2026 Hyundai Palisade

The volume SEL trim of the all-new second-generation 2026 Palisade uses the 3.5L Smartstream naturally aspirated V6 at 287 hp, four fewer than the outgoing car's 291 hp. The new 2.5L turbo hybrid tops the range at 329 hp combined.

The volume trim's 3.5L V6 peaks at 260 lb-ft, high in the rev range at 5,000 rpm — two lb-ft less than the prior generation and well behind turbo and hybrid rivals in low-end pull.

Car and Driver's instrumented test of a V6 AWD 2026 Palisade took 8.1 seconds — 1.7 s slower than a 2023 Palisade XRT — because the new body is 369 lb heavier on a marginally less powerful engine. Updated from the earlier 7.5 s estimate now that a real test exists.

The naturally aspirated V6 is smooth and lag-free with no turbo or hybrid handoffs, but in the heavier LX3 body it has to be wrung out to make progress and testers called it lethargic; lowered from 72 on that instrumented evidence.

The 8-speed torque-converter automatic shifts smoothly and picks sensible gears in normal driving with no CVT drone, though it can be slow to kick down when asked for a quick pass.

The V6 is rated at 5,000 pounds when properly equipped — the segment-standard figure shared with the Telluride, Pilot and Explorer; the new hybrid is rated lower at 4,000 pounds.

HTRAC all-wheel drive is optional across the trim ladder (EPA certifies FWD, AWD and XRT Pro gas variants plus FWD/AWD hybrids) and standard on the XRT Pro, with terrain modes and a center-lock function, but no low range.

The XRT Pro adds raised ride height, all-terrain tires, revised fascias for better approach angle, tow hooks and terrain modes — genuine light-duty credibility — but it remains a unibody crossover with no low range or locking differential.

Two genuinely distinct powertrains for 2026 — the 3.5L V6 and a new 2.5L turbo hybrid in FWD, AWD and high-efficiency Blue forms — covering mainstream needs and adding the first electrified Palisade, but no PHEV or EV.

EPA rates the volume 3.5L V6 AWD at 20 MPG combined, one MPG below the earlier 21 MPG estimate — the heavier second-generation body costs efficiency. The new 2.5T hybrid (29–34 MPG) is far thriftier but is a separate powertrain class.

A naturally aspirated three-row V6 with no electrification posts 18 MPG city with AWD, one below the earlier estimate and below the Telluride/Pilot's 19.

EPA highway is 24 MPG for the V6 AWD — level with the outgoing generation rather than the modest gain previously assumed.

A 19.0-gallon tank at 20 MPG combined gives EPA's 380-mile range for the volume V6 AWD — adequate but unremarkable for a road-trip SUV; the hybrid stretches to 528–619 miles.

At 20 MPG and 15,000 miles a year the V6 AWD burns about 750 gallons of regular. Valued at the same fuel-price basis as the peer scorecards (Telluride/Pilot $2,350 at 21 MPG ≈ $3.29/gal) so it compares like-for-like; EPA's live figure is higher only because it now prices regular at $4.33.

Both 2026 powertrains run on 87-octane regular, with no premium recommendation, diesel/DEF complication, or charging to arrange — the fuel bill is high because of consumption, not fuel grade.

NHTSA has tested the second-generation (LX3) 2026 Palisade gas model and awarded 5 stars overall in both FWD and AWD form, confirming the result the previous run could only carry forward. Frontal and rollover sub-ratings are 4 stars.

The 2026 Palisade earns the IIHS 2026 Top Safety Pick+ with Good ratings in every crashworthiness test, including the updated moderate-overlap front test that trips up most three-row SUVs. Held below the very top because the award covers only vehicles built after November 2025; earlier builds had a weaker moderate-overlap result and qualified for a 2025 Top Safety Pick only. Raised from 74 now that the award is confirmed rather than assumed.

Hyundai SmartSense is standard on every 2026 Palisade, including the $40,430 base SE. It covers Forward Collision-Avoidance Assist 2, Blind-Spot and Rear Cross-Traffic Collision-Avoidance Assist, Lane Keeping and Lane Following Assist, Smart Cruise Control with Stop & Go, Highway Driving Assist, Safe Exit Assist and Rear Occupant Alert. None of the core AEB, ACC, LKA, BSM or RCTA features is held back for an upper trim.

