Gallery
Pros
Cons
There’s a reason people like me are still writing about Hyundai’s seismic styling overhauls after all these years: it’s because the brand keeps delivering jaw-dropping redesigns.
Sure, that means the lineup is a little disjointed, since no two models look related, but all can be forgiven as soon as you catch a glimpse of the 2026 Hyundai Palisade. If a more stunningly styled mainstream crossover has come along in the last decade or more, I can’t name it. That fact defies subjectivity, too, with clean lines — emphasis on that last word — that make it look downright luxurious.
Value 7 / 10
Hyundai is acutely aware of the Palisade’s upscale styling, which is at least partly why it’s priced the way it is. But before we get to that, it’s worth noting that this year’s lineup is a little more complicated — or at least it will be when the new-for-2026 hybrid powertrain hits the market; it was still pending at the time of this writing. Because unlike the outgoing version, which was offered in the choice of three trims, there’s set to be a fourth this time.
That hybrid-only Luxury trim fits into the lineup just below the range-topping Ultimate Calligraphy tested here, which will be available with the choice of gas-electric or gas-only power. Want the hybrid? It’ll set you back an astonishing $67,799 before tax but including freight ($2,100). Meanwhile, this V6-powered version is $64,599 — a $3,200 price hike compared to the 2025 Palisade done up the same way.
The Palisade Luxury that’s only available as a hybrid rings in at $62,599, while the rugged-looking XRT Pro is $59,799 before the government’s share. Finally, the entry-level Preferred Trend is $55,799 versus $52,599 for the previous version’s cheapest trim. That means even the most affordable version is more expensive than the award-winning Toyota Grand Highlander ($53,565), although its priciest trim is slightly more ($68,430).
Yes, inflation is a factor in the across-the-board price increase, but it wasn’t long ago that the Palisade cost considerably less. Of course, Hyundai Canada would probably point to consumer shopping habits to support the decision to ditch a true entry-level version — and one that cost just $38,499 before freight and tax when it launched ($40,499 with now-standard all-wheel drive). Even so, that kind of hike is hard to reconcile in an age of increasing unaffordability.
Features 10 / 10
Moving past that point of contention, even the cheapest trim is decked out with amenities. There are twin 12.3-inch screens on the dash, one for infotainment and the other drive-related information, wireless Android Auto and Apple CarPlay compatibility, a wireless phone charger, seven USB-C ports throughout the cabin, a small power sunroof, dual-zone automatic climate control, heated front and second-row seats, a heated steering wheel, and the list goes on.
While the base trim is fitted with an eight-speaker stereo, the rest of them have six more for a total of 14, as well as ventilated front seats. Adding that same functionality to the second row means stepping up to the Ultimate Calligraphy, which also has heated third-row seats. And the top trim has other niceties, too, like Nappa leather upholstery and pseudo-massage settings for the driver’s seat, plus a fixed panoramic glass roof in the back to go with the one up front.
Safety 9 / 10
The standard advanced safety and driver-assistance suite is expansive, with features like forward collision warning with pedestrian and cyclist detection, automatic emergency braking, blind-spot monitoring with rear cross-traffic alert and crash avoidance, lane departure warning and following assistance, and adaptive cruise control that works in stop-and-go traffic. There’s also junction assist that can warn of oncoming traffic when turning across the roadway.
All but the cheapest trims add front and rear parking sensors and camera-based blind-spot monitoring that shows a live look at either side of the vehicle when the corresponding signal is activated, while the Ultimate Calligraphy comes with a head-up display (HUD). It also features a factory-installed dashcam and one to match in the back, both of which record directly to the infotainment system, plus a more advanced highway drive-assist system than the rest.
User-Friendliness 9 / 10
Hyundai has made a habit of simplifying its user interface to the point of being foolproof; so while the expanse of screens across most of the dash might look intimidating at first glance, the operating system and related controls are about as straightforward as they come. Say you want to pull up Apple CarPlay — simply swipe through the widget-like tiles on the screen, or set the programmable favourite button on the dash to do the job.
Hyundai has even managed to get its operating system to speak the same language as Apple’s smartphone interface, so turn-by-turn directions appear in the HUD when using Google Maps via a connected device. And while the climate controls aren’t the physical switchgear I’d rather see, they’re set in an easy-to-use touch panel on the dash, plus the gear selector on the steering column makes sense (and it frees up the space a console-mounted one would need).
Practicality 8 / 10
Without the old console’s clutter of buttons, including for gear selection, there’s an open storage area below that’s big enough to fit a handbag. And while the previous Palisade had the same two screens, they were mounted high atop the dash, making them more distracting. This time, Hyundai’s designers moved them lower and recessed them slightly while keeping them barely more than a glance away.
