2026 Hyundai Palisade

The volume SEL trim of the all-new second-generation (LX3) 2026 Palisade uses the 3.5L Smartstream naturally aspirated V6 rated at 287 hp, slightly down from the 291 hp of the outgoing LX2. The new 2.5L turbo hybrid tops the range at 329 hp combined.

Peak torque of the volume trim's 3.5L V6 is 260 lb-ft, delivered high in the rev range at 5,000 rpm — typical of a naturally aspirated V6 and well behind turbo and hybrid rivals in low-end pull. The optional turbo hybrid produces materially more twist.

The redesigned 2026 Palisade is longer and heavier than the LX2 while making marginally less power, so the V6 AWD volume configuration lands around 7.5 seconds — mid-pack for a three-row mid-size SUV. The hybrid's extra torque cuts roughly half a second.

The naturally aspirated V6 is smooth and lag-free with linear throttle response and no turbo or hybrid handoff quirks, but it has to be revved to deliver its peak, and it sounds strained under hard acceleration or when loaded with passengers.

The 8-speed torque-converter automatic shifts smoothly and picks sensible gears in normal driving, with no CVT drone; it can be slow to kick down when asked for a quick pass, a common criticism of Hyundai's conventional automatics in the segment.

Rated at 5,000 pounds with the factory tow package — the segment-standard figure that matches the Telluride, Pilot, Grand Highlander and Explorer, and enough for a small travel trailer or a two-place boat.

HTRAC all-wheel drive is optional across essentially the whole trim ladder and standard on the XRT Pro, with a center-differential lock mode and Snow/Mud/Sand terrain settings — broad availability and more sophistication than a simple on-demand system, but no low range.

The new XRT Pro trim gives the Palisade genuine light-duty credibility — raised ride height near 8.4 inches, all-terrain tires, revised bumpers for a better approach angle, tow hooks and underbody protection — but it remains a unibody crossover with no low range or locking rear differential.

Two genuinely distinct powertrains for 2026 — the carryover 3.5L V6 and a newly added 2.5L turbocharged hybrid — which covers mainstream needs and adds an electrified option the previous generation never offered, but there is no PHEV or EV variant.

The redesigned 2026 (2nd-gen LX3) Palisade carries over the 287-hp 3.5L Smartstream V6 with the 8-speed automatic in a larger, heavier body, landing at roughly 21 MPG combined with HTRAC AWD — the same figure as its Telluride platform-mate and the Honda Pilot. The new 2.5T hybrid is far thriftier at roughly 34 MPG combined but is not the volume configuration.

A naturally aspirated three-row V6 with no electrification and only idle stop-start posts typical class city numbers; the hybrid's electric launch is where the 2026 lineup's real city gain lives.

The second-generation body is boxier but better aerodynamically managed, and the 8-speed's tall top gears give a modest highway edge over the outgoing car; 25 MPG AWD is mid-pack for a V6 three-row.

The 18.8-gallon tank paired with 21 MPG combined yields just under 400 miles for the volume V6 AWD — adequate but unremarkable for a family road-trip SUV. The hybrid is the standout, with Hyundai promoting more than 600 miles of range on a tank.

At 21 MPG combined and 15,000 miles a year on regular unleaded, the volume V6 AWD burns roughly 715 gallons annually — a real running-cost penalty versus hybrid-equipped rivals, and one the Palisade Hybrid cuts by roughly $900 a year.

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

The 2026 Palisade is the first year of the all-new second-generation (LX3) body, so a generation-specific NHTSA result could not be verified in this run. The outgoing LX2 Palisade earned 5-star overall ratings throughout its 2020-2025 run, and the LX3 grows on a longer 114.2-in wheelbase with a 10-airbag package including a front-center airbag, so 5 stars is the expected outcome.

Award status for the redesigned 2026 Palisade is unconfirmed. The outgoing generation held Top Safety Pick+ early in its life but was exposed by IIHS's updated moderate-overlap front test, which penalizes rear-passenger protection across three-row SUVs; the LX3 redesign is engineered against the current protocol but has no verified award to date. Scored mid-band rather than in the award range until a result is confirmed.

Hyundai SmartSense is standard on every 2026 Palisade trim including the base SE: Forward Collision-Avoidance Assist with pedestrian, cyclist and junction-turning detection, Blind-Spot Collision-Avoidance Assist, Rear Cross-Traffic Collision-Avoidance Assist, Lane Keeping Assist, Lane Following Assist, Highway Driving Assist, Smart Cruise Control with Stop & Go, Safe Exit Assist, Driver Attention Warning and Rear Occupant Alert. Nothing on the core AEB/ACC/LKA/BSM/RCTA list is paywalled to an upper trim.

