For years, the dream was simple: to be the automotive review expert. Imagine being a car critic, diving deep into the latest models, and sharing insightful opinions. But the reality of car reviews is far more complex and time-consuming than teenage fantasies. It’s about striking a balance – being informative, engaging, objective, and respectful of the reader’s time. In this demanding landscape, some cars inevitably get less attention than others. The Dodge Hornet R/T, a plug-in hybrid electric vehicle (PHEV), is one such example. Despite being on the task list for weeks, the “Dodge Hornet PHEV” review kept getting pushed back. International assignments and other pressing reviews took priority, leaving the Hornet to linger.
But instead of abandoning the review altogether, the question arose: Why did the Dodge Hornet Car review slip through the cracks? The answer goes beyond mere procrastination. The Dodge Hornet, in many ways, has been overlooked by the American automotive market. Is it simply a “dud,” as some suggest? To find out, a deeper dive into the Hornet’s driving experience and features was necessary.
Alt text: Front view of a red Dodge Hornet car parked outdoors, showcasing its aggressive front grille and headlights.
With weeks of hindsight and fresh perspectives gained from driving various EV, PHEV, and internal combustion engine crossovers, revisiting the notes from the Hornet R/T test drive became crucial. The driving impressions resurfaced, and the reasons for the crossover’s lack of resonance, both personally and with the public, became clear.
The core issue? The Dodge Hornet R/T, as a car, is simply frustrating. And critically, its price tag is far too high for the level of annoyance it delivers.
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 output) |
| 0-60 MPH | 5.6 seconds |
| Transmission | six-speed automatic |
| Drive Type | AWD |
| Seating Capacity | 5 |
Driving Dynamics of the Dodge Hornet Car
Stellantis demonstrates remarkable skill in revitalizing older platforms. Consider the Dodge Charger and Challenger, recently discontinued, yet built on a platform dating back to the early 2000s. Despite its age, the LX platform underpinning these iconic Hellcat models remained highly effective, arguably at its peak. It could have easily continued for years, generating substantial revenue.
Similarly, the Dodge Hornet car utilizes a significantly modified version of the FCA Small-Wide platform, originally seen in the Fiat 500L. This platform, while mature, underpins vehicles like the Jeep Compass, Jeep Renegade, and Fiat 500X. Notably, the Hornet shares its foundation with the Alfa Romeo Tonale, albeit with styling and mechanical distinctions that have reportedly caused some friction within Alfa Romeo circles.
However, to Dodge’s credit, the Hornet R/T driving experience transcends its shared roots with more pedestrian Jeep and Fiat crossovers. It feels distinctively different.
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Under the hood, the Hornet car features a variant of Stellantis’s 1.3-liter turbocharged four-cylinder engine, powering the front wheels via a six-speed automatic transmission. For all-wheel drive (AWD) and PHEV capability, a lithium-ion battery powers a rear-mounted 121 horsepower e-Axle, driving the rear wheels. Intriguingly, in electric-only mode, the Hornet R/T becomes a rear-wheel-drive car, a system reminiscent of Peugeot’s Hybrid4 system in the first-generation Peugeot 3008. Combined, Dodge claims 288 horsepower and up to 383 lb-ft of torque for the Hornet car.
Alt text: Side profile image of a Dodge Hornet R/T car in motion on a paved road, highlighting its sporty stance and alloy wheels.
The Hornet R/T also incorporates a “Powershot” mode, providing a 25-horsepower boost for 10 seconds, enabling a 0-60 mph acceleration in as quick as 5.5 seconds. The tested R/T Plus model was equipped with the Plus Pack, enhancing the driving experience with Koni adjustable suspension, performance tires, and visual upgrades.
In certain driving scenarios, the Hornet car delivers an engaging on-road experience, particularly for those who appreciate a sporty feel in a compact package. Switching to Sport mode reveals the Hornet’s Italian DNA. The character in sport mode evokes memories of the Fiat 500 Abarth, known for its spirited nature. The 1.3-liter turbo engine offers a raw and charming power delivery, familiar to enthusiasts of Fiat’s 1.4-liter MultiAir engine. The electric rear axle seamlessly complements the gasoline engine, contributing to the car’s brisk acceleration. The suspension and steering stand out in the compact crossover segment for their responsiveness and communication, providing commendable grip and chassis composure for a vehicle of its height and weight. It’s genuinely enjoyable to drive – in Sport mode.
