Hyundai Palisade vs Ford Mustang Mach-E

What's the difference?

So, is the new Palisade a luxury mainstream family transporter or a premium-priced SUV without the premium badge?

The reality is, it’s somewhere in the middle. The $14,000 price rise is a huge step up for family buyers, likely an insurmountable sum for many, which leaves them looking at the more affordable (but smaller) Santa Fe, waiting for a cheaper Palisade variant or going somewhere else entirely.

Having said all that, there’s no question, for those who can afford it, the new Palisade is a clear upgrade over the old model in every way. Especially the premium look and feel, which is a leap up, but also the driving experience, with its combination of potent but efficient powertrain and locally-tuned suspension.

So, for those who can afford it, the Palisade Calligraphy will provide a luxury experience at a lower price - which means it does offer good value, just at a higher price.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

EV buyers who don’t or won’t see the point of the Mustang Mach-E are missing out.

This is a sporty and fun-to-drive electric SUV in the same way that the Ranger is the sporty and fun-to-drive ute. In other words, a lot of what makes Fords brilliant is alive and well here, without compromising functionality. The opposite of so many Chinese electric SUVs that shine brightest on the showroom floor, then.

Yes, a base Select that is around $10K cheaper to start with might help punters see the light even more clearly (and that's our choice), and it is starting to look dated inside and out, but overall, the Mach-E is an enjoyable, fulfilling and practical family proposition.

Unlike many of its rivals that adopt a common design theme, Hyundai has made sure each of its models is dramatically different visually.

While there are some common elements that tie them together, comparing the new Palisade to the rest of Hyundai’s SUV range it’s clearly very different. 

For the Palisade that means a deliberately big and bold exterior, with the vertically stacked headlights and large grille to create a unique look compared to either the Santa Fe or Ioniq 9. It’s the same at the rear, with more vertically stacked tail-lights. 

That bold, premium design theme carries over to the interior, where there are some unmistakable Hyundai elements - like the steering wheel - but the soft, curved lines of the dashboard give it a distinct look compared to anything else the brand is offering at the moment.

Hyundai says the interior is inspired by premium furniture design and that rings true, but it’s also a noticeably tall dashboard, which gives a lot of visual depth to the interior.

To emphasise the premium furniture design and the flagship-nature of the Calligraphy, there are four different colour options for the Nappa leather interior - black, brown, dark charcoal (with brown stitching) and light grey/dark navy.

So, what's changed with the facelift? Not much, meaning that the Mach-E – unveiled all the way back in late 2019 is beginning to look dated. Maybe that’s another classic Mustang trait.

The base Select gains the upper-series’ trick LED headlights. The Premium adopts some plastic body cladding. The grille treatments vary between the grades, with the GT boasting a unique look. Genuinely fresh new colours abound. And the alloys have been restyled.

Otherwise, it's still the same, Porsche Macan-esque small to medium-sized SUV crossover on the outside, down to the Hyundai Tucson-like vertical tail-light motif that barely seems like the regular Mustang muscle car’s, despite Ford’s intentions.

Inside, changes are largely limited to a repositioning of the gear selector from a rotary dial to a column shifter, Mercedes-style. That big portrait touchscreen could be straight out of a Ranger ute.

The new Palisade is bigger in every dimension compared to the old model, and that helps translate into a roomy cabin, which in turn does help make it feel more premium.

As mentioned earlier, the Palisade comes with Hyundai’s Digital Key 2.0, which allows you to have a virtual key on your compatible smartphone, so you can lock/unlock and start the car without a physical key. The new fingerprint scanner, which is a small circular scanner in the centre console, allows you to program your Palisade to start by pressing your finger on the scanner.

While the Digital Key is a great concept and has obvious practical benefits, the fingerprint scanner doesn’t make much sense when you can also start the car by pressing the ‘start’ button.

Anyway, once you’re inside, the driver is treated to Hyundai’s ‘Ergo-motion’ seat, which can provide on-the-go massage. Both front seats are the brand’s relaxation seats, which can recline into a more comfortable position if you need to take a nap (obviously not when you’re driving).

In the second row the Palisade comes standard with a three-person bench, but for $1000 you can swap that out for a pair of captain’s chairs. Hyundai expects the split between these to be an even 50-50.

The third row is also a three-person bench, which means the Palisade can accommodate up to eight occupants, if needed. The third row would only accommodate three adults at a squeeze, but would be fine for younger children.

The second row seats can tilt out of the way at the press of a button, to make getting into the third row easier.

What’s really impressive about the Palisade Calligraphy cabin is the level of detail paid to making sure each seat is well looked after. Naturally there are cup/bottle holders and other small item storage spaces, but both the second and third rows get air-conditioning controls as well as heated seats (for the outboard positions), plus there are six 100W USB-C ports spread around the cabin. The front seats are heated and ventilated, and there’s also a UV sterilisation compartment in the front as well as a wireless charging pad.

