2024 Hyundai Palisade SEL HTRAC AWD: Making 1,700 Miles Across the Midwest Feel Like 170

Normally, when us auto journalist folk receive a press car to evaluate, they’re often of mid-upper or top-specification form, all to show off the latest and greatest that a manufacturer’s model has to offer in its most idyllic form. Had this been any other day of requesting a 2024 Hyundai Palisade from Hyundai Motor America, I likely would’ve received the near-fully loaded $54,000 Caligraphy Night edition, much like my colleague did last year for his Palisade review. So, when I unexpectedly ended up receiving a brand-spankin’ new near-poverty-spec ’24 Palisade SEL HTRAC with just 17 miles on it as a rental to get my butt across the Midwest’s “Four Corners” and beyond, I was ecstatic to see how the more basic variant of Hyundai’s award-winning large midsize CUV fares.

Following my attendance of eBay Motors’ winter tire testing convention in Yellowstone, Montana, I had to trek over 1,500 miles to Fairplay, Colorado, with some detours through Utah and then some. After getting on the horn with Avis and with the help of the same PR chaps that also manage eBay Motors, I was able to land a set of wheels at the very last minute. What transpired afterward was a nearly 400-mile sprint to Salt Lake City, then another 300 to Zion National Park, followed by a 700-plus mile scenic detour across the Midwest’s desert-spanning “Four Corners,” through the world-famous and historic Navajo Nation Preservation, all to finally end up to hang with an old high school friend and test the 2024 Mazda CX-50 for a week in Fairplay.

That said, I can say with certainty that I gave this new, rental-spec Palisade a proper break-in with the odometer reading 1,694 miles upon its return at Denver International. And yes, I’m still alive, in one piece, void of any self-inflicted wounds out of potential despair, all because the Palisade still continues to prove how it’s one heckuva crossover SUV and an absolute road trip warrior.

While Avis’ and eBay Motors’ public relations firm assisted with finding me a very last-minute booking, I personally paid for this rental out of my own pocket, including gas, meals, an interim hotel stop, all as a business trip expense, and used it as my mobile office and my own vehicle for three days, mixed with our testing procedures and data collection, to provide you with an honest, and unbiased review. For detailed insight into testing procedures and data collection, please review our
methodology policy
.

2024 Hyundai Palisade SE HTRAC AWD First Impressions

If this was 20 years ago and I realized that I’d be stuck in a Hyundai for three days straight over the next 1,700 miles or so, I probably would’ve bought a pogo stick, and bounced my way to my destinations as that likely would’ve been far more tolerable and interesting. But given that Hyundai and sister company Kia both flipped their portfolios around for the better, in what I personally consider one of the greatest automotive turnarounds of the new millennium, I was absolutely relieved to know that I’d be making a mobile office out of one. It’s a real shame that droves of people still doubt Hyundai as a car company and its ability to produce excellent automobiles, both overall and even from behind the wheel, because quite simply, there’s nothing doubtful about the Palisade as a genuinely good vehicle.

The Palisade serves as a perfect summation of Hyundai’s generational improvement

Since the early 2010s, each of Hyundai’s models’ succeeding generations has clearly proved eons better than the last. And in my humble opinion, the Palisade serves as a perfect summation of Hyundai’s generational improvement. Since taking the crossover SUV world by storm in 2020—alongside its platform cousin, the Kia Telluride—it’s raised the bar on maximizing value and how much car you can get for your money. From winning not just our “Best SUV of the Year” 2022, but other countless other recommendations by other critics, as well as the Palisade’s and Telluride’s ability to quickly land spots in thousands of driveways across the world, both these Korean midsize crossover SUVs are an absolute tour de force in the mainstream market.

The only thing questionable to some may be the Palisade’s aesthetic appeal. But otherwise, it continues to keep all of its competition, both in the near-luxury and mainstream sides of the segment, in check and on their toes. For 2024, the Palisade benefits from a midcycle refresh, consisting of a range of subtle exterior and interior aesthetic tweaks, updates to its extensive list of standard and optional equipment, improved technology, and some additional trim options.