However, the essence of a PHEV is minimizing gasoline engine usage. Ideally, the car’s hybrid system and drive modes should facilitate extended electric-only driving. Yet, when operating the Hornet car in EV mode, the very attributes that make it sporty can become sources of frustration.
In EV mode, the Hornet is rear-wheel-drive, but lacks sophisticated traction management for the rear axle. Any detected rear-wheel slip triggers the gasoline engine to engage and power the front wheels for correction. While seemingly straightforward, in practice, during a week of snowy and rainy conditions, the Hornet car frequently started its engine and shifted to hybrid mode unintentionally. This transition wasn’t smooth. Winter driving, compounded by the car’s non-winter tires, resulted in fishtailing during starts, followed by an unsettling delay as the engine engaged to regain forward momentum. The car would then remain in hybrid mode unless manually switched back to electric-only mode via drive menus. This proved to be a significant annoyance.
Alt text: Interior shot of the Dodge Hornet R/T car, focusing on the dashboard, steering wheel, and infotainment screen, highlighting the driver-centric cockpit design.
Even in situations without obvious traction issues, the Hornet car exhibited random engine starts. During a PHEV range test, the indicated range abruptly dropped from four miles to zero, prompting engine activation. On another occasion, entering a driveway at moderate speed, the stiff suspension might have momentarily lifted a wheel, triggering traction control and subsequently, engine start.
Coupled with the excessively firm ride, the Hornet R/T becomes a tiresome car to live with daily.
Dodge Hornet Car: Range, Battery, and Efficiency
The Dodge Hornet R/T is equipped with a 15.5 kWh battery pack (12 kWh usable), promising a 32-mile electric range. In a mixed city/highway test loop, it achieved 36.4 miles of range before engine engagement, averaging 3.03 miles per kWh, excluding charging losses. This is a respectable figure, especially considering the test was conducted in freezing temperatures, which typically reduce efficiency. Warmer conditions would likely yield improved results for the Hornet car’s electric range.
Once the EV range is depleted, the Hornet R/T has an EPA-estimated combined fuel economy of 29 MPG. The test exceeded this, averaging 31 MPG in mixed driving. While not poor, these figures are comparable to the Chrysler Pacifica Hybrid, a considerably larger vehicle. “Auto” mode might enhance fuel economy, but the primary goal with a PHEV is to maximize electric driving, which was prioritized in testing the Hornet car.
Charging the Hornet Car
Like most PHEVs, the Dodge Hornet PHEV lacks DC fast-charging capability. However, its 7.4 kW onboard charger and modest battery size ensure relatively quick Level 2 charging times. Dodge claims a full charge from empty in 2.5 hours using Level 2 charging. Level 1 (110-volt) charging, more commonly used for overnight charging at home, is estimated at 7.5 hours for a full recharge of the Hornet car.
Real-world charging of the Hornet R/T proved satisfactory. It generally worked seamlessly with public Level 2 chargers. Using Level 1 charging at home, the crossover recharged from empty to full within the claimed 7.5 hours.
Alt text: Charging port of a Dodge Hornet car being used at a public Level 2 charging station, showcasing the ease of access and charging process.
Interior Design and Space of the Hornet Car
The Dodge Hornet R/T’s interior clearly draws heavily from its upscale sibling, the Alfa Romeo Tonale. While the Hornet car may lack some of the Tonale’s soft-touch materials and color-coordinated interior elements, the fundamental design, switchgear, and controls are shared.
Alt text: Close-up view of the Dodge Hornet R/T car’s interior, highlighting the premium materials, stitching details on the seats, and the overall fit and finish.
Alt text: Rear passenger seats inside a Dodge Hornet R/T car, showing the legroom and headroom available, as well as the seat design and material.
This isn’t necessarily negative. The Hornet car’s touchpoints feel surprisingly refined. The shifter operates with a solid feel, the window switches are pleasant to the touch, and the hard, black plastics are well-assembled. The test vehicle’s Alcantara seats offered good bolstering, but the inclusion of the track pack eliminated the ventilation option.
