It's been a decade since Dodge last added a new nameplate to its lineup, and that was a revival of a model from the 1960s that used Fiat underpinnings. The 2023 Dodge Hornet arrived with a design borrowed from Alfa Romeo and a nameplate previously used by AMC and Hudson - and the order book filled up rapidly. The compact crossover segment is easily the hottest automotive segment outside of pickup trucks in the USA, so a lot is expected from the Hornet.

Looking at it, it's clear that the Hornet rides on the same platform as the Alfa Romeo Tonale with some styling tweaks to make it look "domestic, not domesticated." Yes, that is the tagline Dodge is using for its new crossover. The 2023 Hornet launches with a turbocharged four-cylinder engine under the hood, which is already quite different from the company's current crop of V6 and supercharged V8 Hemi motors (sadly, the Hemi era is at an end). For 2024, the Hornet R/T will arrive with a plug-in hybrid drivetrain, ushering Dodge into the electrified era.

CarBuzz had a chance to drive both Hornet variants in North Carolina, and we have some interesting thoughts about it.

Exterior: Same, But Different

The marketing folks will tell you that the Hornet has the same distinctly "muscular Dodge design vocabulary" as other models in the stable; this is obvious. It's a Tonale with different front and rear designs, and some unique wheels. This isn't an insult - no-one has ever accused the Italians of making an ugly car. So this is a rather handsome crossover; it's cutesy but somehow tough at the same time.

In typical Dodge fashion, there are some bold - and cleverly named - exterior colors to dress your Hornet in, such as Hot Tamale (red), Acapulco Gold, Blu Bayou, and Blue Steele. There's also Q Ball (white) if you want your Hornet to look like it came straight off the rental car lot, 8 Ball (black), and Gray Cray.

Speaking of rental-car looks, we feel the base 17-inch wheels belong on a cheap econobox, not something billed as a performance crossover. Black 18-inch wheels are available as part of a $1,995 GT Blacktop Package (which comes standard on the R/T), and 20-inch black wheels are bundled in the $2,995 Track Pack. The GT and R/T trims look mostly the same, but you can spot the latter via its gray painted wheel arches whereas the GT gets plastic.

Interior: The Nicest Dodge In Years

Dodge's stable has some old horses in it, so it's no surprise that the Hornet has the nicest interior we've seen from the American automaker in years. Again, much of what we love here can be attributed to Alfa. The sporty flat-bottom steering wheel clearly looks like an Alfa Romeo part, as do the seats, which are available in gorgeous red leather. Dodge managed to keep that option to itself, so you won't find red chairs in the Tonale. There's also a black Alcantara option on the Track Pack, but it eliminates ventilated seats if you get it. We particularly love the column-mounted paddle shifters, which are sadly only available on the R/T.

Not only is this the most premium Dodge product in recent memory, but it's also the most high-tech. A 10.25-inch Uconnect 5 touchscreen infotainment system comes standard with standout features like wireless Apple CarPlay and Android Auto, and connectivity for two phones. This iteration of Uconnect 5 eliminates all lag we've noticed in previous encounters with the system.

Buyers also get a 12.3-inch digital cockpit with plenty of customization options and an available Harmon Kardon premium audio system. Unfortunately, many important safety features like adaptive cruise control and a 360-degree camera are locked in a $2,245 package.

At 178 inches long, the Hornet slots neatly between the subcompact and compact crossover categories. The Mazda CX-5, which Dodge strongly hinted at as a competitor, is over an inch longer, but the CX-30's length is down by five inches. The wheelbase on the Hornet measures 103.8 inches, which is less than both aforementioned Mazdas. Dodge didn't provide any interior measurements, but the Hornet's back seat feels roomy when compared to subcompact rivals, and slightly below average compared to compacts.

In terms of trunk space, the Hornet's 27 cubic feet is larger than a Mazda CX-30 but smaller than a Ford Bronco Sport. Opting for the R/T plug-in model reduces space behind the second row to 22.9 cubes. Maximum cargo space is 54.7 cubes for the GT and 50.5 for the R/T.

Performance: Bye Bye V8

The Hornet arrives with two engine options, both of which aren't what we'd normally expect from Dodge. Hornet GT models are powered by a 2.0-liter turbocharged four-cylinder engine, generating best-in-class standard outputs of 268 horsepower and 295 lb-ft of torque. All-wheel-drive comes standard, routed through a ZF nine-speed automatic transmission that's fine, but nothing to write home about. 0-60 mph takes just 6.5 seconds, according to Dodge, though that claim seems conservative based on our testing.

