AutoTrader SCORE
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STYLING8/10
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Safety8/10
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PRACTICALITY6/10
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USER-FRIENDLINESS5/10
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FEATURES8/10
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POWER8/10
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COMFORT6/10
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DRIVING FEEL6/10
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FUEL ECONOMY6/10
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VALUE5/10
On the surface, the 2024 Dodge Hornet R/T looks like a promising plug-in hybrid (PHEV) that delivers reasonable range wrapped up in a stylish package.
But looks can be deceiving, and while there are some bright spots hidden here and there, the overall experience is a bit muddled. From a shoddy interior to the bizarre ways in which it functions — not to mention the high price of admission — this PHEV is fine in theory but flawed in execution. While those probably aren’t the words any prospective buyer wants to read, they illustrate the unfortunate realities that accompany this little crossover.
Styling: 8/10
The Hornet is indisputably stylish, although the closely related Tonale from Alfa Romeo wraps up the look a little more neatly with its signature trefoil grille and phone-dial wheels. Even so, the overall proportions shared by both crossovers are sleek and athletic, while subtle touches — like the simple Dodge logo that’s hidden in the rear light bar, or the heat extractors on the hood — help to further separate the Hornet from its corporate counterpart.
The cabin isn’t especially exciting, although the faux-suede upholstery finished in black with red inserts seen here adds some character, while red leather is also available. Less flattering are some of the plastics used throughout the cabin, including the instrument display hood that was prone to twisting and creaking during this test. (That issue didn’t exist in isolation, either, with the entire centre console shifting sideways with the knock of a knee.)
User-Friendliness: 5/10
That console features a few buttons near its mechanical gear selector, most of which handle parking-related functions. That each of them — along with some of the climate controls on the dashboard above — relies on white indicator lights instead of red ones like the door locks makes them almost impossible to see in sunlight.
The electronics inside this tester were also prone to problems, with the government-mandated back-up camera featuring a bad refresh rate that led to a lagging feed on the infotainment display, while certain functions accessible through the touchscreen didn’t respond at various points when prompted. In a similar vein, switching drive modes using the steering wheel-mounted selector was frustratingly slow, often resulting in the button being pressed one time too many — and requiring another cycle through the three settings as a result.
The massive paddle shifters mounted on the steering column rather than the wheel present their own problems, with the signal and wiper stalks requiring an unnatural reach to operate. And more issues inside include the A-pillars that frame the windshield, which are thick enough to obstruct visibility when turning, making it difficult to see pedestrians in crosswalks.
Practicality: 6/10
More functionality foibles are found on the rear doors, which have edges that extend outward awkwardly and act as an almost constant annoyance when accessing the back seat. The overall space inside is restricted by the Hornet’s small footprint, as well as the PHEV components hidden away here. That’s why there’s slightly less cargo room inside this version than the gas-only model — 650 L versus 765 L — but it’s reasonable given this crossover’s size.
Value: 5/10
But then there are other PHEVs the Hornet competes with that offer more overall functionality for less money. The Toyota RAV4 Prime starts at $53,080 before rebates and taxes, while the 2024 Dodge Hornet R/T is priced at $57,940. Meanwhile, the upgraded R/T Plus version tested here starts at $63,940 including a non-negotiable freight charge of $2,195, while options and extras pushed that price to a shocking $70,625 before tax.
Like the slightly larger RAV4 Prime — along with its upscale corporate cousin, the Lexus NX 450h+, which starts at $62,195 — the Hornet R/T qualifies for government subsidies where they’re available, including the full $5,000 federal rebate off the purchase price or a four-year lease. Even so, this Dodge doesn’t come cheap, especially considering its size.
Fuel Economy: 6/10
The Hornet R/T also happens to burn more gas and offer less electric range than its rivals, although it doesn’t take much effort to surpass its official figures. That doesn’t mean it’s especially efficient, but this little crossover is more impressive than the numbers suggest.
According to Natural Resources Canada (NRCan), this PHEV is rated to burn 8.1 L/100 km combined — similar to the likes of the Subaru Crosstrek that isn’t offered as a hybrid, plug-in or otherwise. Meanwhile, its 15.5-kWh battery can chip in with 53 km of emissions-free range. The RAV4 Prime is rated for 6.0 L/100 km combined and has an electric range of 68 km, while the NX 450h+ is good for 6.6, according to NRCan, while its range rings in at 61 km.
