Not that long ago it seemed questionable whether Stellantis鈥� Dodge division would survive the attrition of vehicle models.
Production of the Charger sedan and the two-door Challenger ended in December, and while there might be some on dealer lots, the only 2024 Dodge vehicles currently available are the Durango and Hornet utility vehicles. There is a new electric Charger sedan coming this fall (and an internal-combustion version arriving in 2025), so things are looking up a bit.
The Hornet shares the bones of the Alfa Romeo Tonale and is built in Naples, Italy.
The Hornet, which arrived for 2023, is in a red-hot segment that includes the Honda CR-V, Toyota RAV4, Hyundai Tucson and the Mazda CX-5.
The Dodge Journey鈥檚 departure in 2020 left buyers without a small utility vehicle at a time when most automakers were pumping them out in huge numbers. For context, the Toyota RAV4 and the Honda CR-V are top sellers in this group.
Compared with the class leaders, the Hornet鈥檚 overall length and distance between the front and rear wheels are more on the compact side. So is the cargo volume, but it鈥檚 close enough that you likely won鈥檛 notice.
The vehicle has appealing bodywork and interior finishings and controls, including a large 10.25-inch touch-screen that鈥檚 angled toward the driver. A traditional floor shifter is part of the mix.
But to significantly separate it from the pack, Dodge bet that a performance-oriented utility vehicle with standard all-wheel-drive will generate considerable buzz (pun intended). The base Hornet GT is priced at $40,150 including destination charges. Compare that with the base Tonale at $45,500.
The Hornet GT uses a turbocharged 2.0-litre four-cylinder that produces 268 horsepower and 295 pound-feet of torque. Standard active-safety technologies include automatic emergency braking, lane-keeping assist, blind-spot detection with rear cross-traffic alert, and backup sensors.
The R/T plug-in hybrid (PHEV), which was added to the Hornet lineup for 2024, has a base price of $50,230. It has a turbocharged 1.3-litre four-cylinder with electric assist and a net output of 288 horsepower and 383 pound-feet. The PHEV is rated at 53 kilometres of electric driving range before the gasoline engine engages.
While not quite segment-leading since the Toyota RAV4 Prime PHEV makes 302 horsepower but less torque, the R/T is still pretty stout.
A nine-speed automatic transmission is standard with the GT and a six-speed automatic is in the R/T.
GT fuel economy is rated at 11.1 l/100 km in the city, 8.2 on the highway and 9.9 combined. The PHEV earns an 8.1 city/highway combined rating with the electric motor鈥檚 12.0-kilowatt-hour battery at full charge. In mostly city driving conditions running on battery power alone you should do considerably better overall.
According to Dodge, the GT can scoot to 60 mph (96 km/h) from rest in a respectable 6.5 seconds; the R/T is only 0.4 of a second quicker at 6.1. A so-called PowerShot feature, exclusive to the R/T, delivers 25 more horsepower for a 15-second burst.
The R/T has Hybrid, Electric and E-Save (economy) drive modes, Brembo-brand brake calipers, Koni-brand shocks, a dual exhaust system and 18-inch wheels (17s are installed on the GT).
A Track Pack option, which is available for both trims, provides 20-inch wheels and unique interior trim.
With the arrival of the Hornet R/T along with the new electric and gasoline Chargers, Stellantis appears determined to maintain Dodge鈥檚 performance cred and perhaps move the brand upmarket.
The problem is that as a late comer the category, the Hornet has the tough task of stealing customers from some very good brands. Can it? Are its Alfa Romeo roots a draw or a hindrance? Is the Hornet name just too inelegant? And is the base price out of step with what Dodge buyers have come to expect?
Viewed as bargain-priced Alfa Romeo, though, the Hornet is definitely worth a look.
