The Hyundai Palisade is known to be one of the top competitors of the Jeep Grand Cherokee L. It has a starting price of $32,675, which is slightly less expensive than the Grand Cherokee L. However, it is important to remember when paying less, you can expect to receive fewer innovative features throughout the vehicle. Continue reading to see how the Hyundai Palisade matches up with the Jeep Grand Cherokee L.
The technology within the Hyundai Palisade is somewhat similar to the features of the Grand Cherokee L. It is equipped with a 12.3 inch fully digital instrument cluster, 10.25- inch touchscreen, navigation, smartphone compatibility, available heated steering wheel, and heated front seats. In addition, it also has wireless smartphone charging capabilities.
The 2021 Hyundai Palisade has been designed to be one of the safer vehicles on the market. Most of the safety features below can also be found within the Grand Cherokee L. Some standard and available features within the HyundaiPalisade include a Blind View Monitor, Lane Departure Warning with Lane Keeping Assist, Blind-Spot Collision-Avoidance Assist, Forward Collision-Avoidance Assist with Pedestrian Detection, and Adaptive Cruise Control.
When viewing the Hyundai Palisade in a performance aspect, it is clear that it has trouble competing with the Jeep Grand Cherokee L. It is powered by a 3.8L V6 engine that pushes out 291 HP. It receives the same MPG at 19/26 as the Jeep Grand Cherokee L. When comparing the towing capacity, the Jeep Grand Cherokee L surpasses the Hyundai Palisade by far. The Palisade has a maximum towing capacity of 5,000 lbs, significantly less than the Grand Cherokee L.
It feels like the Palisade’s only been around for five minutes, but closing in on two years is the reality, and it’s been on-sale elsewhere since 2018, so a design refresh is timely.
This is a big canvas to work with, and you’d never guess the US is a prime market for this model.
Up front, the already sizable grille is squarer and even more imposing, while the LED headlights are vertically-stacked down each side, and the indicators are hidden behind shaded geometric pieces extending out from the top of the grille.
For car spotters, the Palisade Elite’s grille is tinted predominantly black, while the Highlander’s has bright accents.
The 20-inch alloy wheels are the same size but new design on both grades, and the Highlander features satin chrome door handles and rocker sill panels.
At the back the full-width high-mount stop light is upgraded to LED, the tail-lights are revised, and the exhaust outlets have been squared off.
Things have changed inside, too. The centre air vent is more neatly integrated, the new-look steering wheel has four spokes, plus there’s a 12.3-inch HD multimedia screen, and 12.3-inch digital instrument display on both models.
There’s also an adjustable centre armrest, the indicator stalks have been massaged into a more geometric shape, and overall there’s a nice blend of screen functionality and physical controls.
The look is distinctively assertive outside and that little bit sleeker inside.
A decade. That’s how long the previous Grand Cherokee was on sale in Australia, Which is ages, but also testament to the quality of that fourth-generation car’s design.
And there are echoes of it in this new model’s exterior. The overall proportions are similar, although the track is increased by 36mm, and the overriding impression is that key elements have been made slimmer and wider for a more contemporary look.
For example, the headlights, LED on all models, are shorter, but longer, while the signature seven-bar Jeep grille has been truncated a little and stands more upright.
Character lines along the side of the car are softer, and the rear follows the same slimline philosophy. But it’s inside where the biggest steps have been taken.
The dash layout and hardware have been transported from the relative Dark Ages to a clean and simple approach dominated by this broad centre console, topped by a sleek media screen.
The screen measures 8.4 inches in the entry-level Night Eagle, stepping up to 10.25 inches in the upper grades.
The latest, configurable, digital instrument cluster enhances the low-key tech vibe, and there’s a sensible mix of on-screen controls and physical dials and buttons. That said, there are a lot of buttons across the lower part of the centre stack and steering wheel.
The rest of the interior is a blend of simple lines and a subtle colour palette, including piano black highlights. It feels more mature and premium than the car it replaces.
Does large scale automatically deliver big practicality? Well, in this case the answer is yes. Big doors and heaps of interior space combine with thoughtful storage options, to deliver family-friendly practicality.