While the pillars that frame the windshield are thick enough to obstruct sightlines while turning, outward visibility is good otherwise thanks to the large windows all around. The spaciousness of the cabin is reasonable, too, although the rearmost seats are the kind you’ll want to reserve for only the smallest occupants; growing teens might not be thrilled by the thought of being stuck back there on the next family road trip.
Cargo access is easy thanks to the standard height-programmable power tailgate with hands-free access, and while the back bumper’s liftover height is tall, there’s a class-competitive 540 L with the third row upright and 1,310 L with it stowed. Better still, this top trim has a bank of buttons in the back that can be used to lower and raise both sets of back seats, either all at once, one row at a time, or even just one side.
Comfort 7 / 10
The seats in the top Ultimate Calligraphy trim offer all kinds of electric adjustability, including unique reclining functionality borrowed from Hyundai’s all-electric lineup for use when parked. Coupled with the three-stage heat and ventilation, plus the so-called “ergo motion” driver’s seat, there’s all-day support in the first two rows. (Again, those in the rearmost seats might not be overjoyed across long distances.)
Ride quality is OK considering the conventional springs and shocks that underpin the Palisade, although the oversized 21-inch wheels and low-profile tires this one rides on mean pressure cracks and potholes are pretty jarring. No, that isn’t uncommon with a setup like it, but the all-electric Hyundai Ioniq 9 happens to be smoother when riding on the same size wheels and tires, not to mention the same kind of suspension.
Styling 10 / 10
No two vehicles do a better job illustrating Hyundai’s incongruous approach to aesthetics than the Ioniq 9 and the redesigned Palisade. Yes, they’re powered differently, which helps explain their distinct looks, but they’re both family-sized crossovers that hit the market almost simultaneously. Yet if it wasn’t for the badges front and back, you’d have no idea they were built by the same brand.
Instead of its sibling’s pixel motif, boattail shape, and bulbous nose, the Palisade is classically proportioned and features unique lighting front and rear that gives it the look of a concept vehicle. It’s head-turning without being over the top, and I can’t think of a more striking mainstream crossover regardless of size. Meanwhile, the cabin is simple and classy, while this tester’s brown upholstery makes the space warm and inviting, too.
Power 8 / 10
While there’s a hybrid powertrain that’s not yet been tested, at least as of this writing, this one had a similar setup to the first-generation Palisade. That means a naturally-aspirated V6 under the hood, although displacement is down to 3.5L (from 3.8). Output has dipped slightly, too, with 287 hp and 260 lb-ft of torque — compared to 291 and 262 last time — although it’s still ample for this application. It’s paired with an eight-speed automatic transmission and all-wheel drive.
Driving Feel 7 / 10
The transmission was prone to the occasional unrefined shift, although it was likely the result of this particular unit still being well within its break-in period at the time of this week-long test. (The sensation wasn’t especially bothersome, either.) Meanwhile, the power steering system that uses a small electric motor mounted directly to the steering column is silky smooth while providing decent feel and feedback.
With a relatively soft suspension tune, the Palisade is prone to a bit more body roll than the average entry in the segment when cornering aggressively. Precast concrete surfaces are also enough to jostle and jiggle occupants in an odd way at highway speeds — another part of an on-road experience that’s just a little disjointed. Crucially, it’s an area the likes of the Toyota Grand Highlander it competes with doesn’t struggle.
Fuel Economy 6 / 10
The Palisade’s V6 is something of a holdover from an outgoing era, with the hybrid version more in keeping with modern times. It also means a significantly more expensive fuel bill, with Natural Resources Canada (NRCan) scoring the 3.5L at 13.4 L/100 km in the city, 10.0 on the highway, and 11.9 combined compared to Hyundai’s estimates of 8.3, 7.9, and 8.1 in those same conditions for the hybrid. This test finished with an indicated average of 12.3 over 400 km.
The Verdict
For all that’s good about the 2026 Hyundai Palisade, and even the stuff that’s less so, it’s the runaway pricing that stands out the most to me. And while the cheaper Hyundai Santa Fe that debuted last year has three sets of seats, it’s also smaller than the Palisade, putting a literal squeeze on families who move to that more affordable model instead. Hyundai fans who won’t be satisfied without the extra space are in for an almost shockingly expensive awakening.
To be fair, it isn’t solely up to Hyundai or any other automaker to sell cheap vehicles. But that doesn’t mean it’s suddenly excusable to add another expensive one to the list, especially considering how competitively priced the Palisade once was. And it isn’t just the shoppers of today I’m worried about, either — it’s those in the used market a few years from now who are bound to face the same affordability issues.
Beyond that doom and gloom, the redesigned Palisade is a compelling offering that’s stylish, reasonably spacious, and loaded with features. While it has a few foibles — namely the body roll and ride quality that isn’t as sharp as others this size — it’s a fine choice in a crowded segment, and it could easily fit the bill for your family. Just be sure to budget accordingly.
