The world of car reviews can be a fascinating yet demanding space. It’s a constant balancing act between delivering insightful information, keeping readers entertained, maintaining objectivity, and respecting the audience’s time. In this whirlwind, some cars, even those with potential, can get overlooked. The Dodge Hornet R/T, a plug-in hybrid electric vehicle (PHEV), was one of those for me. Weeks turned into months, and the “Dodge Hornet PHEV review” task remained stubbornly on my to-do list. Trips and other reviews took precedence, leaving Dodge’s compact crossover lingering in the background.
But why the delay? It wasn’t just simple procrastination. The truth is, the Dodge Hornet, much like its reception in the broader American automotive market, initially failed to truly capture my attention. It felt… underwhelming. Now, after weeks of driving other EVs, PHEVs, and traditional combustion engine crossovers, and with fresh perspectives, I revisited my notes and driving experiences with the Hornet. The reasons for its muted resonance, both for me and the public, became clear.
The core issue? The 2024 Dodge Hornet R/T, in PHEV form, can be summarized in one word: annoying. And critically, it’s simply too expensive to justify its annoyances.
2024 Dodge Hornet R/T PHEV: By the Numbers
| Feature | Specification |
|---|---|
| As-Tested Price | $52,035 |
| Battery | 15.5 kWh (12 kWh usable) |
| Charge Time (L2) | 2.5 hours |
| Charge Time (L1) | 7.5 hours |
| EV Range | 32 miles |
| Engine | 1.3-liter turbocharged four-cylinder |
| Combined Output | 288 horsepower |
| 0-60 MPH | 5.6 seconds |
| Transmission | Six-speed automatic |
| Drive Type | All-Wheel Drive (AWD) |
| Seating Capacity | 5 |
Driving Dynamics: Sporty Aspirations, Hybrid Frustrations
Stellantis, the parent company of Dodge, has a knack for revitalizing older platforms. The Dodge Charger and Challenger, iconic muscle cars, were built on a platform dating back decades, yet remained compelling and popular. The 2024 Dodge Hornet utilizes a heavily revised version of the FCA Small-Wide platform, a base shared with smaller, less inspiring vehicles like the Jeep Compass and Fiat 500X. It also underpins the Hornet’s more luxurious sibling, the Alfa Romeo Tonale, much to the chagrin of Alfa Romeo purists.
However, Dodge deserves credit for imbuing the Hornet R/T with a character that distances it from its more pedestrian platform-mates.
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Under the hood, a 1.3-liter turbocharged four-cylinder engine primarily powers the front wheels via a six-speed automatic transmission. To achieve both all-wheel drive and plug-in hybrid capability, a rear-mounted electric axle, powered by a lithium-ion battery pack, delivers 121 horsepower to the rear wheels. Intriguingly, in electric-only mode, the Hornet R/T becomes a rear-wheel-drive vehicle, a setup reminiscent of the Peugeot Hybrid4 system seen in the first-generation Peugeot 3008. Combined, the system boasts a заявленный output of 288 horsepower and up to 383 lb-ft of torque.
Image: Front view of the 2024 Dodge Hornet R/T showcasing its aggressive styling.
Adding to the performance is the “Powershot” mode, which provides a temporary 25-horsepower boost for 15 seconds, enabling a 0-60 mph sprint in a claimed 5.5 seconds. My test vehicle, an R/T Plus model, also included the Plus Pack, featuring adjustable Koni suspension, performance tires, and aesthetic enhancements.
In specific scenarios, particularly when driven aggressively, the Hornet R/T offers an engaging driving experience, especially for those who appreciate a sporty feel in a compact SUV. Switching to Sport mode awakens the vehicle’s Italian DNA, evoking the spirit of the Fiat 500 Abarth. The 1.3-liter turbo engine delivers a characterful, slightly gruff power delivery reminiscent of the 1.4-liter MultiAir unit found in older sporty Fiats. The electric rear axle seamlessly fills in power gaps, contributing to a genuinely quick sensation. The steering and suspension are remarkably responsive and communicative for the compact crossover class, providing commendable grip and chassis composure despite the vehicle’s height and weight. In Sport mode, the Hornet is genuinely fun to drive.