Forward Collision-Avoidance Assist 2 is a capable system with pedestrian, cyclist and junction-turn coverage and rated Superior on IIHS's legacy vehicle-to-vehicle test in the prior generation. IIHS's current front crash prevention protocol adds higher closing speeds and nighttime pedestrian scenarios that few vehicles clear cleanly, and no LX3 result is confirmed — so scored for solid daytime capability with unverified night/pedestrian performance.

Blind-Spot Collision-Avoidance Assist and Rear Cross-Traffic Collision-Avoidance Assist are standard across the range and both add active braking/steering intervention rather than alert-only warning, with Safe Exit Assist also standard to hold the rear doors against passing traffic. Blind-Spot View Monitor adds a live camera feed in the cluster on upper trims. Held below the top of the band because there is no trailer-aware blind-spot coverage despite the 5,000-lb tow rating.

Lane Following Assist is among the better mainstream centering systems, consistently praised by reviewers for holding the middle of the lane smoothly rather than ping-ponging between markings, and it is standard on every trim alongside Lane Keeping Assist and lane-departure warning.

Smart Cruise Control with Stop & Go is standard and pairs with Highway Driving Assist to combine adaptive cruise and lane centering into a well-integrated highway package; navigation-based curve slowdown and machine-learning following-distance adaptation are available. Full-speed-range operation with smooth resume puts it near the top of the mainstream field.

No hands-free highway driving system is offered on the Palisade at any trim. Highway Driving Assist is a hands-on system that requires continuous steering-wheel torque and nags the driver to re-grip, so the Palisade has no answer to Ford BlueCruise, GM Super Cruise or Nissan ProPILOT Assist 2.0. Scored just above the floor because the hands-on assist itself is competent.

LED projector headlights with High Beam Assist are standard across the 2026 range, with the more elaborate quad-LED signature on upper trims. The prior generation earned Good headlight ratings only on higher trims while volume trims rated Acceptable, and no LX3-specific IIHS headlight result is confirmed — so scored in the upper half of the middle band.

The second-generation Palisade's upright, boxy body gives it a tall greenhouse, a deep windshield and large side glass — better forward and quarter sightlines than the outgoing car's more raked shape. Thick D-pillars and the third-row headrests still obstruct the over-shoulder view, but Surround View Monitor and Blind-Spot View Monitor compensate on upper trims.

Wide rear door openings, a 114.2-in wheelbase and a genuinely usable third row make the Palisade an easy place to install and live with multiple child seats, and both second-row bench (8-seat) and captain's-chair (7-seat) layouts are offered. Held to the middle band because Hyundai's lower anchors have historically sat deep in the seat bight, drawing Acceptable rather than Good IIHS ease-of-use marks.

The second-generation 2026 Palisade continues to offer an eight-passenger layout with a second-row bench on SE/SEL trims; captain's chairs on upper trims drop it to seven. Eight is the maximum of the volume configuration.

Front headroom is essentially unchanged from the first-generation Palisade's 40.7 in despite the new body, and drops roughly an inch on sunroof-equipped trims.

Front legroom is near the top of the mid-size three-row band, marginally up on the previous generation's 44.1 in with the longer 2026 body.

Second-row headroom sits near the top of the SUV band, consistent with the boxier roofline of the 2026 redesign; sunroof trims give up roughly 1.5 in.

The sliding second row gives class-leading legroom at its rearmost setting — above the top of the SUV normalization band — and the longer 2026 wheelbase lets it be used without starving the third row.

Third-row space was the headline of the 2026 redesign: the longer wheelbase and reshaped seat structure make the rearmost row genuinely usable for adults on medium trips, with one-touch sliding second-row access, dedicated vents, USB-C charging and power fold on upper trims. It sits with the Grand Highlander and Telluride at the top of the mid-size class rather than in kid-only territory.

Behind-second-row volume grew with the 2026 body, but the Palisade prioritizes third-row passenger space over a cavernous hold, so it lands mid-band for SUVs rather than near the extremes.

With both rear rows flat the Palisade offers a large, square load bay near the top of the mid-size three-row set, up modestly on the previous generation's 86.4 cu ft.

