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Opinion: you don’t want the Alfa Romeo Tonale, you want the Dodge Hornet

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Opinion: you don’t want the Alfa Romeo Tonale, you want the Dodge Hornet | Top Gear

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Alfa’s American cousin is better in all the right ways

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Opinion: you don’t want the Alfa Romeo Tonale, you want the Dodge Hornet

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Alfa’s American cousin is better in all the right ways

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Alfa’s American cousin is better in all the right ways

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Opinion: you don’t want the Alfa Romeo Tonale, you want the Dodge Hornet

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Opinion: you don’t want the Alfa Romeo Tonale, you want the Dodge Hornet

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Opinion: you don’t want the Alfa Romeo Tonale, you want the Dodge Hornet

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Alfa’s American cousin is better in all the right ways

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Ah, badge engineering. It’s a cost-effective way to turn a Chevy Tahoe into a Cadillac Escalade, a Hyundai Tucson into a Kia Sportage, or a Toyota GR86 into a Subaru BRZ. Most of the time, this automotive mitosis is a successful endeavor, resulting in products that don’t necessarily hurt the other’s sales. Sometimes, however, one vehicle just ends up cannibalizing the other. Which brings me to the Alfa Romeo Tonale and its American sibling, the Dodge Hornet.

I’ve recently spent time in both of these subcompact crossovers, and while there are pros and cons to the overall package as a whole, the glaring takeaway is that Alfa got the raw end of the deal. The Dodge looks cooler, drives nicer, has a better engine option, and costs thousands of dollars less. For the struggling Italian automaker, that’s definitely a shame.

Okay, yes, looks are subjective, but after spending extended time with both, the Alfa does nothing for me. The squished little front end looks drowsy, like it just sank its head down for a sigh. Also, automakers: quit designing front fascias that don’t accommodate number plates. They exist all around the world and are required by law in most places. The awkward slap-it-on-the-side workaround Alfa owners have to do for the Giulia and Stelvio never, ever looks good. Ever.

This isn’t to say the Dodge is a stunner, by any means, but it’s got this little tough guy vibe that looks much cleaner and meaner than its Alfa sibling. Point Dodge.

About that better engine choice. Dodge sells the Hornet GT and GT Plus with a 2.0-liter turbocharged I4 engine that makes 268hp and 295lb ft of torque. Paired with a nine-speed automatic transmission, this engine has loads of low-end torque and a punchy nature that makes the Hornet decently fun to toss around. Standard all-wheel drive helps, too.

The Tonale – hey, real quick, does anyone else pronounce this “toenail?” – only comes with a plug-in hybrid setup, pairing a 1.3-liter turbo I4 engine with a 15.5kWh battery. Total system output is 285hp and 347lb ft of torque, but when the battery is depleted, the gas engine only produces 180hp. This PHEV powertrain is optional on the higher-end Hornet R/T and R/T Plus, but weirdly, Dodge gives its version 383lb ft of torque, accessible for brief moments through the PowerShot boost feature.

Yes, the plug-in option gives you 33 miles of fully electric driving range, but once the battery runs dry, the party’s over. If you aren’t going to keep your Tonale – or Hornet R/T – juiced up on the regular, the consistent and smoother power delivery of Dodge’s base 2.0-liter engine is definitely the way to go.

As far as chassis tuning is concerned, between the two, it’s a wash. More expensive versions of the Hornet and Tonale have adaptive dampers that don’t firm up or soften enough to be appreciable, but across the board, this subcompact crossover is nicely tuned with above average cornering abilities.

The problem? Steering. Alfa uses a 14.8:1 electric power steering tune in every version of the Tonale, while Dodge fits the Hornet R/T with a slightly better 14.5:1 rack. The real star, however, is the Hornet 2.0T, which has a much crisper 13.6:1 ratio, meaning this version is more eager to turn in and it takes fewer cranks of the wheel to go lock to lock. With a good chassis under the body, engaging steering really enhances the driving experience, and once again, Dodge has the edge here.

The base Dodge Hornet starts at $32,330 (including $1,595 for destination) while the Alfa Romeo Tonale comes in at $44,590 (also including $1,595 for delivery). Yes, the Tonale has a slightly higher level of standard equipment, but it still has the same static suspension, 18-inch wheels, and cloth upholstery as the Hornet.

Look at it another way: a Hornet GT 2.0T with premium paint, Alcantara upholstery, 20-inch wheels, adaptive dampers, and a full driver-assistance tech suite rings up for $42,265 including destination. I’d way, way, way rather have this than the base version of the Tonale which, again, is still more expensive.

