Dodge creates something interesting by borrowing from the Italians.
It has been a decade since Dodge introduced a new model, which was a revival of a model from the 1960s that was built on Fiat foundations. The 2023 Dodge Hornet arrived with a design from Alfa Romeo and a nameplate from AMC and Hudson, and the order book quickly filled. The minimized hybrid fragment is effectively the most blazing car section beyond pickup trucks in the USA, so a great deal is normal from the Hornet.
It is evident from the way it is viewed that the Hornet is designed to appear “domestic, not domesticated” and is built on the same platform as the Alfa Romeo Tonale. Yes, that is the slogan that Dodge is using to describe its brand-new crossover. The company’s current lineup of V6 and supercharged V8 Hemi motors is already quite different from the 2023 Hornet’s launch with a turbocharged four-cylinder engine (sadly, the Hemi era is over). The Hornet R/T will be available in 2024 with a plug-in hybrid drivetrain, launching Dodge into the era of electric vehicles.
CarBuzz had the opportunity to test drive both Hornet models in North Carolina, and our thoughts on the experience are interesting.
Exterior: Same, but Different The Hornet shares a distinct “muscular Dodge design vocabulary” with the other models in the stable, according to the marketing team; This is evident. It’s a Tonale with distinctive wheels and front and rear designs. This is not an insult because nobody has ever said that the Italians make ugly cars. Therefore, this crossover is quite attractive; It’s cute but also a little bit tough.
The exterior colors for your Dodge Hornet include Hot Tamale (red), Acapulco Gold, Blu Bayou, and Blue Steele—all of which are bold and cleverly named. If you want your Hornet to look like it just rolled off the rental car lot, you can also choose from Q Ball (white), 8 Ball (black), and Gray Cray.
Discussing rental-vehicle looks, we feel the base 17-inch wheels have a place on a modest econobox, not something charged as an exhibition hybrid. Black 18-inch wheels are included in the GT Blacktop Package, which costs $1,995 and is standard on the R/T. Black 20-inch wheels are included in the Track Pack, which costs $2,995. Most of the time, the GT and R/T trims look the same, but the R/T has gray-painted wheel arches and the GT has plastic ones.
Interior: The Hornet’s Interior Is the Best Dodge Has Ever Made It’s no surprise that the Hornet’s interior is the best Dodge has ever made. Dodge’s stable contains some old horses. Again, Alfa is responsible for a lot of the things we adore here. The seats, which are available in stunning red leather, and the sporty flat-bottom steering wheel clearly have the appearance of an Alfa Romeo component. Red chairs are not found in the Tonale because Dodge managed to keep that option to itself. There’s likewise a dark Alcantara choice on the Track Pack, however it wipes out ventilated seats in the event that you get it. The column-mounted paddle shifters, which are unfortunately only available on the R/T, are our favorite feature. Not only is this the most expensive Dodge product in recent memory, but it is also the most technologically advanced. Standard features include a touchscreen Uconnect 5 infotainment system with wireless Apple CarPlay and Android Auto connectivity for two phones. We haven’t experienced any lag in our previous interactions with Uconnect 5 iteration.
A 12.3-inch digital cockpit with numerous customization options and an optional Harmon Kardon premium audio system are also provided to purchasers. Unfortunately, the $2,245 package does not include many important safety features like adaptive cruise control or a 360-degree camera.
The Hornet falls neatly between the subcompact crossover category and the compact crossover category at 178 inches long. The Mazda CX-5, which Evade firmly indicated as a contender, is over an inch longer, yet the CX-30’s length is somewhere near five inches. The Hornet has a wheelbase of 103.8 inches, which is shorter than that of the two Mazdas mentioned earlier. Although Dodge did not provide any measurements for the interior, the Hornet’s back seat feels spacious in comparison to rival subcompacts and slightly below average in comparison to compacts.
The Hornet’s 27 cubic feet of trunk space is larger than that of a Mazda CX-30 but smaller than that of a Ford Bronco Sport. The R/T plug-in model leaves only 22.9 cubes of space behind the second row. Performance: The GT’s maximum cargo space is 54.7 cubes, while the R/T’s is 50.5 cubes. Bye Bye V8 The Hornet comes with two engine choices, neither of which are typical of Dodge. The 2.0-liter turbocharged four-cylinder engine that powers Hornet GT models produces best-in-class standard outputs of 268 horsepower and 295 lb-ft of torque. Standard equipment includes all-wheel drive and a ZF nine-speed automatic transmission that is adequate but not exceptional. Dodge claims that it takes just 6.5 seconds to go from 0 to 60 mph, but our testing suggests that this is a conservative estimate.