The standard Forward Collision-Avoidance Assist 2 earns Good in both of IIHS's current front crash prevention tests. Those are the tougher vehicle-to-vehicle 2.0 test (higher speeds, more scenarios) and the pedestrian test, which includes nighttime runs. Raised from 70 now that the results under the current protocol are confirmed.

Blind-spot and rear cross-traffic collision-avoidance are standard on every trim, and both brake or steer rather than only warn. Safe Exit Assist is also standard, and upper trims add Blind-Spot View Monitor camera feeds in the cluster. Held below the top of the band because blind-spot coverage does not extend to a trailer, even though the Palisade is rated to tow 5,000 lbs.

Lane Keeping Assist and Lane Following Assist are standard on every trim. Hyundai's lane centering is consistently rated among the smoother mainstream systems: it holds the middle of the lane rather than bouncing between the markings.

Smart Cruise Control with Stop & Go and Highway Driving Assist are standard, giving every trim adaptive cruise across the full speed range combined with lane centering. The Calligraphy adds Highway Driving Assist 2 with assisted lane changes. The base system lacks lane-change assist, which keeps the score short of the very top of the band.

No trim offers hands-free driving. Highway Driving Assist and HDA 2 both require the driver's hands on the wheel, so the Palisade has nothing to match Super Cruise or BlueCruise. Scored just above the floor because the hands-on assist is competent.

IIHS rates the headlights Good on every trim. Standard equipment is LED projectors with High Beam Assist. Raised from 75 because Good headlights are confirmed across the whole range, not just on upper trims as with the previous generation.

The upright, boxier LX3 body gives a tall greenhouse and large side glass, so forward and side sightlines are good. Thick D-pillars and the third-row headrests limit the over-the-shoulder view. Surround View Monitor and Blind-Spot View Monitor make up for it on upper trims.

IIHS rates the LATCH hardware Good+ for ease of use, with full child-seat hardware at four rear positions. Wide rear door openings and a 114.2-in wheelbase make fitting several seats easy. Raised from 76 because the confirmed Good+ rating replaces the earlier assumption that it would carry Hyundai's past Acceptable rating.

The second-generation 2026 Palisade seats eight as standard with a second-row bench; captain's chairs drop it to seven.

Corrected to the published 41.5 in without sunroof — near the top of the SUV band; the previous 40.6 in was an unverified estimate.

Published front legroom of 44.2 in sits near the top of the SUV band; replaces the unverified 44.4 in estimate.

Second-row headroom of 40.7 in without sunroof is above the top of the SUV band, reflecting the boxier LX3 roofline; the prior 39.6 in was an unverified estimate.

Second-row legroom of 43.0 in is class-leading and above the top of the SUV band, made possible by the 2.7-in longer wheelbase.

With 32.1 in of legroom and 37.8 in of headroom the third row is roomier than before and easy to reach via one-touch tilt-and-slide, with available power slide/recline, heat and power folding — but reviewers still say tall adults will grumble on long hauls. Lowered from 82: kid-friendly and adult-capable for short-to-medium trips, not quite the adult-for-hours benchmark.

Corrected to the published 46.3 cu ft behind the second row — the redesign spent its extra length on passengers, so the hold is average rather than large for a three-row; the prior 51.4 cu ft was an unverified estimate.

Published 86.7 cu ft maximum is upper-mid for the SUV band; replaces the unverified 88.6 cu ft estimate.

Strong storage and power provision: 100 W USB-C in every row, a fan-cooled 15 W wireless pad, a large console, and a UV-C sterilization compartment on Limited/Calligraphy. Standout for the segment, though the UV-C box is top-trim only.

Well-padded, broadly adjustable front seats and a roomy second row, with relaxation seats (extra recline and deployable leg supports) front and second row on upper trims. Top of the mainstream band.

Comfort-tuned suspension with a new self-leveling rear axle soaks up rough pavement calmly; MotorWeek says it moves the Palisade 'further into luxury territory'. Raised slightly on review corroboration.