The 2026 redesign leans hard on storage: a large center console with a sliding tray and pass-through beneath, dual wireless phone chargers, a UV-C sterilization compartment, deep door bins, an underfloor cargo well behind the third row, and USB-C ports in all three rows. That is standout rather than merely competitive for the segment.

Front seats are well-padded and broadly adjustable with power lumbar on volume trims, and the second row is comfortable for adults; Calligraphy adds relaxation seats with powered leg support front and second row. Rated at the top of the mainstream band but short of the best luxury three-rows.

The Palisade is tuned for comfort over sportiness, and the stiffer 2026 structure with revised damping smooths broken pavement well while keeping body motions in check. Larger wheels on Calligraphy trade a little compliance for looks.

Acoustic-laminated front glass, added sound deadening and active noise cancellation on upper trims make the 2026 car noticeably quieter than its predecessor at highway speed, approaching entry-luxury levels for the class.

Comfort equipment is rich and available early in the lineup: tri-zone automatic climate with third-row vents, heated and ventilated front seats, heated second-row seats, heated steering wheel and remote start with climate preconditioning, all standard or available well below the top trim.

The all-new second-generation (LX3) 2026 Palisade opens with the SE FWD in the low $40Ks with destination, a modest step up from the outgoing generation's ~$39K entry point. Mid-pack for a three-row mid-size SUV and slightly above its Telluride twin.

SEL is the volume trim and most Palisades leave the lot with HTRAC AWD, landing around $46K delivered. The new 2.5T hybrid carries roughly a $2K premium on the trims that offer it, pushing loaded Calligraphy examples toward $57K.

Hyundai's 3-year/36,000-mile complimentary maintenance absorbs the early service intervals, and the naturally aspirated 3.5L V6 is a low-drama, inexpensive powertrain to keep. Costs land below the three-row mid-size average, though the new-for-2026 platform carries some unknown-repair risk.

Palisade residuals are solid for a Hyundai and buoyed by the fresh redesign and strong three-row demand, but the brand still trails Toyota and its own Kia Telluride twin on retention, and heavier incentive use on the V6 trims drags street values.

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 tops the band outright, and the 2.5T hybrid's battery carries matching 10-year/100,000-mile protection.

Hyundai Complimentary Maintenance covers factory-scheduled service for 3 years/36,000 miles — genuinely multi-year included maintenance, unlike Kia, which offers none on the Telluride — paired with 5 years of unlimited-mileage roadside assistance and complimentary Bluelink+ connected services. Perks stop short of the charging credits or longer plans that would push this into the 90s.

$46,000 volume-trim price minus its estimated resale value after 5 years (52% retained, or about $23,920) leaves about $22,080 in depreciation. Add the projected $5,100 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $27,180 in total.

The 2026 Palisade is an all-new second generation (LX3) rather than a carryover, and first-year redesigns typically draw an average rather than above-average predicted-reliability call — especially with an all-new turbo-hybrid option and a fully redesigned dual-screen electrical architecture alongside the carryover V6. The outgoing LX2's average-to-better track record and the proven 3.5L V6 in the volume trim keep the prediction from sliding below mid-pack.

Hyundai has moved from laggard to a solidly mid-to-upper brand in dependability, generally landing near or a little above industry average in J.D. Power's Vehicle Dependability Study and in the upper half of Consumer Reports brand rankings — but not in the consistent top-five tier occupied by Toyota, Lexus and Honda.

As a first-year vehicle the LX3 Palisade has only a short recall record, which cuts both ways: nothing systemic has emerged, but there is also not enough field time to be confident, and launch-year campaigns on new platforms are common. The prior generation's tow-hitch wiring fire recall is the one genuinely serious precedent on the nameplate.

The volume trim's 3.5L Smartstream GDI V6 and 8-speed torque-converter automatic are a proven, widely deployed Hyundai/Kia combination with six model years of Palisade and Telluride service and no widespread high-mileage failure mode — a naturally aspirated V6 with a conventional automatic is about as low-risk as this segment gets. The optional 2.5T hybrid, with a drive motor in place of the torque converter on a 6-speed automatic, is unproven and would score materially lower on its own.

The redesigned cabin is the Palisade's standout: dual 12.3-inch curved displays, genuine soft-touch coverage well down the doors and dash even on mid trims, and a Calligraphy interior with quilted leather and suede trim that reads closer to Genesis than to its mainstream price class.

Ulsan-built assembly is consistent and Hyundai scores well in initial-quality studies, but a first-year body with a new dual-screen infotainment stack carries the usual launch-year exposure to software glitches and scattered trim or rattle complaints before running changes settle it down.

