistently recharged from empty to full within the claimed 7.5-hour timeframe.
Interior Design and Space
The Dodge Hornet R/T’s interior clearly borrows heavily from its more premium sibling, the Alfa Romeo Tonale. While the Hornet forgoes some of the Tonale’s softer plastics and color-coordinated trim, the fundamental design, switchgear, and controls are largely shared.
This isn’t necessarily negative, as the Hornet’s interior touchpoints feel surprisingly high-quality. The gear selector operates with a satisfying click, the window switches feel well-made, and the hard black plastics are assembled with precision. The test vehicle’s Alcantara seats offered good bolstering, although the inclusion of the track pack unfortunately eliminated the option for ventilated seats.
Despite being marketed as a compact crossover, the Hornet R/T’s interior dimensions feel somewhat constrained compared to segment leaders like the Honda CR-V or Toyota RAV4. Families might find the cabin a bit narrow and cramped. The rear seats feel particularly tight, exacerbated by the high beltline and limited window area, creating a somewhat claustrophobic rear passenger experience.
Technology, Infotainment, and User Experience
Similar to its Chrysler Pacifica PHEV corporate relative, the Hornet R/T’s technology features are somewhat basic. It includes integrated charging scheduling, a 4G LTE hotspot, and Amazon Alexa integration, but the tech suite is generally limited.
The Hornet R/T utilizes Stellantis’s Uconnect infotainment system, found across many of its brands. Uconnect is generally well-regarded – while greater brand-specific visual customization would be appreciated, it remains one of the better systems available. It’s responsive, reliable, and user-friendly, with wireless Apple CarPlay and Android Auto compatibility.
However, the infotainment screen itself is small. While not overly bothersome, the smaller icons can be difficult to see and interact with while driving.
Safety and Driver Assistance
The Dodge Hornet R/T offers an average level of safety and driver-assistance features for its class. It includes Active Driving Assist, a system that, while not fully Level 2 autonomous, incorporates features to ease driving. Standard features include rear cross-traffic alert, blind-spot monitoring, and lane-keeping assist. Pedestrian and cyclist emergency braking are available, but as part of the optional $2,245 Tech Pack Plus.
Neither the Insurance Institute for Highway Safety (IIHS) nor the National Highway Traffic Safety Administration (NHTSA) had rated the Dodge Hornet R/T at the time of this review.
Pricing and Trim Levels
The PHEV Dodge Hornet is exclusively offered in the R/T trim, starting at $42,995, including a $1,595 destination charge. The higher R/T Plus trim starts at $48,340, also including destination.
However, typical of Stellantis vehicles, desirable features are bundled into expensive option packages. The Blacktop package, adding blacked-out badges and gloss black wheels, costs $1,595. Adjustable suspension requires the Track Pack, priced at $2,595, although a combined Blacktop and Track Pack is offered at a discounted $3,590. Basic driver-assistance features necessitate the Tech Package, costing $2,245. Notably, the Track Pack’s Alcantara seats are not ventilated, meaning adjustable suspension and ventilated seats cannot be combined. This packaging strategy is frustrating.
Consequently, a Hornet R/T configured like the test vehicle, with the Track Pack, Blacktop package, tech package, and optional Hot Tamale Red paint, totals $52,920. A sunroof delete credit on the test vehicle reduced the price to $52,305. Furthermore, being manufactured in Italy, the Dodge Hornet R/T is ineligible for federal EV tax credits for purchases. While a $7,500 tax credit is available for leases, it’s uncertain how many buyers will opt for that route.
Verdict: Dodge Hornet R/T – Style at a Steep Price
Initially, without checking the sticker price, the Dodge Hornet R/T seemed like a potentially reasonable plug-in vehicle, estimated in the $35,000 range. The actual as-tested price exceeding $50,000 was a significant surprise.
This price point is the fundamental flaw. At $52,305, the Hornet R/T competes with models from premium brands like BMW, Audi, and Mini. The new Mini Countryman, in both gasoline-powered Countryman S and electric Countryman SE versions, is similarly priced to the Hornet R/T. Crucially, the Mini models are unlikely to suffer from the frustrating driving quirks of the Hornet, such as inaccurate range estimations or unwanted engine engagement in EV mode. At this price, a more refined and consistently executed product is expected.
If Dodge significantly reduced the price, as suggested by reports of substantial dealer discounts, the Hornet’s attractive styling and engaging driving dynamics might become more compelling. However, at its current MSRP without incentives, almost any other SUV in the market represents a better value proposition.
Ultimately, the Dodge Hornet R/T’s biggest annoyance is its price tag relative to its overall execution and market competition.
Contact the author: [email protected]
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