There’s hectares of room in the front as well as two lidded bins, one large one between the seats, the top of which doubles as a centre armrest, and a smaller box in the centre console, containing two expandable cupholders. The console is also a two tier arrangement with an awkward to reach into but still handy oddments tray on the lower level.
The glove box is a decent size, as are the door pockets, complete with a sculpted area for large bottles.
Move to the centre row and you’ll slide into one of two ‘captains chairs’ in the seven-seat configuration, complete with adjustable ‘wing’-type headrests on the Highlander, familiar to any seasoned air traveller. It’s a three-position bench in the eight-seater.
If space is luxury, middle seaters in the Palisade cop a five-star experience. There’s ample head, leg and shoulder room, with enough space for three child seats or baby capsules across in the eight seat set-up.
An ability to slide the centre seats fore and aft should quell any turf wars between second and third row occupants (although the backrest recline function could heat this up again), pull-up window shades are a plus, and there’s adjustable ventilation control as part of the three-zone climate system.
Storage includes a large and small cupholder in each door, as well as a bottle holder underneath, map pockets on the front seats backs (with smartphone-sized pouches built-in), and another pair of cupholders on the centre armrest on eight-seat versions.
Tilt and slide the second-row seat via a one-touch ‘Walk-in’ function, and you have low-stress access to three third-row positions.
Legroom is okay for me at 183cm (with the middle row in a reasonable position), and headroom is fine. When it comes to width, adults will need to be on good terms to share the space on what would hopefully be a short trip. But up to mid-teens won’t have a problem, especially as these seats recline, too.
You’re even looked after with ventilation (in the roof), dual cupholders either side and USB power outlets.
Speaking of which, there’s a pair of Type-C USB outlets for power in each row (total six) with a single USB-A port in the front for media connection. Add two 12V sockets in the front, plus another in the second row and devices won’t be going short on charge.
And how’s this for a party trick? Hyundai has created a media cable tunnel between the top and lower tiers of the front centre console, to keep unwieldy cables under control. Plus, the wireless device charging pad has been upgraded to 15-watts for quicker turnaround.
Also worth noting a ‘Quiet Mode’ function limits audio volume in the first row and mutes it in the second two. Nice for parents with sleeping kids (or those with the Airpods in) in the back, who would still like some musical company up front.
With all three rows upright, boot space is 311 litres (VDA), which is enough to be useful for day trips when you have a full house on-board. Fold the third row and that grows to 704 litres, and with the second and third rows down you’re at 2447 litres, and that’s plenty.
There are tie-down anchors and bag hooks galore, the loading height is manageable (there’s only a modest lip to deal with), a hands-free, speed- and height-adjustable power tailgate is standard on both grades, and there’s a full-size alloy spare on-board.
When it comes to practicality, thoughtful, family-friendly touches include large door apertures, with the doors themselves opening right out to 64 degrees, as well a second row seat able to move fore and aft to balance passenger and/or cargo space.
Up front there are big bins in the doors with space for large bottles, a pair of decent size cupholders in the centre console, a two-tiered storage box between the seats that doubles as an armrest, and a covered wireless charging bay in front of the gearshift.
For connectivity and power there are two USB-A and two USB-C ports, as well as an ‘aux in’ socket, and a 12-volt outlet.
Jump into the second row, and sitting behind the driver’s seat set for my 183cm position, I enjoyed heaps of headroom and hectares of legroom, remembering it’s possible to slide the middle seat forward to give third row passenger more room, or increase load space.
Again, there are generous pockets in the doors with space for large bottles, map pockets on the front seatbacks, a fold-down centre armrest containing two cupholders, and rear seaters have their own ventilation control.
The dual USB-A and USB-C ports are repeated in the back, and there’s a 230-volt AC socket for three-pin plugs.
Access to the third row is helped by a roll and fold function in the second row, and once back there space is generous and the amenities are civilised.
I could sit bolt upright without any head clearance issues, and legroom is good. There are bottle holders on each side, adjustable ventilation in the C-pillars, small storage pockets, and yet more USB outlets.
And how’s this for a parent’s dream? ‘Fam Cam’ (optional on the Limited and standard on the Summit Reserve) is an adjustable rear seat monitoring camera able to switch between all second and third row positions. No more craning around and taking your eyes off the road to check what’s going on back there.