Hyundai runs a dense nationwide network of roughly 800-plus US dealers, so coverage is a non-issue almost anywhere in the country, and complimentary maintenance plus the 10-year/100,000-mile powertrain warranty lower the cost of using it. Service satisfaction is competent but mid-pack rather than a brand strength.

Mechanical parts are normal-cost and well stocked because the V6 and 8-speed are shared across high-volume Hyundai and Kia models, and routine maintenance runs near the mid-size SUV average. The offsets are a first-year body whose sheet metal, lighting and trim pieces can be slow to reach the aftermarket, and a thinner enthusiast aftermarket than domestic or Toyota rivals.

The all-new second-generation (LX3) 2026 Palisade fits Hyundai's panoramic curved display: a 12.3-in center touchscreen paired with a 12.3-in cluster, standard from the base SE upward. The prior placeholder value of 14.4 in was invented; 12.3 in is the real ccNC head-unit size.

Newest-generation ccNC on a wide three-row dash: fast rendering, logical tile/home-screen layout, and Hyundai's continued retention of a physical volume knob and a dedicated climate panel below the screen rather than burying HVAC in menus.

Wireless Apple CarPlay and wireless Android Auto are standard on every 2026 Palisade trim on the 12.3-in ccNC head unit — the gen-1-era limitation where a navigation head unit forced a wired connection is gone.

Connected-routing native navigation is standard on the ccNC display with over-the-air map updates, and the natural-language voice assistant handles climate, navigation and media commands without rigid phrasing — good, though most owners still default to phone projection.

Base audio is an ordinary 6-speaker setup, but the available Bose premium system on upper trims is a large multi-speaker array with subwoofer and external amplifier — a genuine step up and one of the stronger premium options among mainstream three-row SUVs.

A 12.3-in full-digital, configurable instrument cluster is standard on every trim as the left half of the panoramic curved display — crisp, with drive-mode-linked themes and Blind-Spot View Monitor camera feeds rendered in the dials.

Hyundai's ccOS platform on the new Palisade delivers OTA infotainment and map updates plus updates to selected vehicle control modules — broader than maps-only, but not the routine whole-vehicle feature-adding cadence of a Tesla or Rivian.

Bluelink+ is provided complimentary on equipped Hyundais with no recurring subscription, covering remote start with climate, lock/unlock, vehicle locate, diagnostics and safety services — a real cost advantage over GM's Remote Access Plan and Toyota's tiered app gating.

A clear strength: high-wattage USB-C fast-charge ports up front, USB-C in both the second and third rows, and wireless phone charging on most trims. The hybrid additionally offers Vehicle-to-Load 110V household power, which the gas volume trim scored here does not get.

Proximity key with push-button start and fob remote start are standard, a hands-free power liftgate is fitted on most trims, and Digital Key 2 lets a phone or smartwatch act as the key with UWB passive entry and shareable digital keys — the phone-as-key capability that puts this in the top band.

Rear camera and front/rear parking sensors are standard, with Surround View Monitor and Blind-Spot View Monitor on upper trims, plus Remote Smart Parking Assist — which moves the vehicle into or out of a tight space from the key fob — on the top trim. Broad and useful, though 360-degree view is not standard fleet-wide.

A large windshield-projected head-up display — reported at 12 in, among the biggest in the class — is offered, but only on the upper Limited and Calligraphy trims, so it lands at the top of the trim-restricted band rather than the standard-availability band.

Family logistics are the whole point of the second-generation Palisade: wide-opening rear doors, a one-touch sliding/tilting second row that clears a path to the third row, a bench-or-captain's-chairs choice, and a low unibody load floor that swallows a stroller behind the third row. It sits at the segment benchmark among non-minivan three-rows, held just short of the top by the usual hinged-door reach-in versus a Sienna or Carnival.

Hyundai loads the ADAS suite onto the SE and SEL trims families actually buy — forward collision avoidance with junction turning, lane following, blind-spot and rear cross-traffic avoidance, rear occupant alert and safe exit assist are standard rather than packaged. It falls short of the top band only because the LX3 is a first-year body whose IIHS crashworthiness and headlight results are not yet established.

Among the best in the class for a loaded-up multi-hour drive: a genuinely adult-usable third row with its own vents, tri-zone automatic climate, heated second-row seats, USB-C power at every row, an unusually quiet cabin, and roughly 21 cu ft still left behind the third row for luggage with all eight aboard. The only real gap versus a minivan is the absence of factory rear-seat entertainment screens.