This week-long test saw the Hornet turn in an indicated average of 7.6 L/100 km across a total of nearly 450 km. It runs on regular-grade gas.
Power: 8/10
Like its rivals from Lexus and Toyota, the Hornet R/T uses a rear-mounted electric motor, which is accompanied by a turbocharged 1.3L gas engine under the hood. The four-cylinder generates 199 lb-ft of torque, while the electric motor spins up 184 lb-ft of its own. Together, the pair generates 288 net hp.
It wouldn’t be right to describe the Hornet R/T as especially sporty — this in spite of Dodge’s insistence to the contrary — although the hearty helpings of both turbocharged and electrified torque make this PHEV powertrain punchier than its initial hesitation when accelerating from a stop might otherwise suggest. That bodes well for passing manoeuvres, which happen with a reasonable degree of confidence and quickness.
Driving Feel: 6/10
The two sides of the powertrain work well together, but the transmission proved to be yet another pain point, with the six-speed automatic behaving strangely at times during this test. With the gas engine in charge of acceleration, the tall gearing led to second-guessing whether it was accidentally put into manual mode, with first gear in particular capable of reaching high into the revs before switching to second. Add to that the occasional clunky shift at city speeds, and there’s a noticeable lack of refinement in everyday driving.
Getting back to the brand’s claims that the Hornet R/T is an “electrified performance vehicle,” its tendency to tilt and lean when cornering would suggest otherwise. While its steering rack is responsive, there’s almost a sense that the suspension is stilted higher than the 156-mm (6.1-in) ground clearance, with noticeable bouts of body roll.
Comfort: 6/10
That’s even with the upgraded suspension that comes with the available Track package. The dual-stage dampers use bypass valves to provide a firmer ride with sport mode selected, but then the Hornet errs on the stiff side no matter the setting, with the big 20-inch wheels and lower-profile tires that make up part of the package sending pressure cracks pulsing through the cabin.
Features: 8/10
There’s a decent selection of standard features to be found here, including dual-zone automatic climate control, a heated steering wheel and front seats, a 10.25-inch touchscreen infotainment system, wireless Apple CarPlay and Android Auto connections, and subscription-based satellite radio. Opting for the Hornet R/T Plus adds to that list integrated navigation — made redundant by those smartphone systems that provide access to Google (or Apple) Maps and Waze — and a sunroof, as well as a height-programmable power tailgate, among others.
Safety: 8/10
Advanced safety and driver-assist systems including forward collision warning with pedestrian and cyclist detection, automatic emergency braking, lane departure warning and keeping assistance, and blind-spot monitoring with rear cross-traffic alert are also standard. The lone absence that’s found in most crossovers these days — especially ones that start on the high side of $60,000 — is adaptive cruise control; that’s optional as part of a technology package that also includes lane-centring assist and surround-view cameras, among a few other features.
The Verdict
Despite its promising packaging and powertrain, the 2024 Dodge Hornet R/T is plagued by problems. If any one of them existed in isolation — the error-prone infotainment system, for instance, or even the transmission’s tendency to act up — it might be easy to overlook; but when taken together, they’re part of a troubling pattern. At the very least, it calls for anyone considering this crossover to proceed cautiously before signing on the dotted line.
| Engine Displacement | 1.3L |
|---|---|
| Engine Cylinders | Turbo I4 Hybrid |
| Peak Horsepower | 288 net hp |
| Peak Torque | 383 lb-ft |
| Fuel Economy | 8.1 / 8.1 / 8.1 L/100 km cty/hwy/cmb, 3.1 Le/100 km; 53 km est. range |
| Cargo Space | 650 / 1,430 L seats up/down |
| Model Tested | 2024 Dodge Hornet R/T Plus PHEV |
| Base Price | $61,745 |
| A/C Tax | $100 |
| Destination Fee | $2,195 |
| Price as Tested | $70,725 |
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Optional Equipment
$6,685 — R/T Blacktop & Track Pack bundle, $4,190; Technology Group Plus package, $2,495
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