Despite being marketed as a compact crossover, the Hornet R/T’s interior dimensions feel somewhat constrained for its class. Families might find the cabin narrower and tighter compared to segment leaders like the Honda CR-V or Toyota RAV4. The rear seat area feels particularly cramped, exacerbated by the high beltline and limited window area, creating a somewhat claustrophobic rear passenger experience in the Hornet car.
Technology, Infotainment, and User Experience in the Hornet Car
Mirroring its hybrid minivan counterpart, the Chrysler Pacifica PHEV, the Hornet R/T’s tech features are somewhat basic. It includes built-in charging scheduling, a 4G LTE hotspot, and Amazon Alexa integration, but the tech offerings are not extensive.
The Hornet R/T utilizes the Uconnect system, prevalent across the Stellantis lineup. Uconnect is generally well-regarded – while more brand-specific styling and differentiation would be appreciated, it remains one of the top infotainment systems available. It’s reliable, responsive, and user-friendly, with wireless Apple CarPlay and Android Auto support.
However, the Hornet car’s infotainment screen itself is small. While not overly problematic, the smaller icons can be challenging to see and interact with, particularly while driving.
Safety and Driver Assistance Systems in the Hornet Car
The Dodge Hornet R/T offers average safety and driver assistance features for its class. It includes Active Driving Assist, a system that falls short of Level 2 autonomy but incorporates features to ease driving. These include rear cross-traffic alert, blind-spot monitoring, and lane-keep assist. Pedestrian and traffic avoidance systems with automatic emergency braking are available, but as optional features, requiring the $2,245 Tech Pack Plus kit.
Neither the Insurance Institute for Highway Safety (IIHS) nor the National Highway Traffic Safety Administration (NHTSA) had crash-tested the Dodge Hornet R/T at the time of this review.
Pricing and Trim Levels of the Hornet Car
The PHEV Dodge Hornet is exclusively available in the R/T model. The base R/T starts at $42,995, including a $1,595 destination fee. The R/T Plus trim elevates the price to $48,340, also inclusive of the destination fee.
Like many Stellantis vehicles, the Hornet car’s optional features are bundled into costly packages. The Blacktop package, adding blacked-out badges and gloss black wheels, is $1,595. Adjustable suspension requires the Track Pack at $2,595. A combined Blacktop and Track Pack is offered at a discounted $3,590. Basic driver-assistance (ADAS) features necessitate the Tech Package, costing $2,245. Ventilated seats are unfortunately incompatible with the Track Pack’s Alcantara seats.
Alt text: Rear three-quarter view of a Dodge Hornet R/T car, emphasizing its taillights, rear spoiler, and sporty rear bumper design.
To replicate the test vehicle, equipped with the Track Pack, Blacktop package, Tech package, and Hot Tamale Red paint, the total MSRP reaches $52,920. A sunroof delete credit of $615 on the test vehicle reduced the price to $52,305. Being manufactured in Italy, the Hornet car doesn’t qualify for federal purchase tax credits in the US. While a $7,500 tax credit is available for leases, it’s questionable how many buyers will opt for leasing.
Verdict on the Dodge Hornet Car
Upon the Dodge Hornet R/T’s arrival, the initial price estimate was around $35,000. The actual as-tested price exceeding $50,000 came as a shock.
This price point is the fundamental problem: the Dodge Hornet car is a poor value proposition. At $52,305, in this configuration, it competes with models from BMW, Audi, and Mini. The new Mini Countryman, in both gas-powered Countryman S and electric Countryman SE forms, is priced similarly to the Hornet R/T. Crucially, the Mini offers a more refined driving experience, free from range calculation errors or unintended engine starts in EV mode. At this price, a more polished and better-executed product is expected.
Alt text: Front three-quarter angle of a Dodge Hornet car parked on a city street, showcasing its overall design and urban appeal.
If Dodge significantly reduces the price, as suggested by reports of substantial dealer discounts, the Hornet car’s stylish aesthetics and engaging driving dynamics might become more appealing. However, at its current MSRP without incentives, almost any other SUV in the market represents a more sensible purchase.
And that, ultimately, is genuinely frustrating.
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