However, the appeal diminishes significantly outside of Sport mode. The very essence of a PHEV is to minimize gasoline engine usage, ideally facilitated by a well-integrated hybrid system and user-friendly drive modes that prioritize electric driving. Unfortunately, in EV mode, the Hornet’s sporty characteristics become sources of frustration.
In electric mode, the Hornet operates as a rear-wheel-drive vehicle. Crucially, its rear axle lacks effective traction management. Any detected rear wheel slippage triggers the gasoline engine to start and engage the front wheels for correction. 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. This transition isn’t smooth; winter driving, exacerbated by the test car’s non-winter tires, resulted in unsettling fishtailing during starts, followed by a jarring delay as the engine engaged. The vehicle then remained in hybrid mode, requiring manual intervention through drive menus to revert to electric-only operation. This proved to be a significant and recurring annoyance.
Image: Side view of the 2024 Dodge Hornet R/T driving on a snowy road, highlighting potential traction issues.
Even in dry conditions without traction concerns, the engine would sometimes start unexpectedly. During a PHEV range test, the indicated electric range suddenly dropped from four miles to zero, initiating engine activation. On another occasion, entering a driveway at a slightly elevated speed caused a wheel to momentarily lift, triggering traction control and, again, engine start-up.
Compounded by the overly firm ride quality, the Dodge Hornet R/T becomes a tiresome vehicle to live with daily.
Electric Range, Battery Capacity, and Fuel Efficiency
The 2024 Dodge Hornet R/T features a 15.5 kWh battery pack (12 kWh usable), offering an EPA-estimated electric range of 32 miles. In my real-world testing, consisting of a roughly 50/50 mix of city and highway driving, I achieved 36.4 miles of electric range before the gasoline engine engaged. This translates to an efficiency of 3.03 miles per kWh, excluding charging losses. This figure is respectable, especially considering the test was conducted in freezing temperatures, which negatively impact EV efficiency. Warmer weather would likely yield even better results.
Once the electric range is depleted, the Hornet R/T is EPA-rated at 29 mpg combined. I surpassed this figure, averaging 31 mpg in mixed driving. While seemingly acceptable, this fuel economy is nearly identical to the Chrysler Pacifica Hybrid, a significantly larger minivan. While utilizing the “auto” mode might improve fuel economy, the primary objective of a PHEV is to maximize electric driving, which is where the Hornet’s execution falls short.
Charging Experience: Convenient but Not Cutting-Edge
Like most PHEVs, 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 just 2.5 hours using Level 2 charging. For many owners, 110-volt Level 1 charging will likely be the most common method. Using Level 1, a full recharge takes a claimed 7.5 hours.
In practice, the Hornet R/T charging experience was generally positive. It functioned seamlessly with public Level 2 chargers. Using Level 1 charging at home, the vehicle consistently recharged from empty to full within the advertised 7.5-hour timeframe.
Image: Close-up of the Dodge Hornet R/T charging port, illustrating its plug-in hybrid nature.
Interior Design and Passenger Space: Style Over Substance?
The Dodge Hornet R/T’s interior clearly borrows heavily from its upscale sibling, the Alfa Romeo Tonale. While the Hornet lacks some of the Tonale’s soft-touch materials and color-coded interior elements, the overall design, switchgear, and controls are virtually identical.
Image: Interior view of the 2024 Dodge Hornet R/T showcasing the dashboard, front seats, and overall cabin layout.
Image: Close-up of the steering wheel and infotainment screen in the 2024 Dodge Hornet R/T, highlighting the tech interface.
Image: Rear passenger view of the 2024 Dodge Hornet R/T interior, showing rear seat space.
This isn’t necessarily a negative, as the Hornet’s interior touchpoints feel surprisingly premium. The shifter operates with a satisfyingly solid feel, the window switches are well-made, and the plastics fit together tightly, even if they are predominantly hard, black plastic. My test vehicle’s Alcantara seats offered good bolstering, but the inclusion of the track pack unfortunately eliminated the ventilated seat option.