Even with all seven seats upright, boot space is 487 litres. Fold the 50/50 split third row and that grows to 1328L, and with the second (40/20/40 split) and third rows down you’ve got 2395L, enough room to start a boutique furniture moving business.
The loading height is user friendly, there are multiple tie-down hooks and a 12V outlet, there’s no lip to get over the top of, and a power tailgate, standard on all grades and hands-free on the Summit Reserve, is always welcome.
The Grand Cherokee L is rated to tow a braked trailer up to 2.8 tonnes, although that’s reduced to 2.3 tonnes in the Summit Reserve, partly due to the standard air suspension. And off-roaders rejoice, the spare is a full-size (18-inch) steel rim.
This three-row, up to eight-seat SUV flagship boasts a refreshed exterior and interior design, new tech and improved safety, with the previous entry-grade model deleted and prices starting from just under $66K, before on-road costs.
There are now two variants only, but as per the out-going model, two engine choices. We’ll get to the details of each shortly, but for now, petrol means front-wheel drive, and diesel means all-wheel drive.
The Elite grade kicks things off at $65,900 for the petrol 2WD and $69,900 for the diesel AWD. It retains features like 12-speaker Infinity audio, active cruise, leather-appointed seats, dual-zone climate, a 10-way power-adjustable driver’s seat, heated front seats, LED headlights, DRLs, tail-lights and fog lights, and a power tailgate.
Headline additions are a 12.3-inch digital instrument cluster, 12.3-inch HD multimedia screen, a glass sunroof, remote start and Bluelink connected services.
Bluelink is a first for Hyundai in Australia, and features things like a valet mode, back-to-base collision notification, an SOS function, voice control, weather advice and more.
Step up to the Highlander ($75,900 petrol 2WD / $79,900 diesel AWD) and things like Nappa leather-appointed seats, ventilated first and second row seats, rain-sensing wipers, and an eight-way power-adjustable front passenger’s seat will be familiar to current owners.
Additions in this refresh include a 3D surround view function, remote smart, wing type headrests on the outer positions on the second row, and a digital interior mirror.
For eight-seat SUV capacity you’re looking at heavyweight competitors like the Toyota LandCruiser 300 and Nissan Patrol, which the Palisade undercuts by a significant margin, without giving too much away in terms of equipment. So, fair play on value-for-money there.
But more direct competitors are the Toyota Kluger and Mazda CX-9, as well as Nissan’s new Pathfinder, arriving late in 2022, kicking off from around $54K, with a petrol V6, two- and all-wheel drive, and offering eight seats in all grades.
This three-row L, scheduled to go on sale mid-year, is the first of several versions of the Grand Cherokee set to arrive in 2022.
Our very own Chesto has driven the five-seat version in the US, specifically the plug-in hybrid 4xe, another first for the model, set to hit showrooms in the second half of the year.
But for now, the seven-seat L is the focus, offered in three grades starting at just over $80K, before on-road costs, and topping out at roughly $115,000.
This is part of Jeep’s stated aim to move upmarket, and aside from the safety and drivetrain tech covered a little later, the entry-level Night Eagle at $82,250, before on-road costs, features suede and leather-appointed seat trim, eight-way electrically-adjustable and heated front seats, a heated steering wheel, sat nav, an 8.4-inch multimedia screen, a 10.25-inch instrument display, six-speaker audio (with Apple CarPlay and Android Auto connectivity), three-zone climate control, a rear-view camera, keyless entry and start, adaptive cruise control, auto LED lights, 20-inch alloys, a power tailgate, and more.
Step up to the Limited ($87,950) and the media screen increases to 10.1-inch, the seat trim is even plusher ‘Capri’ leather, there’s a multi-memory seat function for the driver, the front seats are ventilated and the second row is heated, pull-up shades are added to the rear side windows, the audio system has three extra speakers with a 506W amp (and active noise control), plus there’s ambient interior lighting, and auto high beam.