Exterior Dimensions

Driving Impressions And Performance

If I could put a finger on my biggest takeaway from spending so much time behind the wheel of a Palisade in such a short time, it is one heckuva total long-distance warrior. In some ways, the Palisade’s ability to effortlessly gobble up miles and miles of asphalt reminds me of my love for German cars. An unsurprising sensation however, given the fact that the same brilliant man who led BMW M Performance Division’s success since the 1970s,Albert Biermann, took the reins for Hyundai’s powertrain, performance, and chassis development between 2015 and 2021.

The Palisade ain’t no tire-scorching barrel of fun like the Sonata N or Elantra N—though in all honesty, if the SRT variants of the Dodge Durango and Jeep Grand Cherokee are any indication, fast SUVs are a popular thing. But when you hire one of history’s most renowned automotive engineers, who also happens to hail from the same country that gave humankind the Autobahn and the epic machines engineered for it, that influence and expertise is going to be very apparent. Such is the case with the Palisade. Whether the roads were straight or curvy, bumpy or smooth, its effortlessness over pavement made 1,700 miles feel more like 170 miles.

The ride is luxury car smooth, especially with the SEL’s smaller 18-inch wheels, while body motions on all axes exhibit the sort of balance and control typically found on far more expensive vehicles with more pedigree. The steering is accurate and decently weighted, though with the less aggressive wheel and tire combination, hard cornering does take a bit of a step with slightly more pronounced understeer and less road feel.

But it’s hardly a compromise, as the fluidity and ease of maneuverability make for a very pleasant driving experience. The Palisade’s happy place, however, is on the interstates. When creeping near a buck became reasonably within reach on desolate stretches of 80-MPH interstate, the Palisade tracked straight and true with the same amount of drama-free composure you’d expect from a Deutsche thoroughbred–especially with Palisade’s standard Highway Drive Assist tech.

Braking And Acceleration

All Palisades for the North American market utilize Hyundai’s silky smooth and ubiquitous “Lambda II” naturally-aspirated, Atkinson-cycle, gasoline direct-injected 3.8-liter V-6. As rated from the factory, 291 horsepower and 262 pound-feet are on tap and channeled through an equally smooth-shifting in-house Hyundai TranSys eight-speed automatic. Front-wheel drive is standard with all-paw traction on all but the top-spec Calligraphy Night Edition, which gets HTRAC as standard. It’s not the most powerful V-6 in its class, but it’s plenty adequate, shuffling the Palisade from a standstill to 60 in around seven seconds.

It was only during overtaking maneuvers on single-lane bidirectional state highways that the Palisade could a little more extra oomph and as expected, the V-6’s natural aspiration didn’t do it any favors in higher elevations. But with some preemptive planning and summoning a few downshifts to get the V-6 in the heart of its powerband, it became a dismissive non-issue. Additionally, the Palisade’s “Smart” driving mode seemed to want to upshift too early for fuel economy and when trying to accelerate at a faster pace without going wide-open throttle, the transmission seemed to downshift one too many gears. The Palisade’s clamps proved more than up to the task when it came to shaving off speed while traveling between small towns on state highways and after steep declines through the Rockies.

• Acceleration 0-60 MPH: 7.0 seconds (estimated)
• Braking: 60-0 MPH: 160 feet (estimated)

Performance Specifications

2024 Hyundai Palisade SEL HTRAC AWD Fuel Economy

The Hyundai Palisade retains its original Environmental Protection Agency fuel economy ratings of 19 miles per gallon around town, 24 MPG on the highway, and around 23 MPG on average, above-average figures in this segment. My rental’s on-board computer accurately reflected these numbers overall throughout most of my trip. Surprisingly, even with a heavy foot for those desolate, straight desert sprints in attempts to make good time towards my destinations, the trip computer displayed an average between 19 and 22 MPG. Fuel consumption also expectedly increased, with the display dropping as low as 17 MPG average when traversing the higher elevations of the Colorado Rockies.

