Dodge has one of the smallest and oldest lineups of any mass-market carmaker, so the announcement of the 2023 Dodge Hornet last summer was major news. After all, the Charger and Durango received their last full redesigns in 2011, and the Challenger dates all the way back to 2008. In those long years, Dodge has largely missed the boat in terms of smaller SUVs and more fuel-efficient engine choices, vacancies the Hornet will fill handily.
Based on the Alfa Romeo Tonale, the Hornet is a subcompact crossover, and both are due to go on sale this spring. They’re very similar underneath the bodywork and even some of the sheetmetal is borrowed, but both automakers (members of the Stellantis family) promise different experiences.
The Hornet references some Stellantis history, the famous 1950s Hudson Hornet and the 1970s Coronet Super Bee, but debuts an altogether new Dodge face. It ditches Alfa’s signature triangular grille for dual horizontal slots and a large inlet below. The Hornet’s style differences, and its lower price, may attract American shoppers who may not be as familiar with Alfa Romeo and who’ve never been previously courted by Dodge.
Not Your Typical Crossover
Initially, the 2023 Hornet will be available in the entry-level GT trim with a starting price of $31,590 (including $1,595 in destination charges). It’s powered by a 2.0-liter turbocharged four-cylinder engine producing 268 horsepower and 295 pound-feet of torque. A nine-speed automatic is the only transmission offered and all-wheel-drive is standard.
In the summer, the $41,590 plug-in hybrid Hornet R/T will arrive as a 2024 model with a 1.3-liter turbocharged four-cylinder with a six-speed automatic under the hood and an electric motor powering the rear wheels. If leased, there’s a possibility the R/T could be eligible for a $7,500 tax credit.
It draws power from a 15.5 kWh lithium-ion battery pack and is estimated to return up to 30 miles of electric range on a full charge. The combined output is 288 hp and 383 lb-ft of torque. Since this is a plug-in hybrid, it isn’t required to have the GT’s 8-inch minimum ground clearance to qualify as a light-duty truck in order to qualify for more lenient fuel economy standards. It rides about 2 inches lower as a result.
Both Hornets are clearly styled to convey sporty performance, and besides the inelegantly placed Hornet badge on the front fenders, we think it will be a hit on appearance alone. From behind the wheel, that performance doesn’t quite match the muscular styling, but should still impress most drivers when compared to typical subcompact SUVs such as the Volkswagen Taos and Honda HR-V. Hyundai’s sporty Kona N is the Hornet’s closest non-luxury rival and delivers more potent performance at a lower price.
Stronger Performance With Room to Grow
Dodge says the Hornet GT will do zero-to-60 in 6.5 seconds, which is noticeably quicker than its mainstream competitors.
There’s an initial delay in power delivery at launch, with stronger acceleration after that stutter start. The engine’s noises aren’t as inspiring as the styling or Dodge’s marketing. It sounds like a typical four-cylinder and a more guttural growl might be more appropriate. Perhaps we’ll get that in later variants. Once underway, there’s ample power, but you’ll still want to floor it to pass slower traffic.
Handling is where the Hornet begins to meet its performance expectations as it corners with far more athleticism than other SUVs in the class, up to a point. Spirited drivers will enjoy how well it carves through turns, but if pushed hard, the Hornet’s front tires surrender grip first and will begin to run wide in the curve until you slow down to regain traction. That kind of handling balance is typical of passenger vehicles as it’s safer and easier to regain control, but those looking for sports car performance may be disappointed.
The R/T and its plug-in hybrid powertrain are quicker to respond right off the line with the electric motor turning the rear wheels first, but you won’t get the kind of pin-you-to-the-seat that you’ll get from some EVs.
Using the Hornet’s PowerShot launch function, you pull both shifter paddles and wait for a cue in the instrument panel, then pin the pedal to the floor. It gets you moving with a rather anemic launch until the gasoline engine spools up and begins to really accelerate the Hornet. Dodge estimates the R/T will reach 60 mph in 5.6 seconds but from the driver’s seat, it doesn’t feel significantly quicker than the GT and it too could use a growlier engine note.