Out the back the boot is a respectable 300 litres with the third row in use, but it expands to a roomy 712 litres with the third row stowed. 

If you do need to fold down either the second or third row seats, you can do it at the press of a button in the boot. There’s also a 240-volt household outlet in the boot which allows you to run small electric devices.

As we’ve said before, the Mach-E is closer to something like, say, a BMW X4 than the boxier X3 from a proportions perspective, making it a classic coupe SUV.

Once you get over using the endlessly-annoying push-button door release, in lieu of a handle (why redesign the wheel?), that’s particularly noticeable entering/egressing the rear seat for larger people, though the front is fine.

While the interior is also clearly from an earlier era (and embarrassingly reminiscent of a Tesla), at least Ford finished engineering it for easy, seamless use.

The front seats are really comfy, ahead of a super-clear instrument pod, helping make for a great driving position, while the 15.5-inch display in the centre with Ford’s friendly SYNC4A operating system is simple to navigate once time is taken to familiarise. Current Ranger and Everest owners will feel right at home. The audio sound is superb too.

There’s a thoughtful amount of storage options, including for devices that require access to the handy USB outlets, ventilation is ample and the fit and finish in these Mexican-made Mustangs appears to be first class.

A big thumbs up, too, for the new column shifter and integrated central volume knob in the touchscreen that also allows adjustment of the climate control.

On the other hand, eyes must leave the road to dig into sub menus to change driving modes, side and rear vision is tight (those standard surround-view cameras sure come in handy), there are no paddle shifters to control regenerative braking, the glass roof neither opens nor completely blocks out sunlight due to there being no shade screen, and the overall ambience is more Ranger XLT than Ford LTD.

The back seat is surprisingly spacious given the coupe SUV dimensions, though the roofline may ruffle a few loose wigs. The backrests and cushions provides decent support, and most expected amenities are present, including air vents, USB outlets, overhead lighting/grab handles, coat hooks, cup/small bottle holders and centre armrest. And that glass ceiling does shower the cabin with light on a cloudy day.

Further back, the Mach-E offers 402 litres of cargo capacity that balloons out to 1420L with the split-fold back seats dropped, and there’s some hidden storage under the floor for smaller items. As mentioned earlier, the spare wheel is AWOL.

Existing owners will also notice a noticeably smaller ‘frunk’ area under the bonnet, where storage has plummeted from 134L to just 49L. That’s due to the newly-fitted heat pump that, at least helps boost efficiency in what is a spacious and practical family SUV.

Here's a worrying fact. The Mustang Mach-E is the cheapest new Ford passenger car you can buy in Australia that isn't based on a diesel-powered ute. And it still ain’t cheap!

When launched in Australia back in mid-2023, prices started north of $80,000 – all prices are before on-road costs – and then were swiftly slashed twice since then, as buyers basically stayed away.

Today, the well-equipped Select Single Motor RWD kicks off from $65,990. A grand more than before, but it does gain a heat pump to boost efficiency (though WLTP range remains steady at 470km), while also scoring more muscle, faster charging and – at last – softer suspension.

This is no stripped-back edition, with adaptive cruise control, dual-zone climate control, a 15.5-inch touchscreen, 360-degree-view camera, a glass roof, wireless Apple CarPlay/Android Auto, 10-speaker premium audio, a wireless charger, synthetic leather upholstery, powered and heated front seats, a powered tailgate and 19-inch alloys. Note that there is no spare wheel. Just a tyre-repair kit.

Meanwhile, the Premium Extended Range jumps $500 from $80,490 and continues with a bigger battery with an unchanged 600km of range, while it’s a near-$20K stretch from there for the flagship GT from $98,490.

Justifying a $1100-plus price hike is a more-powerful dual-motor set-up as well as a five-per cent range improvement at 515km, while retaining all-wheel drive (AWD), adaptive dampers, bolstered sports seats, 20-inch alloys and more.

Every grade includes advanced driver-assist systems (ADAS) tech from automatic braking and lane-support systems to 10 airbags ­– except in the GT, which only has nine. More on that in the safety section later on.

Against the stunning Polestar 4, swanky Kia EV6 and timeless Hyundai Ioniq 5, the Mach-E’s pricing is ballpark competitive, but is largely undercut by the sporty Cupra Tavascan, Skoda Enyaq, VW ID.4 and ID.5 cousins from Europe, as well as ubiquitous Tesla Model Y from China.

Speaking of which, the Ford seems downright unaffordable compared to the striking BYD Sealion 7, Deepal S07, Zeekr 7X, XPeng G6 and IM6 by MG. Game over then, you might think.

But, with names that sound like Cold War missile codes, none of these cheaper Chinese alternatives can match the rock-and-roll attitude that the evocative Mustang connection does.

