The weight and complexity of the Hornet R/T’s PHEV drivetrain take it away from its cheap and cheerful SRT-4 heritage
With all the hype surrounding Dodge’s Hellcat V8—perhaps the defining characteristic of the entire Stellantis portfolio in the minds of most enthusiasts—it’s easy to forget that once upon a time the company had an equally strong fleet of inexpensive compact performance machines sitting in its showrooms.
Flash-forward to 2024, and the situation for domestic car companies is surprisingly similar. Chevrolet and Ford have abandoned any prospects of street fun at the lower end of their respective lineups, preferring to focus on trucks and SUVs, leaving Dodge to once again strike off on its own with a small but mighty machine.
The same, but different: Dodge Hornet R/T and its SRT-4 predecessors
Part of what made the Dodge SRT-4 so exciting when it arrived in 2003 was the way its turbocharged, 2.4-liter four-cylinder engine transformed what had been a fun but underpowered front-wheel drive sedan into a legitimately engaging experience. Based on a SEMA concept, the SRT-4 package offered between 215 (2002) and 230 (2004-2005) horsepower, and its lightweight design made it the fastest Dodge on the lot after the Viper supercar.
Whether that says more about the emptiness of the company’s high performance cupboards in those days than it does about the potency of the SRT-4’s drivetrain is up for debate, but what can’t be denied is the effect that the sedan’s popularity had on the company’s product planning. A couple years after the vehicle had been retired, its engine was transplanted under the hood of the Caliber hatchback that replaced it. The beefier-looking Caliber SRT-4 also delivered a whopping 285 horsepower and 265 lb-ft of torque, huge numbers for a front-puller and a substantial upgrade over what its predecessor had brought to the table.
Dodge Hornet R/T performance: A “good time” on paper, a “quick time” on the street
That’s all well and good if you’re seeking to match the vehicle’s posted 5.6-second sprint to 100 km/h, but it’s less of a plus should you actually care about how the Dodge drives. With the right foot flat there’s simply nothing exciting about how the Hornet accumulates forward momentum, with little in the way of audible drama from the exhaust or intervention from g-forces to let you know you’re buzzing along at a brisk pace.
This remains true even with the Hornet R/T’s “PowerShot” feature engaged, which adds another 30 horsepower into the mix from the rear electric motor for as long as 15 seconds. Pulling both steering wheel paddle shifters at the same time activates the system, but I was hard pressed to identify any meaningful difference made in the automobile’s attitude.
In regular driving, the Hornet’s 12.0-kWh battery provides up to 53 kilometres of electric-only driving, a modest but still usable figure limited by the space constraints of the Dodge’s packaging. I found the vehicle capable of matching that metric as long as I was gentle with the accelerator, and overall fuel economy showed as 4.8 L/100 km (much of that with the power pack empty and cruising on the highway). Less impressive was the vehicle’s inability to let me know when it was switching back and forth from electric to gas power, with the dashboard display often lagging a few seconds behind the telltale whirr of the activated engine.
2024 Dodge Hornet R/T pricing: You’ll spend big to raid the hive
This is problematic for Dodge for a multitude of reasons. When the SRT-4 cycle began there were no direct competitors to its turbocharged reign, and even the Caliber was really only up against the slow-selling Chevrolet HHR SS during its glory days.
If the Hornet were a true thrill ride, this wouldn’t present much of a problem. But for a vehicle that plays out more as a technical exercise than a cohesive product, it’s hard to identify who the R/T model is targeted at: EV-curious enthusiasts not ready to take the full battery plunge? Commuters who want to cut loose at the end of the day, but not muss their hair in the process? Golf R owners who really want that extra inch of ground clearance?
Pros
✔ Competent performance and handling
✔ 50+ km of electric range
✔ Quality interior with sporty touches
Cons
✘ PHEV upgrade is overpriced
✘ Lack of excitement
✘ Hornet GT offers much better value
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