Fuel economy is just ok, though, as there must be some price to pay for the performance. The EPA rates the Hornet GT at 21/29/24 mpg city/highway/combined, which is average when compared to similarly-powered rivals.

Later this year, the Hornet R/T will arrive sporting a smaller 1.3-liter turbo four-cylinder. However, it's assisted by a 90 kW electric motor on the rear axle, combining with the gas engine to deliver 288 hp and 383 lb-ft of torque. For reference, a Hemi V8-powered Charger R/T produces just a little more torque at 395 lb-ft. 0-60 is quicker in the R/T, rated at 5.6 seconds, according to Dodge. Other journalists at the drive event managed the sprint much quicker than that. The R/T gains a PowerShot function, which boosts output by 30 hp for 15 seconds. Power once again goes out to AWD, this time through a six-speed automatic sourced from Aisin.

Fuel economy ratings are not available for the PHEV as of this writing, but the 15.5 kWh battery should enable around 30 miles of electric-only driving. The Hornet R/T can recharge at 7.4 kW, meaning it should only take around two and a half hours to recharge if you have an L2 charger at home.

Driving Impressions: Italian Exchange

For the first time ever in a Dodge review, we can say the steering is the high point of the car; not the engine, not the immense power, and not the straight-line performance. There's great on-center precision with decent feedback to the driver. Dodge certainly outclassed Mazda here, and the Italian DNA shines through. Power from the base four-pot is plentiful, though the ZF transmission wouldn't have been our first choice. It's a bit sluggish to shift, often getting buried in high gears, and even using the manual mode results in a half-second delay before the transmission wakes up.

This chassis is highly impressive, managing the weight through the corners without disastrous body roll. However, the standard Goodyear all-season tires lose grip easily, spoiling most of the fun. We struggled to keep up with journalists who were driving Track Pack-equipped cars, which ride on grippier Michelin Pilot Sport 4S all-season rubber. With the larger brakes and grippier tires, the Hornet is among the most entertaining mainstream crossovers available. Adaptive dual-stage suspension is available on the Track Pack, but we didn't notice any major ride or handling advantages from it.

Swapping into the hybrid R/T gives you instant electric torque. Whereas the base GT only gets a simple Sport Mode, the R/T includes several eDrive Modes: Hybrid, Electric, and E-Save. Hybrid mode uses a combination of the engine and electric motor, Electric only uses the gasoline engine when max acceleration is requested, and E-Save can either hold the battery at its current percentage or charge it using the engine. The Hornet isn't exactly rapid on electric power, but it's plenty to get around town.

We didn't feel much benefit from the gimmicky PowerShot mode, which is tedious to engage by pulling both paddle shifters and then mashing the throttle. The six-speed automatic was slightly more responsive than the nine-speed in the GT, but far from snappy. We also noted slightly less tightness from the steering on account of the PHEV's radically different weight distribution. It's still a high point of the driving experience, but the GT felt a bit sharper.

Pricing & Trims: Pay For Performance

Pricing for the Hornet GT comes in just under $30,000 before destination ($29,995). With destination, it's a tick over $30k at $31,540. Stepping up to the more luxurious GT Plus brings the price to $35,490. From there, buyers can add the Track Pack ($2,995), Tech Pack ($2,245), and Blacktop Pack ($1,995). Loaded with every option, a Hornet GT can reach nearly $45,000.

The hybrid R/T trim starts at $41,590, which is around $3,000 less than the Alfa Romeo Tonale, which only ships as a hybrid in the US. The R/T Plus costs $46,590 and can reach around $53,000 with all the option boxes ticked. Few mainstream crossovers are this expensive, but few reach this level of luxury and performance.

Dodge also hinted at future GLH (Goes Like Hell) dealer-installed packages for both the GT and R/T. These will include available graphics, lowering springs, exhaust, and engine tunes. No pricing information was provided for the GLH models.

Verdict: A New Market For Dodge

The 2023 Hornet represents a fresh opportunity for Dodge to compete in a new segment, one that sees incredibly high sales. Dodge will need to completely reinvent itself in coming years, with the Charger and Challenger models that have bolstered its sales for the past two decades getting shaken up with electric power. If the Hornet represents the first step into the electrified era for Dodge, we are cautiously optimistic.

There is a lot to like here, including the uncontroversial styling, excellent handling, premium interior, and punchy four-cylinder engines. It may not be the best value crossover in the segment, but it stays true to Dodge's obsession with performance, albeit at a more accessible level than something like a Hellcat. Overall, we'd call it a win.