And, damn it, the Mach-E’s calculated emotional play only heightens with exposure, which partly explains why it’s one of America’s best-selling EVs. Love it or hate it, even the comically contrived styling works.

Hyundai has replaced both the old 2.2-litre turbo-diesel and the 3.8-litre V6 petrol with an all-new hybrid powertrain.

Officially known as the 'TMED-II' hybrid system, the set-up combines a new 2.5-litre turbocharged petrol engine with a freshly developed hybrid system that integrates two electric motors, instead of just one.

It’s a very complex set-up that Hyundai spent many spreadsheet graphics explaining, but in simple terms, the two motors are mounted between the engine and the transmission and one motor is dedicated to creating power and the second one to drive the wheels.

The end result is the new Palisade makes a healthy 245kW of power and 460Nm of torque, whilst also being quite fuel efficient.

Though employing Ford’s Global Electrified One (GE1) platform that is a variation of the tragically discontinued Focus small car and Escape mid-sized SUV’s modular C2 platform, the Mach-E is basically a rear-motor, rear-wheel-drive EV, with the main traction unit now an in-house design. Previously that was outsourced.

A permanent magnet synchronous electric motor, it delivers 212kW of power and 525Nm of torque to the rear wheels via a single-speed reduction gear transmission.

Tipping the scales at 2086kg in the (albeit bigger-battery) Premium and 2100kg in the Select, its power-to-weight ratio is nearly 102kW per tonne and 101kW/tonne respectively. The latter needs 6.2s to streak from 0-100km/h, which is just 0.1s shy of the former. Top speed for both is 180km/h.

Meanwhile, with an electric motor added on to the front axle, the 2276kg, 434kW/955Nm GT’s 190kW/tonne slices acceleration down to just 3.8s, on the way to 200km/h, and relies on AWD, adaptive dampers and performance tyres to help keep things under control. Suspension consists of MacPherson struts up front and a multi-link rear end arrangement.

Hyundai claims this new hybrid set-up allows for a short amount of all-electric driving range, although it doesn’t reveal how far, but its main priority is to improve fuel economy while creating a viable alternative to the increasingly unpopular turbo-diesel engines.

Which it arguably manages to do quite well. Despite being a full-size SUV capable of accommodating up to eight occupants, the Palisade has a claimed fuel economy rating of just 6.8L/100km, which is an impressively small number for such a sizable vehicle.

While we couldn’t achieve that number on our predominantly open-road test drive, we still returned a solid 8.6L/100km, which is good given the conditions.

The Palisade is fitted with a relatively large 72-litre fuel tank, which means if you can hit the official claim, there is a theoretical driving range of more than 1000km.

Ford says the Select averages 18.5kWh/100km on the European cycle, while the Premium and GT are at 17.7kWh/100km and 21.0kWh/100km, respectively. These figures are in line with most rivals given the Mach-E’s performance capabilities.

Two distinct battery packs are offered, depending on grade.

The Select features a (useable) 73kWh Lithium Ferro phosphate (LFP) battery, for 470km of WLTP driving range. Premium and GT models switch to an 88kWh and 91kWh Nickel Manganese Cobalt (NMC) unit, bumping range up to 600km and 515km respectively.

The GE1’s 400V architecture has a CCS Type 2 port with 11kW AC charging capacity, or 150kW for DC charging. Many rivals offer faster charging capabilities.

According to the European data, AC charging from empty to full using a regular household socket needs up to 47 hours, or 10 hours with a 7kW Wallbox, while, a 50kW DC charger requires up to 90 minutes for a 10-80 per cent top-up, or under 40 minutes with a 150kW DC charger.

While it may look like a small engine of paper, the hybrid system provides good performance. It offers plenty of punch when you need it, not labouring up hills or when overtaking. But it’s also very quiet and smooth at lower speeds and when cruising, so the powertrain gets good marks.

The Palisade is also pleasant to drive thanks to its locally-tuned suspension and steering. Hyundai has returned to a local ride and handling program, after wavering in the aftermath of the pandemic. Engineers from Hyundai’s Korean headquarters came out to assist and ensure it was as well suited to our unique road conditions.

The result is a large SUV with good body control but also good compliance, which means it feels responsive to driver inputs but the suspension is still able to soak up bumps with relative ease. At no point does it feel crashy or harsh, instead it has a very relaxed driving character.

If your idea of a Mustang is a big, heavy and rousing grand touring machine, then the Mach-E certainly lives up to the image.

And, in some ways, exceeds it, because – among the electric SUV fraternity – this one’s the driver’s choice, with a level of control and finesse that the muscle machines of yesteryear could only dream about.

Let's start with the performance. The 212kW Select and Premium are certainly fast enough. Sprightly off the mark, their acceleration is very smooth yet very determined, packing plenty of instantaneous punch when some extra squirt is required. Really, this is all the speed you’ll ever need.

