The 2024 Dodge Hornet R/T is a small plug-in hybrid SUV with a mission that diverges from the typical goals of electric vehicles—such as reducing emissions or saving fuel. This affordable model from Stellantis’ bad-boy brand prioritizes performance over electric-only driving.
In contrast to the typical plug-in hybrid (PHEV) scenario where drivers might cover 25 to 50 miles per day on electric power before relying on a gasoline engine for longer trips, Dodge is discarding that notion entirely. The estimated electric range of approximately 30 miles, and any notion of miles per gallon without a charge, received little attention during a recent media campaign in Asheville, North Carolina.
Dodge executives focused on the “PowerShot” capability of the Hornet. In Sport mode, pull both steering wheel paddles, step on the accelerator, and the battery delivers an additional 30 horsepower (22 kilowatts) for up to 15 seconds if the charge level is 80% or more. A 15-second recovery period follows before another PowerShot can be deployed.
The result is a claimed 0-60 mph acceleration time of 5.6 seconds, according to Dodge (with the battery above that 80% threshold). We found ourselves using the PowerShot not only to accelerate from a standstill (which quickly becomes dull) but also to pass slow trucks on rural two-lane roads. However, the three-step process (confirm Sport mode, pull paddles back, step on the pedal to the floor) was cumbersome enough to wish for uninterrupted battery power from a full EV.
The Hornet R/T’s battery is likely to get a workout. Two of the four driving modes, Sport and e-Save, use the engine not only with the battery but also to recharge it. Only the Hybrid and Electric modes offer sustained electric operation. It’s a different take on a PHEV, as far from carbon reduction and emissions-free as possible. Some drivers may choose to use the R/T as smoothly as possible on electricity alone, but that’s clearly not what Dodge intends to promote.
The Hornet R/T’s 1.3-liter turbo-4 engine features a belt-integrated starter-generator with 44 horsepower (33 kilowatts); Dodge does not specify the power solely from the engine. This engine drives only the front wheels through a 6-speed automatic transmission. A 90-kW (121-hp) electric motor powers the rear, making it what’s known as a through-the-road hybrid, with front and rear axles driven by different power sources.
The R/T’s all-wheel drive is provided by software, rather than a driveshaft extending from a front transmission to the rear axle. The freed-up space in the tunnel houses the long arm of the L-shaped lithium-ion battery pack, with a nominal capacity of 15.5 kWh.
This combination of power sources, drivetrains, and driving modes requires a substantial amount of software to manage. From startup, the Hornet R/T begins in hybrid mode, gradually using battery charge to operate on electricity alone, with light loads or low speeds, then adding engine power for heavier loads. In hilly suburban driving, a Hornet with a battery charge of 40% or more spent a surprising amount of time with the engine off, making it quiet and smooth.
Hornet R/T Driving Modes: Sport, Electric, or e-Save?
On the road, the result is a small, high-performance SUV that can feel quite different depending on the mode and circumstance. In these situations, the Hornet R/T’s handling and road grip, with its 52:48 front-to-rear weight distribution, are confident, balanced, and enjoyable behind the wheel.
The challenge came in power delivery under intense driving conditions. In the initial encounter, it proved unpredictable and occasionally perplexing. In one instance, at a constant speed, climbing a hill consumed more battery energy initially, then a downhill shift, then another in rapid succession, causing the engine to rev from 2000 to 3500 and then to 5000 rpm. The noise increased accordingly. Even after a few hours of driving, we couldn’t predict the behavior of the powertrain in Sport mode in most circumstances. With familiarity, perhaps drivers will come to know when the engine revs will kick in, when the rear motor will add a torque boost, and when the 6-speed transmission will downshift.
Considering its cutting-edge driving impressions and overall presentation, there are no obvious direct rivals for the Hornet R/T unless shifting to non-hybrid models like the Mazda CX-30 Turbo or the Kia Seltos SX Turbo.
Inside, four adults fit comfortably, with sufficient head and legroom for a 6-foot passenger to sit behind a 6-foot driver in the slightly elevated rear seat over the battery pack. Exterior visibility is average, but tossing the small crossover on winding backroads proved to be a fun way to spend the afternoon.