Interior Design And Comfort

Expecting a scathing review highlighting how cheap and rickety the Palisade’s interior is, particularly since this rental-spec SEL is only one step up above the base SE? You’d be sorely disappointed. It’s not 1989 anymore and Hyundai is no longer selling the Excel, a car that, at the time, everyone hoped you understood nothing was drivable and inexpensive about it. Since its launch, however, the Palisades proved that you don’t have to spend big bucks to get a nicely appointed interior, further bolstering how value-packed it truly is. The choice materials and overall build quality exude the sort of ambiance and feel that you’d expect in a car that costs another ten grand more. Even then, some more expensive cars still find ways to feel flimsier and less solid.

For instance, all the doors open and close with heft and a resounding thunk, the dashboard and door panels feature soft-touch and pliable surfaces. The buttons and switchgear have a substantial and sturdy feeling of longevity and the H-Tex “leatherette” feels like the real thing, but sturdier. The cheaper, more cost-conscious materials are kept well out of reach and sight. Noise, vibration, harshness, overall refinement, attention to detail, and comfort are very close to luxury car levels while the seats, front heaters are standard, strike a great balance of comfort and support.

All in all, for the nearly 1,700 miles I spent inside a rental, I didn’t have any desire to be in any other vehicle. If there were any notable criticisms, wind noise is noticeable at high speeds, particularly around the large side-view mirrors. Oh, did I mention that captain’s chair second-row seating is standard on all but the base SE (a bench is optional for the SEL)?

Interior Dimensions

Technology And Ease Of Use

In-car technology has increasingly become a highlight throughout Hyundai’s vehicle portfolio, once again raising the bar in terms of how much standard equipment one can get inside a mainstream automobile. If you haven’t been inside a newer Hyundai within the last decade or so, you wouldn’t know it, but the Palisade exemplifies this highlight in spades. All Palisades come standard with a high-definition LCD for the gauge cluster, a 12.3-inch color touchscreen with sat-nav, HD Radio, Android Auto and Apple CarPlay, SirusXM, voice control, a “rear-seat quiet mode,” a standard reverse camera, and the ability to connect up to two smartphones simultaneously. All Palisades, except for the ultra-basic SE, also come with wireless smartphone charging.

Despite the massive screen, all the most crucial controls for the infotainment system and HVAC, such as volume and temperature control, remain physical and legible, easy to reach and use. The touchscreen is today fast and easy to navigate, with logical menu hierarchies and organization. Button count is minimal but placement is smart and intuitive. While a very minor criticism, it’s unfortunate that wireless Apple CarPlay and Android Auto haven’t been introduced into the mix just yet.

What’s still most impressive is Hyundai’s Highway Drive Assist, which allows for very short periods of hands-free driving and provides light steering assist and lane-keeping abilities as long as the grade of curve isn’t too sharp. Not only is it still one of the best-performing systems on the market, it also utilizes navigation data for automatic speed correction when approaching curves. This is top-spec luxury car technology in a sub-$40,000 crossover SUV.

Cargo And Storage Space

Being a large “midsize” crossover, cargo and storage space are both aplenty, with some dimensional numeral figures being best-in-class–only its platform-mate, the Kia Telluride, shares similar if not the same numbers in a lot of aspects. Some of its best-in-class numbers include up to 45.8 cubic feet of cargo capacity behind the second row with the third row folded flat, which reduces to a second-to-best-in-class 18 cubes with the third row up, behind the Telluride’s 21 cubes. The only area where the Palisade loses out is its total maximum cargo capacity of 86.4 cubic feet with both the second and third rows folded flat, a figure that trails behind the class-leading Volkswagen Atlas and its 96.8 cubic feet.

