2024 Dodge Hornet PHEV: Is the Potential Worth the Trouble?
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Dodge last year said goodbye to the iconic Challenger and Charger, creating a Hellcat-sized void in its lineup. All that’s left now is the Durango midsize SUV and its numerous limited editions, as well as the all-new Hornet small crossover that is now enjoying its sophomore year. Production of the next-generation, battery-powered Charger Daytona is set to begin later this fall.
As the gateway to Dodge’s “Brotherhood of Muscle,” the Hornet emphasizes a muscular appearance and strong performance, which is refreshing in a segment that can be pretty dull at times. It even rides on the electrification bandwagon with an available plug-in hybrid powertrain in R/T trim, which happens to be the model we tested recently. How did it fare? Read on.
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- Also: 2023 Dodge Hornet : New Blood, But at What Price?
Alfa Romeo DNA
While the exterior design is distinctively Dodge, a number of components inside come from Alfa Romeo and the Tonale. The cabin is stylish and sporty at the same time—just look at the flat-bottom steering wheel and the fancy 12.3-inch digital instrument cluster. Fit and finish is commendable, while a 465W Harman Kardon audio system with 14 speakers takes care of satisfying music lovers.
The 10.25-inch centre touchscreen is powered by the latest Uconnect 5 infotainment system. The interface may look busy, but it’s all fairly easy to use. We just wish the buttons were larger in order to make navigation through the various menus more intuitive. There’s a problem with the rear-view camera, mind you: while the image is crystal-clear at idle, it tends to become glitchy and delayed when the vehicle in motion.
That being said, our biggest disappointment comes from the steering wheel and surrounding cockpit. The controls are not very responsive or ergonomic. One example is the windshield washer stalk, which has its own quirky operation. Also, the drive mode buttons are slow to respond. Ditto for those that allow customization of the driver display.
On a more positive note, the front buckets provide adequate support. Some will say they’re a bit too firm, but we didn’t mind. As for the pedals, they’re mounted pretty close to each other, which can be a problem for drivers with wide feet. Just saying.
Power to Spare
The 2024 Dodge Hornet R/T moves effortlessly and proves pleasant to drive. Built around a turbocharged 1.3-litre four-cylinder engine, the PHEV system delivers a combined 288 horsepower and 383 lb-ft of torque. A six-speed transmission handles shifting, not a CVT, and throttle response is great. The huge paddle shifters on the steering column are driver-friendly and shifts are extremely quick. Dodge claims 0-60 mph acceleration (0-97 km/h) in 5.6 seconds with the PowerShot feature activated. Otherwise, you’re looking at a time of 6.5 seconds in Sport mode.
What is PowerShot? With the vehicle in Sport mode, just press the two paddle shifters simultaneously to get an extra 30 horsepower for about 15 seconds. You can use it as long as there’s juice left in the battery.
The Hornet R/T is a drag racer in disguise that also boasts precise steering and standard Brembo performance brakes ensuring confidence and control. Alas, the soft suspension spoils the party, leading to bouncy, unstable handling and cornering. Furthermore, the small crossover seems to be more affected by road imperfections due to its narrow footprint, making it that much harder to maintain a straight line.
Not the Most Efficient
The 15.5kWh battery enables up to 53 km of zero-emission range, which is just below par for the segment. We achieved 52 km and wound up with a fuel consumption average of 5.2 L/100 km at the end of our weeklong test drive, which included both pure electric and hybrid driving.
The first 220 km were completed in hybrid mode and resulted in a disappointing score of 8.1 L/100 km, mind you. Most competitors do a lot better than that including the Ford Escape PHEV (5.9 L/100 km), Toyota RAV4 Prime (6 L/100 km), as well as the Kia Sportage PHEV and Hyundai Tucson PHEV (6.7 L/100 km). Only the bulkier and heavier Mitsubishi Outlander PHEV is worse (9 L/100 km).
Another thing you must know is that fuel tank capacity is just 42 litres, or 9 litres shy of the standard Hornet’s. That means trips to the gas station occur more frequently than you might expect, particularly when the battery is empty. We filled the tank once and the computer indicated a range of just 370 km. On the bright side, the Hornet R/T plug-in hybrid is eligible to a $5,000 rebate from the federal government plus provincial incentives where applicable.
Potential > Execution
Our test drive was initially supposed to take place in February, but the vehicle had to go back to the dealer for an extended period of time due to water infiltration in the taillights. Not cool. As of late September 2024, the Hornet has been hit with as many as five separate recalls. Consumer Reports gives the little Dodge a predicted reliability score of 3 out of 5.
The plug-in hybrid variant carries a hefty price tag, by the way, especially when compared with the aforementioned rivals. The base Hornet R/T starts at $58,040 and the R/T Plus starts at $64,040 including freight, PDI and other fees but not the available incentives.
On the surface, the Dodge Hornet looks good and has great potential with its combination of performance, comfort and styling. However, execution is lacking, the price is too close to the Alfa Romeo Tonale’s, and reliability issues make a long-term purchase a bad idea. On top of that, fuel economy in hybrid operation isn’t competitive and handling has lots of room for improvement. The Hornet so far is a marginal seller in the compact SUV segment and likely will stay that way unless the company does something about it.
