2024 Hyundai Palisade XRT Review: Value-Packed Family Hauler

It’s easy to be lured into the top trim of any model—and the Hyundai Palisade is no different.

We’ve enjoyed the range-topper on numerous occasions; it even won our big three-row mega comparison last year. Yet further down the lineup, the XRT (Urban in Canada) strikes a balance between value and features that should prove just as appealing for price-conscious shoppers.

After a facelift for ’23, the Palisade lineup is largely unchanged for 2024. The XRT is still the mid-level option in America; in Canada, it now represents the base trim, as only the Ultimate Calligraphy sits above it. No doubt Hyundai expects a lot of folks to seriously consider the Santa Fe, now that it’s grown and regained a third row.

The ‘Fe doesn’t have a big V6 engine, however. The Palisade continues to offer just one powertrain, the tried-and-true 3.8-liter V6. American buyers have a choice of funnelling the 291 horsepower and 262 pound-feet of torque through the front wheels or all-wheel drive ($2,000); in Canada, it’s the latter only. An eight-speed automatic continues to ably handle shifting duties.

Last year’s facelift tweaked the styling for a more Santa Cruz-like feel, while taking the standard interior improvement approach of more tech and bigger screens.

An important market note: while the XRT and Urban are largely similar visually, the latter ditches the roof rack cross bars. The Urban also bulks up its features list, which we’ll cover later.

Let’s get the Palisade’s most obvious weakness out of the way first: the powertrain. It’s not that the big V6 is bad—it isn’t—but it fails to stand out in the segment. The Palisade has ample power to get up to highway speed and maintain a smooth cruising speed, though it does need to be revved to access its torque peak. Competitors’ smaller, turbocharged four-pots offer up torque barely over idle. The eight-speed automatic earns no criticisms, ably selecting the right ratio for the task with reasonable speed. I’m still not sold on the push-button gear selector, which offers little feedback to confirm the Palisade is in, say, park instead of reverse.

The only area the Lambda II V6 stands out in is fuel efficiency. Not in a good way either: the Palisade is the thirstiest three-row in the segment, save for the related Kia Telluride. With AWD the Palisade scores just 19 mpg city and 24 mpg highway, for a 21 mpg combined figure. Canadian figures are 12.2, 9.7, and 11.1 L/100 km, respectively. More than that, we’ve had a hard time matching the official figures in every Palisade we’ve had.

The Palisade is the largest vehicle Hyundai sells, and the heaviest ICE model. It drives as such: not lumbering, but never hiding its dimensions or weight. It’s a friendly beast to wind through urban cores or country roads thanks to light steering, and the boxy shape affords drivers excellent visibility. The brake pedal has a tiny bit of initial squish, but quickly levels out into consistent and progressive stopping power.

There are numerous drive modes to tailor the powertrain to the driver’s tastes. The Sport mode perks up throttle response, but the Palisade feels happiest left in Comfort. If you’re aching for a more engaging three-row experience, Mazda offers the CX-90.

The Mazda can’t match the Palisade’s supple ride quality, mind you. The XRT/Urban sails unperturbed over all but the largest potholes. This model may not be quite as hush-hush inside as the swanky Calligraphy, but it’s not far off, giving a near-premium feel on long highway stints.

Comfort is another Palisade strength, with cushy front seats that offer ample levels of support and power adjustability. These thrones aren’t quite as comfy as say, the Nissan Pathfinder’s zero-gravity items, but they’re not far off either. Heated front seats are standard in both markets; Canada adds ventilation, too. This tester features second-row captain’s chairs (a $500 CAD option), providing middle-row occupants with excellent leg- and headroom as well.

When it launched, the Palisade was Hyundai’s most serious flirtation with luxury since Genesis became its own brand. Five years later, it still feels comfortably nicer than most of the segment—and this isn’t even the top trim. The soft leatherette seats, textured metallic trim, and light-colored headliner all combine for a satisfying environment. The black plastic for the center console controls isn’t the prettiest, but a) it sure beats piano black, and b) I’d rather these physical controls than an over-reliance on the touchscreen. All of the various buttons mean you'll rarely have to spend extended time menu-diving.

Hyundai’s steady progress in style and tech is a double-edged blade: it’s great for the latest products, but can have older models feeling especially, er, old. The Palisade isn’t quite at that point, but it’s approaching. The infotainment system is the same setup as years passed, only with more screen real estate. It works well enough, but the menu design doesn’t offer enough icon variance to easily use at a glance. I’d complain about the USB-A connection for wired Apple CarPlay and Android Auto, but as this trim also eschews a wireless charging pad, it’s actually less of a problem. The standard Quiet Mode, which limits audio to only the front speakers (and at a reduced volume) is a smart family-friendly feature.

Since the Urban has to cover more ground than the XRT (which has four other trims to present with), this Canadian-spec car comes with added features only found higher up the grade walk in America. Features like the power-folding/rising third row, Blind View Monitor, 360-degree camera, and heated second row seats are standard on the Urban. The Canadian model also gains the useful in-cabin intercom system.

As previously mentioned, the XRT is the mid-level trim in America. In front-drive form, it retails for a reasonable $43,195 including destination. That represents a sizeable $5,150 over the base SE trim, but the amount of kit included explains it. Over at the Toyota dealership, only the Toyota Highlander LE, in gas or hybrid form, undercut this Palisade; no Grand Highlander does. Honda? Just the base Pilot Sport. Both the Subaru Ascent and Nissan Pathfinder have a few options at this price, as does the related Kia Telluride.

In Canada, this $57,199 CAD tester only has the $500 second-row captain’s chair option; otherwise, it’s the entry point for the Palisade. That does open up more competitive choices for less—but you’d still be struggling to match the Palisade’s CVS receipt-like feature list length.

When the Palisade won our big three-row comparison, we called it the best overall value for consumers—but that the win wasn’t as decisive as it once was. The XRT/Urban is arguably even better value (especially in Canada), though it can’t hide the gaps in its armor, namely poor fuel economy and an aging infotainment experience. Until the competition brings a stronger argument against it, this Palisade remains a top overall pick for three-row buyers. Now if only there were a hybrid…

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2024 Hyundai Palisade FAQs

• Q: How much horsepower does the 2024 Hyundai Palisade have?
• A: The SUV comes with a 3.8-liter V6 producing 291 horsepower and 262 pound-feet of torque.
• Q: What changed for the 2024 Hyundai Palisade?
• A: In America, a new Calligraphy Night Edition swaps in numerous black trims for the exterior.
• Q: How much does a 2024 Hyundai Palisade cost?
• A: The Palisade starts at $38,045 in the US for a front-drive SE model. Canada's entry price is $56,699 CAD, as that includes more standard kit and AWD.