Despite comparing the numbers, there’s no shortage of cargo and hauling space inside the Palisade and the differences between the competition are almost negligible. That meant for my lonesome self, plus all my camera gear, skiing equipment, and large duffle bag stuffed with enough clean clothes to last me two weeks, the Palisade gobbled it all, making for one excellent mobile office.

2024 Hyundai Palisade Vs. Its Competitors

As a large midsize crossover SUV aimed at being the best family hauler for the money and its price range of $36,650 to $53,850, the Hyundai Palisade somehow finds a way to push all of its stiff competition aside to be one of the best of its kind, if not the best. Such competition includes the Toyota Highlander, Honda Pilot, Volkswagen Atlas, Chevrolet Traverse, Ford Explorer, Subaru Ascent, Jeep Grand Cherokee, Mazda CX-9 and its equally compelling cousin, the Kia Telluride. Opt for the more expensive and fancier trims and the Palisade starts to pick fights with the Acura MDX, Infiniti QX60, Dodge Durango, Buick Enclave, GMC Acadia, Cadillac XT6.

Needless to say, if you’re in the market for a three-row crossover SUV within that price range, there’s no shortage of options. Yet somehow, the Palisade just seems to tick all the boxes to be the best all-rounder and one of the absolute no-brainer options. If there was one or two competitors that best act as the Palisade’s direct rival—Telluride aside—it would be the Volkswagen Atlas or the Mazda CX-9. The Telluride is equally just as value-packed, though its even slightly more upscale and even more spacious, while the CX-9 is also climbing higher up market and offers a sharper and more focused driving experience.

How The Make Model Compares To The 2024 Mazda CX-90

• 	2024 Hyundai Palisade	2024 Mazda CX-90
  Model	2024 Hyundai Palisade	CX-90
  Engine	3.8-Liter V-6	3.3-Liter Turbo Inline-Six/2.5-Liter Four-Cylinder Hybrid
  Transmission	8-Speed Automatic	Eight-Speed Automatic
  Torque	262 HP @ 5,200 RPM	332-369 LB-FT
  Driveline	2WD | AWD	AWD
  MSRP	$36,400 – $53,600	$39,595 – $59,950
  Fuel Economy	Up To 26 MPG	24 City | 28 Highway
  Towing Capacity	Uo To 5,000 Pounds	3,500 LBS – 5,000 LBS

Since the Palisade and Telluride entered the picture, the duo crashed the winning party normally being battled out by the Toyota Highlander, Honda Pilot, and Mazda CX-9 (the CX-90’s predecessor). The latter Japanese three often battled out the segment for supremacy, all of whom had their fair share of being the best-in-segment. But the one that seemed to carry the torch the most often was the CX-9 and with its successor, the CX-90, just coming to market following a complete overhaul, the stakes got even higher.

Both the Palisade and the Telluride are tied fighting for first place in this class and because they’re so compelling, they still give the CX-90, the newest kid on the block, a solid run for its money. All three share similar starting prices—though the Mazda CX-90 is considerably costlier with its $39,595 starting price—offer three rows, lots of space and comfort, excellent road-going mannerisms, today’s infotainment and safety technology, and capability. The Palisade and Telluride both seem to offer slightly better fit and finish. For instance, closing the CX-90’s doors feels more hollow. Though what the CX-90 offers that neither the Hyundai or Kia do is the option for a plug-in hybrid powertrain.

Performance

The Palisade and CX-90 both have six-cylinder powerplants, though the Hyundai features a naturally-aspirated V-6 while the Mazda gets a more powerful and all-new turbocharged inline-six, and an optional turbocharged four-cylinder-based plug-in hybrid powertrain. The Mazda is a bit quicker in a straight line and sprightlier in the curves with higher handling tolerances more car-like reflexes and better steering. So if you’re looking more for the driving enthusiasts’ choice, the CX-90 is likely to be more appealing. But that isn’t to disparage the Palisade’s on-road mannerisms. It still handles excellently for a larger and ponderous vehicle.