Want to compare plug-in options? Sure. Let’s load ‘em up. A fully loaded Dodge Hornet R/T Plus with all the trimmings costs $53,065. A similarly spec’d Tonale? $54,100. Not a huge difference, sure, but the only thing you’re getting for that price is an Alfa badge.

Interested in the Tonale? Try the Hornet instead.

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Ah, badge engineering. It’s a cost-effective way to turn a Chevy Tahoe into a Cadillac Escalade, a Hyundai Tucson into a Kia Sportage, or a Toyota GR86 into a Subaru BRZ. Most of the time, this automotive mitosis is a successful endeavor, resulting in products that don’t necessarily hurt the other’s sales. Sometimes, however, one vehicle just ends up cannibalizing the other. Which brings me to the Alfa Romeo Tonale and its American sibling, the Dodge Hornet.

I’ve recently spent time in both of these subcompact crossovers, and while there are pros and cons to the overall package as a whole, the glaring takeaway is that Alfa got the raw end of the deal. The Dodge looks cooler, drives nicer, has a better engine option, and costs thousands of dollars less. For the struggling Italian automaker, that’s definitely a shame.

Okay, yes, looks are subjective, but after spending extended time with both, the Alfa does nothing for me. The squished little front end looks drowsy, like it just sank its head down for a sigh. Also, automakers: quit designing front fascias that don’t accommodate number plates. They exist all around the world and are required by law in most places. The awkward slap-it-on-the-side workaround Alfa owners have to do for the Giulia and Stelvio never, ever looks good. Ever.

This isn’t to say the Dodge is a stunner, by any means, but it’s got this little tough guy vibe that looks much cleaner and meaner than its Alfa sibling. Point Dodge.

About that better engine choice. Dodge sells the Hornet GT and GT Plus with a 2.0-liter turbocharged I4 engine that makes 268hp and 295lb ft of torque. Paired with a nine-speed automatic transmission, this engine has loads of low-end torque and a punchy nature that makes the Hornet decently fun to toss around. Standard all-wheel drive helps, too.

The Tonale – hey, real quick, does anyone else pronounce this “toenail?” – only comes with a plug-in hybrid setup, pairing a 1.3-liter turbo I4 engine with a 15.5kWh battery. Total system output is 285hp and 347lb ft of torque, but when the battery is depleted, the gas engine only produces 180hp. This PHEV powertrain is optional on the higher-end Hornet R/T and R/T Plus, but weirdly, Dodge gives its version 383lb ft of torque, accessible for brief moments through the PowerShot boost feature.

Yes, the plug-in option gives you 33 miles of fully electric driving range, but once the battery runs dry, the party’s over. If you aren’t going to keep your Tonale – or Hornet R/T – juiced up on the regular, the consistent and smoother power delivery of Dodge’s base 2.0-liter engine is definitely the way to go.

As far as chassis tuning is concerned, between the two, it’s a wash. More expensive versions of the Hornet and Tonale have adaptive dampers that don’t firm up or soften enough to be appreciable, but across the board, this subcompact crossover is nicely tuned with above average cornering abilities.

The problem? Steering. Alfa uses a 14.8:1 electric power steering tune in every version of the Tonale, while Dodge fits the Hornet R/T with a slightly better 14.5:1 rack. The real star, however, is the Hornet 2.0T, which has a much crisper 13.6:1 ratio, meaning this version is more eager to turn in and it takes fewer cranks of the wheel to go lock to lock. With a good chassis under the body, engaging steering really enhances the driving experience, and once again, Dodge has the edge here.

The base Dodge Hornet starts at $32,330 (including $1,595 for destination) while the Alfa Romeo Tonale comes in at $44,590 (also including $1,595 for delivery). Yes, the Tonale has a slightly higher level of standard equipment, but it still has the same static suspension, 18-inch wheels, and cloth upholstery as the Hornet.

Look at it another way: a Hornet GT 2.0T with premium paint, Alcantara upholstery, 20-inch wheels, adaptive dampers, and a full driver-assistance tech suite rings up for $42,265 including destination. I’d way, way, way rather have this than the base version of the Tonale which, again, is still more expensive.

Want to compare plug-in options? Sure. Let’s load ‘em up. A fully loaded Dodge Hornet R/T Plus with all the trimmings costs $53,065. A similarly spec’d Tonale? $54,100. Not a huge difference, sure, but the only thing you’re getting for that price is an Alfa badge.

Interested in the Tonale? Try the Hornet instead.

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Alfa’s American cousin is better in all the right ways