Tested: 2026 Hyundai Palisade Hybrid CalligraphyMike DuffThe car game used to be played by the simple rule of pay more, get more. Pricier models within a range would normally get bigger engines, often with more cylinders. But in this age of downsizing, that's no longer the case. The regular Hyundai Palisade uses a naturally aspirated 3.5-liter V-6, but the Palisade Hybrid that sits above it in the hierarchy has a turbocharged 2.5-liter inline-four that works in conjunction with two electric motors. The hybrid is more powerful and more economical—and also the pick of the range.Our expert editors test every vehicle we review. Read more about how we test and review cars here.The LowdownMike DuffHyundai hates the idea of potential buyers suffering from a lack of choice. Those in search of a three-row SUV have multiple options, between the lower-priced Santa Fe and the all-electric Ioniq 9 EV alongside the more luxurious Palisade. The Palisade Hybrid's turbo four-cylinder makes 258 hp and 260 lb-ft in its own right and works in conjunction with a high-voltage hybrid system that includes a pair of electric motors. The more potent of these, with a nominal output of 72 hp and 199 lb-ft of torque, provides drive through the six-speed automatic transmission, while the second works as a starter-generator.AdvertisementAdvertisementThe Palisade Hybrid isn't a plug-in; the 1.65-kWh battery can't be recharged through a socket. But the electric side of the powertrain is potent enough to raise peak system output to 329 hp and 339 lb-ft. Both front-wheel-drive and all-wheel-drive versions are available, with the latter—tested here—bringing slight penalties on price and mpg.Vehicle Tested: Hyundai Palisade Hybrid CalligraphyBase Price: $59,880Price as Tested: $60,625Location: Los Angeles and Ojai, CaliforniaMore SpecsPowertrain: 2497-cc turbocharged inline-four engine + 2 electric motorsPower: 329 hp (system peak)Torque: 339 lb-ft (system peak)AdvertisementAdvertisement0–60 mph: 6.4 sec (Hearst Autos)Transmission: six-speed automatic, all-wheel driveEPA Fuel Economy (City/Highway/Combined): 29/30/29 mpgHow Does It Drive?Mike DuffNobody in the market for a family-focused 5030-pound three-row SUV is expecting an athletic dynamic experience. The Palisade has been engineered to deliver comfort and refinement as its top priority, yet it can also manage brisk acceleration and handling precision up to its low overall limits. It's not an enthusiast car by any stretch of the imagination, but there is still plenty here for enthusiasts to admire.Chassis settings are supremely relaxed, with the Palisade Hybrid softly sprung and damped to give a pliant ride rather than lashed-down body control. That resulted in progress smooth enough to cause a passenger to ask whether SoCal's lumpy, bumpy freeways had been upgraded since our last visit. They had not. Double-pane glass and effective noise insulation resulted in a very hushed cabin at rapid cruising speeds too. Even without considering its classy interior, the Palisade provides a genuinely luxurious driving experience.Mike DuffThe plush suspension does bring compromises. Riding on steel springs and passive dampers—when more expensive rivals use air springs and adaptive shocks—means there is no way to tighten chassis settings when the road turns more twisty. That translated to lots of roll under cornering loads in canyons and on mountain roads, even at everyday speeds—enough to have rear-seat passengers complaining of motion sickness early and often.AdvertisementAdvertisementPirelli Scorpion all-season tires provided respectable levels of grip, and for something so large and heavy, the Palisade changes direction with precision up to the point where the rubber started to complain and the front began to edge wide. But there was no encouragement push on twisty asphalt through the numb steering, the soft-feeling brake pedal, and the frequently dull-witted shift algorithm controlling the automatic gearbox.Mike DuffIt is possible to take manual control of the six-speed gearbox using the paddles behind the steering wheel, but beyond proving that the engine will indeed rev to an indicated 5800 rpm—which it never does in drive—there seemed little point except to force a lower gear on a long descent. There is a Sport mode that increases steering weight and sharpens throttle response, but not to an extent that made the Palisade feel in any way enthusiastic for faster progress.The powertrain's prioritization of refinement and economy is entirely understandable, and the transmission shifts quickly through its ratios in drive. Although the Palisade Hybrid isn't a plug-in, it has enough electrical oomph for EV drive at low speeds and sometimes also at constant-speed cruising. The starter-generator worked smoothly and quickly to bring the engine back into play when required.Mike DuffPushing the gas pedal harder produced punchy performance for something so large—Hearst Autos has confirmed a 6.4-second 0–60-mph time in testing—although