Comfort

Comfort is a highlight for any competitor in this segment, though the Palisade seems to offer a quieter cabin and less overall noise, vibration, and harshness levels. While neither the CX-90 nor the Palisade really suffer or have any real advantage or disadvantage over the other, the seats in the Palisade seem to be more supple and more spacious, which is likely attributed to its boxier shape over the CX-90’s more curvaceous profile. If one thing’s for certain, the Palisade is undoubtedly one comfortable crossover.

Technology

Both the Palisade and CX-90 feature similar levels of standard equipment, infotainment systems with identical features, and equivalent varieties of passive and active safety gear. The Palisade’s overall execution and functionality of its tech is very easy to use and up to date, while the CX-90’s systems share similarities. The most notable differences is in menu design and hierarchy and control interfaces. For instance, the CX-90 features a BMW iDrive-like center-console rotary dial controller with easy-access buttons while the Palisade depends mostly on its touchscreen for managing the infotainment screen. In terms of the driver aids, we think the Palisade’s systems seem slightly more refined.

How The Make Model Compares To The 2024 Kia Telluride

• 	2024 Hyundai Palisade	2024 Kia Telluride
  Model	2024 Hyundai Palisade	Kia Telluride
  Engine	3.8-Liter V-6	3.6L V-6
  Transmission	8-Speed Automatic	8-Speed Automatic
  Torque	262 HP @ 5,200 RPM	262 LB-FT @ 5,200 RPM
  Driveline	2WD | AWD	Front Engine, AWD
  MSRP	$36,400 – $53,600	$36,190
  Towing Capacity	Uo To 5,000 Pounds	5,500 Pounds
  Horsepower	291 HP @ 6,000 RPM	291@ 6,000 RPM

Performance

Both the Palisade and Telluride share the same bones and powertrains, including the same Hyundai-sourced 3.8-liter V-6 and eight-speed automatic transmission combinations. As a result performance between these two is basically identical in a straight line. The Telluride seems to be just a tad bit more willing to handle the curvier bits. But this is only apparently if you drive either of these crossover SUVs back to back, and truly pay attention to the subtle details of the way they drive.

Comfort

Neither the Palisade nor Telluride have any real glaring drawbacks in terms of comfort and cargo space. The Telluride is slightly more spacious on the inside with regard to its overall cargo capacity, though the differences are likely negligible. Both of these crossover SUVs arguably have comfort and cargo locked down as best-in-class.

Technology

The Palisade and Telluride share similar technologies, features, and equipment as both come from the same parent company and share components. Both the infotainment and passive and active safety tech are all shared and thus, operate very similarly to each other. They’re just styled differently with different buttons, fonts, and placement.

Our Recommendation For Which Model You Should Buy

Three days, six states, and nearly 1,700 miles, and at no time did I wish I was in any other rental. If that’s not a statement as to how exceptional the Hyundai Palisade is—even in its near-poverty-spec SEL trim—then I’m not sure what else counts as a truly comprehensive road test that puts a car practically through its paces. From its outstanding levels of comfort, seamless driving experience, gobs of space, and an excellent suite of standard equipment and tech, the Palisade in second-above-base SEL trim proves that you don’t even need to ball out on the fully-loaded versions to get one heckuva midsize crossover SUV.

It’s so well-equipped, smartly engineered, and executed that it doesn’t even give you the sensation of settling and for that reason, it gets our recommendation as the best variant to buy in terms of maximizing value. It ticks all the boxes in terms of bare minimums, though if you want to up the ante on the experience, you can always opt for the $4,950 Premium Package, which adds the extra niceties that matter most such as 20-inch wheels, parking sensors, blind spot monitoring, more comprehensive driver assists, a Harman Kardon premium sound system, a moon roof, quieter auto glass, heated and cooled front and rear seats, a heated steering wheel and more. Though when adding that package plus HTRAC all-wheel drive for another $2,000, keep in mind that you begin to encroach the luxury space as the final invoices creeps up to $47,745. But if you do, the Palisade you’re getting is compelling enough to compete.