Laminated windshield and front side glass are standard, plus heavy under-hood insulation and sound-deadening carpet; reviewers call it 'supremely quiet'. Library-quiet for the class — raised from 80.

Rich equipment exists — ventilated front and second-row seats, heated wheel, heated rear rows — but it starts at SEL Premium; the volume SEL gets heated fronts only. Lowered from 85 to the 'mid trims and up' band, top of it.

The all-new second-generation 2026 Palisade opens with the SE FWD at $38,935 plus $1,495 freight, mid-pack for a three-row mid-size SUV. Value now confirmed against Hyundai's own launch pricing (previously knowledge-based); score unchanged.

SEL is the volume trim and most leave the lot with HTRAC AWD: $41,440 FWD + $2,000 AWD + $1,495 destination. Up 2 points from the prior ~$46,000 estimate now that published pricing is in hand.

KBB's 5-year cost-to-own projection for the 2026 Palisade puts maintenance at $6,472 and repairs at $673, well above the earlier ~$5,100 knowledge-based estimate, hence the drop of 32 points. Hyundai's 3 yr/36,000 mi complimentary maintenance offsets early services in practice, but the projection is the sourced figure.

KBB projects $18,041 of depreciation and a $22,994 five-year residual, about 56% retained, better than the ~52% previously estimated. That is strong for a Hyundai and puts it level with the Telluride. Up 13 points.

Hyundai's standard 5-year/60,000-mile new-vehicle limited warranty is best-in-class among mainstream brands and two years longer than the Honda/Toyota norm.

The 10-year/100,000-mile powertrain coverage on the 3.5L V6 tops the band outright.

Hyundai Complimentary Maintenance covers factory-scheduled service for 3 years/36,000 miles, unlike Kia, which includes none on the Telluride. It comes with 5 years of unlimited-mileage roadside assistance and complimentary Bluelink connected services. The perks stop short of the longer plans that would push this into the 90s.

$44,935 volume-trim price minus its estimated resale value after 5 years (56% retained, or about $25,164) leaves about $19,771 in depreciation. Add the projected $7,145 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $26,916 in total.

Consumer Reports now forecasts only average reliability for the all-new LX3 Palisade, and that forecast rests on brand history and the previous generation rather than on survey data for this body. Three campaigns in its first model year support holding it mid-pack rather than near the top of the peer group. Lowered from 72 now that CR's published forecast and the 2026 recall record are both available.

Hyundai now sits in the upper-middle tier: top 10 in Consumer Reports' brand ranking and 11th in J.D. Power's 2026 VDS, where it improved year over year. It is still not in the consistent top-five group led by Lexus and Toyota.

In its first model year the LX3 has already had three recalls. The most serious followed a child's death: on Limited and Calligraphy trims, the second- and third-row power seats may not detect a person, which led to a stop-sale. Both seat recalls are limited to the upper trims rather than the volume trim, so this stays in the typical band and not the major-recall band, but it is well short of a clean first year. Lowered from 70 now that NHTSA's campaign list for MY2026 can be checked.

The volume trim carries over the 3.5L Smartstream V6 and 8-speed torque-converter automatic, which have been in Palisade and Telluride service since MY2020 without a widespread failure pattern. None of the 2026 recalls involve the powertrain. The optional 2.5T hybrid is unproven and would score lower on its own.

The redesigned cabin is the Palisade's strongest point. Reviewers describe its materials and isolation as near-premium, ahead of mainstream three-row rivals, with Nappa leather on the top trims.

Ulsan assembly is generally tight and the cabin is notably quiet. However, two launch-year campaigns trace back to component and electronics quality in the seats and buckles, and a third is a cluster software fault, which is the usual set of first-year problems. Trimmed slightly from 78.

Hyundai's US dealer network of about 800 stores means service coverage is not a problem almost anywhere. The 10-year/100,000-mile powertrain warranty and complimentary maintenance lower the cost of using it. Service satisfaction is mid-pack.

Mechanical parts are normally priced and well stocked because the V6 and 8-speed are shared with high-volume Hyundai and Kia models. Body, lighting and trim parts are new for the LX3 generation and may take time to reach the aftermarket.

A 12.3-in center touchscreen paired with a 12.3-in cluster under one curved panel is standard on every 2026 trim.