However, despite Dodge marketing the Hornet R/T as a compact crossover, its interior dimensions feel smaller than expected, almost a class below. Families may find the cabin, particularly the rear seats, somewhat cramped compared to segment leaders like the Honda CR-V or Toyota RAV4. The rear seat area feels confined, exacerbated by the high beltline and limited window area, creating a somewhat claustrophobic “cave-like” atmosphere.
Technology, Infotainment, and User Experience: Uconnect Familiarity
Similar to its corporate sibling, the Chrysler Pacifica PHEV minivan, the Hornet R/T’s tech features are relatively basic. It includes built-in charging scheduling, a 4G LTE hotspot, and Amazon Alexa integration, but the tech suite is not particularly extensive.
The Hornet R/T utilizes Stellantis’s Uconnect infotainment system, a system common across many of its brands. Uconnect is generally well-regarded – it’s reliable, responsive, and intuitive to navigate. While more brand-specific visual differentiation within Uconnect would be welcome, it remains one of the better infotainment systems on the market. Wireless Apple CarPlay and Android Auto are standard.
However, the infotainment screen itself is small. While not overly bothersome, the smaller screen size can make icons appear small and less user-friendly, especially while driving.
Safety and Driver-Assistance Features: Optional Upgrades Required
The Dodge Hornet R/T’s safety and driver-assistance features are fairly standard for the class, but some key features are optional. It offers Active Driving Assist, a system that falls short of Level 2 semi-autonomous driving but incorporates features to ease driving tasks. Standard features include rear cross-traffic alert, blind-spot monitoring, and lane-keep 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 as of this review.
Pricing and Trim Levels: Premium Price, Mainstream Product?
To access the PHEV powertrain, buyers must opt for the R/T model of the Dodge Hornet. The base R/T trim starts at $42,995, including a $1,595 destination charge. The R/T Plus trim, offering additional features, starts at $48,340, also including destination.
However, in typical Stellantis fashion, desirable features are often bundled into expensive option packages. The Blacktop package, adding blacked-out exterior trim and gloss black wheels, costs $1,595. The Track Pack, featuring adjustable suspension, is priced at $2,595, though a combined Blacktop and Track Pack option offers a slight discount at $3,590. Essential ADAS features require the Tech Package, adding $2,245 to the price. Notably, the Track Pack’s Alcantara seats are not ventilated, meaning buyers seeking both adjustable suspension and ventilated seats are out of luck.
Image: Rear view of the 2024 Dodge Hornet R/T highlighting its taillights and sporty rear design.
Consequently, a Dodge Hornet R/T configured similarly to my test vehicle, with the Track Pack, Blacktop package, Tech package, and optional Hot Tamale Red paint, carries a hefty price tag of $52,920. A sunroof delete credit on the test vehicle slightly reduced the price to $52,305. Furthermore, as the Hornet R/T is manufactured in Italy, it is not eligible for federal purchase tax credits in the United States. While a $7,500 tax credit is available for leased Hornet R/Ts, it remains uncertain how many buyers will opt for leasing.
Verdict: Annoyingly Expensive and Ultimately Unconvincing
When the Dodge Hornet R/T arrived for testing, I initially estimated its price to be around $35,000. The actual as-tested price of over $52,000 came as a significant shock.
And herein lies the fundamental issue: the 2024 Dodge Hornet R/T PHEV is a poor value proposition. At $52,305 in the tested configuration, it competes directly with offerings from premium brands like BMW, Audi, and Mini. The new Mini Countryman, in both gasoline-powered Countryman S and electric Countryman SE variants, is priced similarly to the Hornet R/T. However, unlike the Hornet, the Mini is unlikely to deliver a frustrating driving experience characterized by erratic range calculations and an inability to consistently maintain engine-off EV driving. At this price point, a more refined and seamlessly integrated product is expected.
Image: Front three-quarter view of the 2024 Dodge Hornet R/T, showcasing its overall design and stance.
If Dodge were to significantly reduce the Hornet’s price, as suggested by reports of substantial dealer discounts, its stylish design and engaging driving dynamics might become more appealing. However, at its current MSRP without incentives, virtually any other SUV in the market represents a more compelling and sensible purchase.
And that, ultimately, is truly annoying.
Contact the author: [email protected]
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