However, considering that the performance must come at some cost, the fuel economy is only average. The Hornet GT gets an average 21/29/24 combined city/highway/combined mpg from the EPA, which compares it to competitors with similar engines.
Not long from now, the Hornet R/T will show up brandishing a more modest 1.3-liter super four-chamber. On the other hand, a 90 kW electric motor on the rear axle works with the gas engine to produce 288 horsepower and 383 pound-feet of torque. A Charger R/T equipped with a Hemi V8 produces 395 lb-ft more torque as a point of comparison. 0-60 is speedier in the R/T, evaluated at 5.6 seconds, as per Avoid. The sprint was completed significantly faster by other journalists at the drive event. PowerShot is added to the R/T and increases power output by 30 horsepower for 15 seconds. Aisin’s six-speed automatic transmission supplies AWD with power once more.
As of this writing, the PHEV does not yet have fuel economy ratings, but the 15.5 kWh battery should allow for approximately 30 miles of electric-only driving. If you have an L2 charger at home, the Hornet R/T should only take about two and a half hours to recharge at 7.4 kW.
Impressions on the Road: Italian Trade
Out of the blue in an Evade survey, we can say the controlling is the high place of the vehicle; not the engine, not the enormous power, and not the performance in straight lines. On-center precision is excellent, and driver feedback is adequate. Dodge clearly outclassed Mazda in this regard, and its Italian heritage is evident. Power from the base four-pot is ample, however the ZF transmission could not have possibly been our best option. Even in manual mode, there is a half-second delay before the transmission wakes up, and it shifts a little sluggishly, frequently getting buried in high gears.
This chassis manages the weight through the corners without causing disastrous body roll, which is extremely impressive. However, the majority of the fun is ruined because the standard Goodyear all-season tires quickly lose grip. We had a hard time keeping up with journalists driving cars with Track Pack, which have Michelin Pilot Sport 4S all-season tires that grip better. The Hornet is one of the mainstream crossovers that provides the most entertainment due to its larger brakes and grippier tires. The Track Pack comes with adaptive dual-stage suspension, but we didn’t notice any significant improvements in handling or ride quality.
Electric torque is available right away when you switch to the hybrid R/T. The R/T has multiple eDrive modes, whereas the base GT only has one: Sport. Electric, hybrid, and E-Save. Electric only uses the gasoline engine when the maximum acceleration is requested, and E-Save can either hold the battery at its current percentage or charge it using the engine. Hybrid mode uses a combination of the engine and the electric motor. Even though the Hornet doesn’t run very quickly on electricity, it’s plenty for getting around town.
We didn’t feel a lot of advantage from the gimmicky PowerShot mode, which is dreary to connect by pulling both oar shifters and afterward crushing the choke. The six-speed programmed was somewhat more responsive than the nine-speed in the GT, however distant from smart. We additionally noted somewhat less snugness from the directing because of the PHEV’s drastically unique weight dispersion. Even though the GT felt a little sharper, it is still a highlight of the driving experience.
Valuing and Trims: The Hornet GT’s Pay for Performance pricing is just under $30,000 before shipping (29,995). With destination, it is $31,540, just over $30,000. The GT Plus, which comes with more opulence, costs $35,490. Customers can then add the Track Pack, Tech Pack, and Blacktop Pack for $2,995 each. A Hornet GT with every option can cost nearly $45,000.
The half and half R/T trim beginnings at $41,590, which is around $3,000 not exactly the Alfa Romeo Tonale, which just ships as a mixture in the US. With all of the option boxes checked, the R/T Plus can be had for around $53,000 and costs $46,590. This kind of luxury and performance are only found in a select few mainstream crossovers that cost as much as this.
Additionally, Dodge gave a hint at upcoming dealer-installed GLH (Goes Like Hell) packages for the GT and R/T, which will include available graphics, lowering springs, exhaust, and engine tunes. For the GLH models, no pricing information was provided.
Verdict: A New Market for Dodge The 2023 Hornet is a brand-new chance for Dodge to compete in a new, extremely popular market. The electric-powered Charger and Challenger models that have boosted Dodge’s sales for the past two decades will force the company to completely rethink its operations in the coming years. We are cautiously optimistic if the Hornet is Dodge’s first step into the electrified era.
There is a lot to like about this car, including the uncontroversial design, great handling, luxurious interior, and powerful four-cylinder engines. Although it is not the most cost-effective crossover available in the market, it maintains Dodge’s obsession with performance at a price that is more affordable than that of a Hellcat. We’d call it a win all around.