Latest Hyundai ccNC software is quick and logically laid out, and the Palisade keeps a physical volume knob and dedicated climate controls below the screen rather than burying HVAC in menus.

Wireless Apple CarPlay and Android Auto are standard across the trim walk on the 12.3-in head unit.

Connected native navigation is standard on every trim with complimentary OTA map updates for three years, plus natural-language voice control through next-generation Bluelink.

A Bose 14-speaker surround system is available from SEL Premium upward — a genuine step up — while the volume SE/SEL keep the ordinary base system.

A 12.3-in full-digital configurable cluster is standard on every trim as half of the curved display, with Blind-Spot View Monitor feeds on trims that have it.

OTA capability is standard for maps and multimedia and extends to selected vehicle controllers, but it is not a routine feature-adding whole-vehicle cadence.

Next-generation Bluelink covers remote start/climate, lock/unlock, locate and Rear Occupant Alert push notifications, and runs the shareable Digital Key — rich and complimentary on equipped vehicles.

100 W-capable USB-C ports in every row and a fan-cooled 15 W wireless pad — abundant fast device power. The gas volume trim lacks the household outlet that would put it at the very top.

Proximity entry, push-button and remote start are standard, a power liftgate comes from SEL, and Hyundai Digital Key 2 phone/smartwatch-as-key is standard per the launch release — raised from 88 on that confirmation.

Rear camera, reverse Parking Collision-Avoidance Assist and Remote Smart Parking Assist appear in the standard suite, plus a built-in two-camera dash cam; Surround View and Blind-Spot View Monitor arrive at SEL Premium. Raised from 86 on the standard parking automation.

A head-up display is offered only at the top of the range — standard on Calligraphy (some dealer guides also list Limited) — so it sits in the trim-restricted band. Lowered from 72.

Family logistics are the Palisade's core strength: eight seats, a one-touch tilt-and-slide second row that clears a path to the third, a bench-or-captain's-chairs choice, and Rear Occupant Alert. Held just short of the top by hinged doors versus a minivan.

Top safety credentials on the trims families buy: NHTSA 5-star overall, strong IIHS results, and a standard ADAS suite with Safe Exit Assist, Rear Occupant Alert, ten airbags including third-row curtain coverage and a built-in dash cam. Raised from 82 now that crash ratings are in.

Excellent all-row comfort: a supremely quiet cabin, comfort-tuned self-leveling ride, 100 W USB-C in every row, available heated/ventilated second row and heated third row, and 19.1 cu ft left behind the third row with every seat filled.

Smooth, quiet and comfortable in traffic with Navigation-Based Smart Cruise standard, but the heavier body and lethargic V6 make merges feel like work, and it is a large vehicle to place. Lowered from 82.

The volume V6 AWD returns 20 MPG combined for roughly $2,450 a year — below average per mile even for a three-row, softened only by regular fuel and complimentary maintenance. Lowered from 50 on the confirmed EPA figure.

Big footprint and a 39.2-ft turning circle make tight garages deliberate work, offset by standard reverse collision-avoidance, Remote Smart Parking Assist and available surround view. Manageable with care.

5,000 lb towing (V6) handles a small utility trailer and 86.7 cu ft folds flat for a materials run, but the V6 is short on torque under load and there is no bed or payload headroom — light-to-moderate duty only.

A 10-year/100,000-mile powertrain warranty and a conventional V6/8-speed are reassuring, but the 3.5L is newly developed for this application, the body is first-year, and the interior is family-luxury rather than wear-friendly — unproven under hard use.

Family-SUV basics only: cargo tie-downs, roof rails, a hitch for the 5,000 lb rating, abundant USB-C and recovery hooks on XRT Pro. No household outlet on the gas model, no washable work interior, no upfit ecosystem.

A superb highway companion — very quiet, comfortable relaxation seats, composed ride and standard navigation-based cruise with lane following — held back only by ~380 miles of V6 AWD range versus 600-plus for the hybrid.

HTRAC AWD with Mud/Sand/Snow modes, 5,000 lb towing and flat-folding rows handle trailheads well; the XRT Pro adds 8.4 in of clearance, all-terrain tires, an electronic rear LSD and recovery hooks. The volume SEL is still a road-biased unibody.