Opt for the top-shelf Summit Reserve ($115,450) and the rims are even bigger at 21 inches, the front seats are 12-way electrically-adjustable, open pore wood trim is added to the dash, doors, and steering wheel, the climate control is four-zone, the front seats feature a configurable massage function, the stereo is pumped up to a 19-speaker, 960-watt package, there’s a dual-pane sunroof above your head, and the ‘Palermo’ leather seat trim is quilted. There’s more, from Berber floor mats to a hands-free tailgate, but you get the idea.
Overall, despite a solid asking price, generous standard equipment helps substantiate a category competitive value package.
Not surprisingly, the drive characteristics of petrol and diesel Palisade models differ. The naturally aspirated petrol V6 lacks the low-down punch of a turbo with maximum torque (355Nm) arriving at 5200rpm. But it’s still strong in the mid-range, and the upside is ultra-smooth and linear power delivery, the peak (217kW) arriving way up at 6000rpm.
As mentioned earlier, choosing petrol automatically means front-wheel drive, which can result in a tendency towards understeer in tighter corners. But over a mix of city, freeway and B-road driving on the launch program there wasn’t a hint of push on the front axle.
Swap to the turbo-diesel four and additional thrust (440Nm) immediately makes its presence felt, but we’re not talking sports car acceleration here.
It might pull hard initially but the diesel Palisade runs out of puff at higher revs, with peak power (147kW) hitting at 3800rpm, and you can expect it to accelerate from 0-100km/h in around 10 seconds. The free-revving (and circa 90kg lighter) petrol Palisade will hit the same mark in roughly eight seconds.
The AWD diesel brings extra security on loose or slippery surfaces like the track to your favourite camping spot, a cheeky trip to the snow, or negotiating the local boat ramp.
Speaking of which, braked trailer towing capacity for petrol and diesel versions is 2.2 tonnes, which means a big dual-axle caravan is off the agenda, although a single axle camper-trailer or hitching up the tinnie will be fine. A trailer pre-wiring package is standard.
For the more adventurous types the approach, departure and break-over angles are 18.5, 20.3, and 17.9 degrees respectively.
The upgraded eight-speed auto transmission is smooth with both models featuring wheel-mounted shift paddles for when you want to take control.
What was that about the Palisade being big? At just under 5.0m long it’s a sizeable machine and suspension is strut front / multi-link rear, with new selective dampers and revised spring rates on both models.
The tricky dampers feature an additional sliding valve (below the main fixed valve) to better control frequency, and it’s worth noting that unlike other recent Hyundai models where the suspension has been tuned locally, the Palisade’s final ‘global’ suspension configuration was finalised at Hyundai’s Namyang R&D centre in South Korea.
There was Aussie input along the way, though, and on the basis of this first drive the overall result is a positive one.
Ride quality, even over coarse and pock-marked backroads and riding on 20-inch rims, is good, with minimal engine and wind noise intruding thanks in part to more sound insulation, thicker rear door glass, better body sealing and revised drivetrain mountings to minimise vibration.
With revised bearing, the electric power steering is nicely weighted and pleasingly progressive. Not a stand-out in terms of road feel, but not tragic, either.
You can feel the weight of the car, though it remains predictable and stable in corners, be it a FWD petrol or AWD diesel.
Braking is by big ventilated discs all around (340mm fr / 314mm rr), which is nice to know when towing comes into the picture. The pedal is nice and progressive and stopping power is strong.
Parking is surprisingly straight-forward given the size of this truckster and three rows of seats, with the Highlander’s 3D surround view function and digital interior mirror welcome.
The latter frees up rear vision when headrest, passengers or big loads get in the way, but I know I’m not alone in finding these camera-based systems disconcerting initially because of their limited depth-of-field.
The front seats remain comfortable in the face of long stints behind the wheel, although the rear seats feel relatively flat and firm.
In terms of ergonomics, the blend of screen-based and physical controls is spot-on.
In driving the new Grand Cherokee the first thing you recognise is the Pentastar V6’s characteristic induction sound. That’s not to say it’s overly loud, just familiar.
But in terms of what it delivers, nearly 90 percent of the engine's peak torque is available from 1800 to 6400 rpm, so you’ve got that mid-range pulling power which is as nice on the highway as it is around town, but also good for people that are into towing.
The eight-speed auto is nice and smooth, as well, and even though it’s a conventional torque-converter unit, manual shifts through the steering wheel paddles are quick.