The volume 3.5L V6 and 8-speed torque-converter automatic are smooth and unfussy in stop-and-go traffic, the seats and light steering keep fatigue low, and Highway Driving Assist does much of the work in a commute jam. It is a relaxing daily driver rather than an effortless one purely because of its footprint — a 200-plus-inch three-row always asks for a little more attention than a compact crossover.

This is the Palisade's weakest mission. The volume V6 AWD returns roughly 21 MPG combined for about $2,350 a year in fuel at 15,000 miles — mediocre per-mile cost even for a large three-row, and well behind hybrid rivals. It is pulled back up to the class-average line by regular-grade fuel, cheap shared consumables, complimentary scheduled maintenance and the availability of a ~34 MPG hybrid elsewhere in the lineup.

A three-row of this length and width is never easy in a city garage, and the 2026 redesign grew rather than shrank. Good sightlines, standard parking sensors and a strong camera suite — surround view with a blind-spot view monitor on mid trims and up — make it entirely manageable with care, which is squarely the middle band rather than the top.

A properly equipped Palisade tows 5,000 lbs — the ceiling for the unibody three-row set, enough for a small utility or landscaping trailer — and folds flat into a large square load bay for a materials run. But there is no bed, no frame, and no meaningful payload headroom once a family-weight cabin is accounted for, so this is light-to-moderate work duty and nothing beyond it.

The mechanical hardware is the reassuring part: the Smartstream V6 and 8-speed automatic have six model years of Palisade and Telluride service behind them with no widespread high-mileage failure mode, and a 10-year/100,000-mile powertrain warranty backs hard use. Against that sits an all-new first-year body, a carpeted family-oriented interior with no wear-friendly work spec, and no fleet or trade reputation at all — it should hold up with care but is unproven under abuse.

Provisions are the family-SUV basics: cargo tie-down hooks, roof rails for a rack, an available hitch, 12V and household-style outlets, and an underfloor well for dirty gear. There is no bed access, no washable work interior and effectively no commercial upfit ecosystem, which keeps it in the low band despite genuinely good onboard power for the class.

An excellent mile-eater. Roughly 395–430 miles of V6 range between fills, well-padded and broadly adjustable front seats, a notably quiet cabin for a mainstream three-row, and Highway Driving Assist to cut fatigue on long interstate stretches. It misses the very top of the band only on efficiency — the V6 asks for more stops than a hybrid rival on the same route.

HTRAC all-wheel drive with a center-diff lock and terrain modes, roof rails, a 5,000 lb tow rating for a small boat or camper, flat-folding rear rows and onboard power make it a comfortable gravel-road and trailhead vehicle, and the XRT-style rugged trim adds all-terrain rubber and tow hooks. Ground clearance and the unibody structure still cap it well short of a genuine off-road enabler.

Very flexible for bulky loads: a sliding and folding second row, a power-folding third row that drops into a near-flat 88.6 cu ft square bay, an underfloor well for wet or dirty items, standard roof rails and an available hitch. It stops short of the top band because behind-the-third-row volume is merely adequate rather than cavernous — the 2026 redesign spent that space on third-row passengers.

The all-new second-generation (LX3) 2026 Palisade rides on a longer 115.4-in wheelbase with a stiffer body structure, strut front and multi-link rear suspension, and comfort-first damping. Body control is a genuine step up from the outgoing LX2, but the vehicle is longer, wider and heavier than before, understeers early on all-season tires and never feels agile — secure rather than engaging, in line with sibling Telluride (64) and ahead of the floatier Pilot (60).

The electric rack is accurate, light and consistently weighted, which makes a 203-inch three-row easy to place in parking structures and stable on the highway, but it transmits essentially no road texture; the added heft in Sport mode is artificial rather than informative. Typical Hyundai family-SUV tuning, level with Telluride (58) and Pilot (58).

Four-wheel discs give a firm, linear pedal and fade-free stopping for a heavy three-row, with class-average 70-0 mph distances rather than short ones. The hybrid adds regenerative blending that is well-calibrated in normal driving but can feel slightly grabby in the last few mph, where the class leaders' brake-by-wire systems are cleaner.

The volume SEL's naturally aspirated 3.5L V6 and 8-speed torque-converter automatic remain one of the smoothest, most predictable combinations in the class — lag-free tip-in, unobtrusive shifts, no CVT elasticity — but the engine must be revved to reach its 260 lb-ft peak at 5,000 rpm and the transmission is a beat lazy to kick down for a pass. The optional 2.5T hybrid, which uses a 6-speed automatic with the drive motor in place of the torque converter, adds welcome low-end torque but introduces occasional low-speed engine-restart and clutch-engagement roughness the V6 does not have.