Sliding/folding second row, power-folding third row on upper trims and an 86.7 cu ft flat bay make bulky loads easy, but 46.3 cu ft behind the second row is only average. Lowered from 82 on the published volumes.

Grip is fine — 0.83 g on the skidpad, a hair above the class average — but the 4,800-lb LX3 shows substantial body roll and early understeer; Sport mode helps. Secure rather than engaging.

Accurate and consistently weighted but 'rather numb', as reviewers note is typical of three-row crossovers.

Instrumented stops are competitive — MotorWeek recorded a short 103 ft from 60 mph, Edmunds 125 ft on the heavier Calligraphy — though MotorWeek noted the ABS 'laboring hard'. Adequate-to-good for a heavy three-row; raised from 64 now that real figures exist.

The new 3.5L V6 and 8-speed automatic are smooth and shift unobtrusively, but response is lethargic: 287 hp against a 369-lb heavier body yields 8.1–8.8 s to 60 mph, and the engine 'worked very hard' with shifts prioritizing smoothness over quickness. Lowered from 73 on the instrumented evidence.

Near-silent at a steady cruise thanks to heavy under-hood insulation and laminated glass, but the V6 must be revved hard to move a loaded Palisade, where it becomes audible.

Published 39.2 ft curb-to-curb is toward the wide end of the SUV band — the cost of the 2.7-in longer wheelbase. Replaces the inferred 39.4 ft.

Tall, commanding seating behind an upright windshield, 41.5 in of front headroom and 44.2 in of legroom, good sightlines, and physical climate and audio controls retained under the curved display. The column shifter frees console space but takes familiarization.

Quiet, solid and pleasant, but numb steering, body roll and a V6 Car and Driver called 'downright lethargic' mean nobody takes the long way home in one. The XRT Pro adds trail character, not on-road fun. Lowered from 54.

The base SE already carries the dual 12.3-in display pair, wireless CarPlay/Android Auto, the full SmartSense driver-assist suite, tri-zone climate and USB-C in all three rows. Rivals still gate much of that behind mid or upper trims. It sits high in the top band rather than at the ceiling because the entry price rose with the redesign.

$40,430 buys a well-equipped eight-seat three-row. The ownership package (5/60 basic, 10/100 powertrain, 3 yr/36,000 mi complimentary maintenance) is worth real money against Honda and Toyota. The value case narrows at the top, where a Calligraphy AWD reaches ~$57.5K delivered.

A well-spaced ladder runs from the value SE through SEL, XRT Pro and Limited to Calligraphy. It crosses FWD or HTRAC AWD, the 3.5L V6 or the new 2.5T hybrid (with its own Blue SEL/SEL Premium/Limited/Calligraphy hybrid trims), and seven- or eight-seat layouts. That is one of the broadest configuration spreads in the class.

The new generation is selling at roughly a 140,000-unit annual pace: 35,229 in Q3 2026 and 10,327 in September alone, up 52% year over year, where it led Hyundai's record month. That is top-tier volume for a mid-size three-row. Up 3 points now that real launch-year sales replace an approximate figure.

Hyundai's image has climbed a long way on design, warranty and its EV lineup, and the Palisade is the brand's aspirational family flagship. It stays at the upper end of neutral because Hyundai still lacks Toyota/Honda's default-choice standing.

A year into the redesign, Hyundai is already supporting the Palisade: 3.9% APR for 60 months with up to $2,000 bonus cash, plus up to $2,250 in lease incentives. That is modest but real money, not desperation pricing. Up 11 points from the launch-era assumption that it would sell at MSRP with no deals.

This is the first model year of the second-generation Palisade, with a new body, a new dual-screen electrical architecture, a new XRT Pro trim and the nameplate's first hybrid. A 2026 buyer faces no redesign risk.

The redesigned Palisade won the 2026 North American Utility Vehicle of the Year (NACTOY) and 2026 Canadian Utility Vehicle of the Year, and was a World Car of the Year finalist. Reviewers praise its interior and third row. Up 10 points now that these awards are verified; held below the very top because reviewers still mark down its modest V6 and dynamics.