Handling also doesn’t feel any sportier than the GT, likely due to the extra 425 pounds from the hybrid battery and components. You feel the R/T’s weight being tossed around more compared to the GT, reducing confidence in its handling limits and in turn, limiting the fun.
Inside the Hornet’s Nest
Cover the steering wheel badge and you might have a tough time telling the Hornet and its Alfa Rome Tonale sibling apart. Besides different outboard dash vents, some trim elements and the digital graphics, they’re identical and that’s not a bad thing.
The cockpit has a traditional sporty personality compared to other vehicles that lean more into oversized touchscreens. All Hornets come with a sensibly sized 10.25-inch touchscreen mounted atop the dash and a 12.3-inch digital instrument panel to keep it technologically relevant. Happily, there are plenty of physical buttons for climate control and drive modes since they’re less distracting than digging through on-screen menus.
Outward visibility is acceptable for the road ahead, but the rear view is obstructed by thick roof pillars and a protruding rear center headrest. The front seats provide ample lateral support with their large side bolsters. In the Plus trim, they’re covered in a racy perforated leather and if you add the optional Track Pack, they’re upgraded to a grippy Alcantara with a flash of red under the perforations. Materials quality is better than other SUVs in the class, with more soft-touch surfaces and a sturdy construction feel.
The rear seats can accommodate average-sized adults with just enough headroom and abundant foot- and legroom. Behind the seats, the Hornet GT can hold up to 27 cubic-feet of cargo, which is big for the class and is helped by a very large under-floor bin. The R/T’s capacity falls to 22.9 cubic-feet, which is about average.
On the road, the Hornet’s ride is noticeably firmer than other SUVs. That’s no surprise when you consider its sportier suspension tuning. You’ll definitely feel more small and moderate bumps and experience for side-to-side jostling, but they’re kept from being intrusive or problematic.
Sharp impacts are reduced to dull thuds and overall we think performance-minded drivers will find the comfort-to-handling balance to their liking. If you want a smoother ride, we suggest sticking with the smaller 17- or 18-inch wheels since they benefit from more compliant tire sidewalls than the 20-inch options.
Road noise is ever present, even on smoother road surfaces. On coarse asphalt, that drone can be tiresome and can even affect your enjoyment of the audio system. It was loud enough that it made it difficult for us to determine if there was any wind noise to report on the highway.
Hornet or Not?
The Dodge Hornet easily delivers more fun and performance than you’d get from the typical subcompact SUV from Honda, Toyota or Volkswagen, but it comes at a cost. You’ll spend several thousand more than those choices and you’ll also be giving up some ride comfort. The Hyundai Kona N is also more affordable than the Hornet and offers better performance, but its styling still tends to divide opinions and it’s a bit smaller inside.
The R/T costs as much as some luxury-branded SUVs, such as the new BMW X1, Mercedes-Benz AMG GLA 35 and Genesis GV70. These alternatives are also very entertaining to drive but offer higher levels of comfort and refinement.
On the efficiency front, the Hornet GT is estimated to return 24 mpg in combined city and highway miles. That’s only between 3 and 7 mpg less than its mass-market SUV rivals and about average when compared to the sporty luxury alternatives. The Hornet R/T’s fuel economy figures aren’t yet available, but it’s a fair bet that it will be more efficient than the GT. It’s not able to use a DC fast charger, but on a Level 2 charger at the Hornet’s maximum rate of 7.4 kW a full charge should only require 2.5 hours.
The Hornet has all of these rivals beat when it comes to personality, though. Its brash extroverted styling makes it a standout on the road and we’re not ashamed to admit that’s one of the main reasons to consider one. If you’re like us and expect more performance and theater, we’d suggest waiting for future versions. If Dodge’s few other models are any indication, we should expect a steady stream of sportier models over many many years.
Dodge provided lodging and meals to enable us to bring you this first-person report. Although Forbes Wheels sometimes participates in manufacturer-hosted events, our coverage is independent, unbiased and aimed at offering consumers an objective view of every vehicle we test.