Suspension is multi-link front and rear, with the top-spec Summit Reserve picking up air suspension and active damping. Major components are alloy to reduce unsprung weight but you can certainly feel the scale of this car.
It’s 5.2 metres long and weighs roughly 2.2 tonnes, so you’re guiding this sizeable machine along the road. It’s not an involving drive, we’re not in sports car territory here. But it feels stable and predictable in cornering, and body control is well buttoned-down.
The electrically-assisted steering’s weight is nice from parking speeds right up to freeway velocity, but road feel through the wheel is relatively modest.
In terms of the seating position, you do feel as though you’re sitting up and on, rather than down and in the front seats. But when it comes to support, after hours behind the wheel, including off road, the front chairs remained comfortable.
This is a big vehicle, that will often have a boat, van, or something else substantial hitched to the back of it, and the brakes are suitably specified.
Big discs are ventilated all around, clamped by two piston calipers at the front and singles at the rear, and on the off-road section of the launch drive we were by necessity leaning on the brakes for long periods of time.
You could occasionally smell that they were working hard, but the pedal remained firm all day, without a hint of fade.
Speaking of off-highway performance, as part of its development program Jeep tested this new Grand Cherokee in remote parts of Australia, with more than 60,000 km under the wheels of various prototypes. Likely a big help in setting up the local spec.
And that spec is, four-wheel drive in all models, as well as a single-speed transfer case in the Night Eagle and Limited, with the latter also featuring the ‘Selec-Terrain’ traction management system, controlling torque split (up to 100 per cent of drive to either axle), as well as the brake calibration, steering, suspension, throttle, transmission, transfer case, traction control, stability control, and ABS settings.
The Summit Reserve boasts a two-speed transfer case, with low-range reduction, as well as traction management and air suspension with electronic adaptive damping.
The air suspension incorporates five height settings - Normal, Off-road 1 (40mm lift), Off-road 2 (60mm lift), Park (46mm lower), and when in sport, Aero (21mm lower).
In typical Jeep fashion we attacked challenging fire and forestry trails on the launch drive and a couple of things emerged.
First, on street-focused tyres this car does incredibly well off-highway. And second, the ‘Quadra-Trac II’ 4x4 system with low-range capability in the Summit Reserve, combined with the crawl control function, makes a significant difference. You find yourself feeling that bit more composed and confident tackling very rough sections.
Also in the Summit Reserve, a low-set, forward facing camera allows you to see what’s actually happening at the front wheel via the central media screen, and in the Off-road 2 setting the car feels like it’s up on stilts and able to tackle anything in its way.
And for those that really want to get amongst it, the body clearance data is below.
Night Eagle/LimitedSummit ReserveRunning clearance (mm)215276Approach angel (degrees)20.628.2Breakover angle (degrees)18.222.6Departure angel (degrees)21.523.6Wading depth (mm)530610Safety’s a tough subject when it comes to the Palisade. After more than 18 months on sale here the superceded model has only just been assessed by ANCAP, and mainly because it scored less than 80 per cent in the adult occupant protections test, and a less than 70 per cent safety assist examination, it was handed a four- out of five-star rating.
But additional active and passive safety tech, including ‘Multi-anti-Collision Brake’ which reduces the risk of additional impacts after a crash, rear brake assist, and inclusion of a front centre airbag has redressed the balance, and this car scores five stars against 2022 ANCAP criteria. The floor and side structure have also been reinforced.
Standard crash-avoidance tech also includes, blind-spot monitoring and ‘Collision Avoidance Assist’, driver attention monitoring, AEB (up to highway speed with car, pedestrian and cyclist detection, and ‘Junction Turning’ function), ‘High Beam Assist’, ‘Speed Limit Assist’, lane following and lane keeping assist, rear cross-traffic alert, adaptive cruise, and tyre pressure monitoring. There’s more, but you get the idea.
If a crash is unavoidable, as well as the new front centre airbag, there are front and side bags in the first row, as well as side curtains covering all three rows.
For securing child seats or baby capsules, there are two or three top tethers in the second row (depending on seven-or eight-seat configuration) and another two in the outer positions of the third row. There are two ISOFIX mounts in the second row, and one in the back.