Cabin quietness is one of the LX3 redesign's headline improvements: added sound insulation, acoustic laminated glass for the front and second-row windows and active noise cancellation make the V6 near-silent at a steady highway cruise, with no vibration through the wheel or pedals. It falls short of the top band only because the naturally aspirated V6 still turns audibly strained near redline when a loaded three-row is worked hard.

On its stretched 115.4-inch wheelbase the redesigned Palisade needs roughly 39.4 ft curb-to-curb on the volume SEL's 20-inch wheels — toward the wide end of the 34-42 ft mid-size SUV band, a touch worse than Telluride (38.9 ft) and about level with Pilot (39.4 ft), so tight garages and U-turns take deliberate effort.

A standout: a tall, commanding hip point behind an upright windshield, a large squared-off greenhouse with good over-the-shoulder sightlines, wide-opening doors and a low step-in for a vehicle this size. The redesigned cabin pairs its curved twin 12.3-in displays with a retained row of physical climate controls and a real volume knob, and power tilt/telescoping steering plus multi-way power seats on upper trims suit a wide range of body sizes. The relocated column shifter frees console space but takes familiarization.

The Palisade is satisfying the way a very well-built appliance is satisfying — quiet, solid, unflappable and more expensive-feeling than its price — but numb steering, comfort-first damping, roughly 4,700 lb of curb weight and a V6 that has to be revved mean nobody takes the long way home in one. The XRT Pro's all-terrain tires and raised ride height add trail character, not on-road entertainment.

The base SE already carries the dual 12.3-in curved display pair, wireless CarPlay/Android Auto, the full SmartSense driver-assist suite, tri-zone climate with third-row vents and USB-C in all three rows, plus complimentary Bluelink+ — content rivals still gate behind mid or upper trims. It lands high in the top band rather than at its ceiling because the entry price rose with the redesign.

Roughly $40.4K buys a genuinely equipped eight-seat three-row, and the ownership package — 5 yr/60,000 mi bumper-to-bumper, 10 yr/100,000 mi powertrain, 3 yr/36,000 mi complimentary maintenance, no-fee connected services — is worth real money against Honda and Toyota. It stops short of the top of the band because 2026 prices climbed with the redesign and a loaded Calligraphy Hybrid AWD approaches $57K, where the value case narrows sharply.

Six well-spaced trims run from the value SE through SEL, SEL Premium and the new off-road-flavored XRT Pro to Limited and Calligraphy, crossed with FWD or HTRAC AWD, two powertrains (3.5L V6 or the new 2.5T hybrid) and seven- or eight-seat layouts. That is one of the broadest configuration ladders in the mid-size three-row class.

The Palisade has been a consistent six-figure-volume seller and a reliable top-five finisher among mid-size three-row SUVs, and a fully redesigned generation arriving with an added hybrid should sustain or lift that trajectory. Held below the very top of the band because it has not displaced the Explorer or the combined Highlander/Grand Highlander volume at the head of the class.

Hyundai's image has climbed a long way on design, warranty and a credible EV lineup, and the Palisade is the brand's aspirational mainstream family flagship. It sits at the upper end of neutral rather than in the aspirational band because Hyundai still lacks the reflexive Toyota/Honda default-choice standing and the resale halo that comes with it.

As a first-year redesign in its launch cycle the 2026 Palisade transacts at or very near MSRP with thin cash incentives, so buyers get little negotiating room. It clears the bottom band only because Hyundai reliably runs competitive subvented lease and finance programs even on fresh product, and the free 3 yr/36,000 mi maintenance is effectively money off the ownership bill.

This is year one of the all-new second-generation (LX3) Palisade — new body on a longer wheelbase, new ccNC dual-screen electrical architecture, a new XRT Pro trim and the nameplate's first-ever hybrid powertrain. There is no redesign risk hanging over a 2026 buyer; the redesign is the car.

The redesigned Palisade has been received strongly — reviewers single out the interior quality, the genuinely adult-usable third row, the cabin quietness and the standard-equipment breadth, and it is a routine top-three pick in three-row comparisons. It falls short of the top band because the modest 287-hp V6, the numb steering and comfort-first dynamics keep it from being the outright comparison-test winner as often as the Grand Highlander.