the engine developed a gravelly note when worked harder. Steep gradients also caused confusion at low speeds, where the electric motor didn't seem able to deliver enough torque to prevent the selection of first gear and lots of revs. And despite having the Htrac all-wheel-drive system, my test car was also prone to spinning its front tires on the few loose surfaces I encountered; it obviously takes some time for torque to be redirected rearward.What's It Like to Live With?Mike DuffThere aren't many bargains in the current car market, but the Palisade Hybrid does feel like outstanding value for what it offers. Sure, this is a near-$60,000 Hyundai, a benchmark that would have seemed ridiculous not long ago. But this is also a vehicle that manages to feel much more expensive than it actually is, even in fully laden Calligraphy trim. Many three-row alternatives from top-drawer brands with six-figure prices feel less special, and almost all will be less well equipped.Mike DuffAdvertisementAdvertisementThe cabin combines plentiful space across the first two rows with classy materials including napa leather and smart, well-considered design. There is a 12.3-inch touchscreen in the center of the dash—relatively modest by modern standards—but there are also physical climate controls and a row of shortcut buttons. Hyundai's twist-and-go gear selector, effectively an extra stalk on the right of the steering column, is an acquired taste. I got used to it after a few days. Its incorporation of both the engine start/stop button and the park selector is a smart idea.The 12.3-inch digital instrument pack follows another recent trend of seeming to try to look like it belongs to an EV rather than a car packing a combustion engine. The rev counter is just an ungraduated rendered circle with revolutions indicated by a number that needs to be multiplied by 1000. It would be nice if Sport mode turned this into something that looked more like a tach.Mike DuffThe Palisade is built for family hauling, and the Calligraphy's standard pair of second-row captain's chairs were just as comfortable as those in the front, with a full range of power adjustment and both heating and cooling across both rows. The third-row bench is tighter and clearly sized for kids rather than adults. One frustration was the slow speed at which the second row power-folded to allow access to the wayback. I suspect most kids will just do what mine did and squeeze through the narrow gap between the second-row chairs instead. This isn't the roomiest three-row for luggage, but with the rearmost seats in place, there's a competitive 19 cubic feet, and when they're folded, that increases to 46 cubic feet.Mike DuffAlso, and this feels like an unusual thing to be writing about a Hyundai SUV, the Palisade is damned handsome, designed by people with a keen understanding of proportions and visual volumes. From the rear and rear three-quarters there are definite Range Rover vibes, and I even found myself appreciating the front light graphic—likened to Star Wars' Boba Fett by Road & Track's John Pearley Huffman when he drove the nonhybrid version. The way the DRLs switch to flashing orange to become extra-large turn signals is a neat touch that no other road users will miss.AdvertisementAdvertisementAlso, the Robust Emerald Pearl color of my test car, a pretty modest $500 option, was stunning. It looks black from some angles and in low light but is actually a very dark green.Should I Buy One?Mike DuffThe Palisade Hybrid is more likely to be selected by rational criteria, but it is also scores well on desirability. In terms of price-versus-niceness, its biggest challenger is the closely related Kia Telluride, which offers a similar combination of space, equipment, and value with boxier styling.But if you've settled on a Palisade, then picking the Hybrid over the regular V-6 should be an easy decision to make. The Hybrid Calligraphy is $2220 more expensive, a supplement justified by the extra performance and improved economy. Across 750 miles of mixed driving, I averaged 23 mpg, but under gentler use, it was easy to get the trip computer past the 29-mpg combined rating.Mike DuffFor $59,800 including destination, the Calligraphy sits at the top of the Palisade Hybrid tree, but for those willing to accept fewer toys, the front-wheel-drive SEL version starts at just over $45,000.Highlights and LowlightsWe Love:The spacious and genuinely luxurious interior.The outstanding refinement.That the SUV handles well for what it is.We Don't:That the engine turns loud when worked hard.The dull-witted transmission.That the second row is slow to fold.Favorite Detail:Mike DuffThe full ADAS suite includes an alarm on the rear doors if an occupant tries to open them when traffic is approaching from the rear, a neat detail that provides reassurance when kids are getting out of the car.Mike DuffAdvertisementAdvertisementYou Might Also LikeIf You Can Only Own One Car, Make It One of TheseThese Are the Most Popular Cars by State