Ford’s dynamic DNA force is very strong in these EVs, with steering that feels light yet precise, and naturally connected to the road, providing comparatively agile, flowing handling and decent body control. This is backed up by nicely nuanced traction intervention that – in true rear-drive Pony car tradition – allows for some playful rear-end breakaway.

After years of testing dreary, remote EVs – especially from but not just limited to China, the Mach-E’s willingness to interact with the driver is like enjoying a long, cold drink after hours in the hot sun.

With twin electric motors making 434kW and nearly 1000Nm, the GT turns the amp – if not quite the volume – up to 11, with tremendous response and terrific thrust right from the get-go. It’s actually quite astounding how contained and controlled the AWD flagship’s performance is delivered, given how brazenly fast it is down a straight road.

Jumping out of one of the other Mach-E models, the GT’s extra heft is immediately obvious around the bends, since it doesn’t quite have their lightness of touch. Grip is phenomenal, yet the driver can break traction even momentarily if desired, and there’s a sense that, in the right hands, few rivals with similar performance could keep up with the Ford in full flight. It’s fast everywhere all the time. But it’s just not quite as athletic or fun as the Select and Premium.

Note that, since we were on busy public roads, most of this assessment was carried out using the normal and not sport driving mode.

The driver assist safety systems are also really well tuned, sparing the driver the distraction and frustration of needless intervention, even when piloted enthusiastically.

The previous Mach-E was widely criticised for delivering a hard ride, even with the GT’s adaptive dampers. While you’d never call the suspension supple, the 2026 model’s ability to better absorb bumps is a welcome development, allowing the driver to better enjoy all the other benefits on offer. There are softer and more isolated alternatives, but few rivals are as rewarding dynamically.

Downsides include too much road noise intrusion over certain surfaces, the lack of paddles for the regenerative braking, and the fact that to switch that on or off requires the driver to resort to diving into a touchscreen menu. The same goes for switching between the cringy Whisper (eco), Active (normal) and Untame (sport) modes. How difficult would it be to fit a simple button to activate these?

Finally, thick pillars and small side/rear windows can make vision out difficult in tight spaces.

The Mach-E may be getting on to its sixth year in production, but there’s a welcome, non-EV analogue connection to the way this otherwise electrifying SUV goes, steers, handles and grips the road. Like many of the best Fords, the engineers have gone to the very real effort of prioritising driver enjoyment, without sacrificing everyday functionality.

Like we said earlier, the more time you spend in the Mach-E, the more enjoyable it gets.

Tested by ANCAP back in 2021, the Mach-E Select and Premium models managed a five-star ANCAP crash-test rating. The GT version remains unrated.

There’s a fairly comprehensive list of ADAS tech, including autonomous emergency braking (AEB) with intersection assist, reverse brake-assist, post-impact braking, lane-keep aid, lane-departure warning, evasive-steer assist, blind-spot monitoring, cross-traffic alert, adaptive cruise control with full stop/go functionality, traffic-sign recognition and tyre pressure monitors.

Select and Premium have 10 airbags (dual front, front-centre, a driver’s knee, front-side, rear-side and full-length curtain/head), but the GT misses out on the others’ front-centre airbag due its space-impeding bolstered sports seats, dropping the airbag count to nine.

The AEB tech operates between 5km/h to 80km/h in pedestrian, cyclist and back-over scenarios day or night, and between 5-187km/h car-to-car. The lane support systems work between 65km/h to 187km/h.

A pair of ISOFIX latches are fitted to the outboard rear seats, along with a three top-tether anchorage points.

Speaking of kids, while unnecessarily fiddly, the hidden door ‘buttons’ do have an anti-snag function that stops an opening door from slamming shut on venerable fingers.

Hyundai has recently introduced a seven-year, unlimited kilometre warranty, which covers the new Palisade.

Of course, Hyundai is one of the best established car brands in the Australian market, and has a nationwide dealership network so factory servicing should be easy for most owners. This is a major advantage in these changing times with some many new brands looking to make a mark in Australia with modest foundations.

Service intervals are every 12 months or 10,000km, the latter is a bit shorter than average. And the capped price servicing plan only runs for five years. Costs vary from $397 for a minor check-up to $674 for your fourth visit, but over the course of the five years you’ll pay out $2600.

A five-year/unlimited kilometre warranty applies to the Mach-E, along with seven years of roadside assistance, activated annually if serviced at a Ford dealer.

Service intervals are every 12 months or 15,000km, whichever occurs first.

Prices for the 2026 facelift weren’t available at the time of publishing, but last year’s model alternated between costing $140 and $185 per service for the first 10 years. And the Mach-E can be maintained at any one of the 180-or-so Ford dealers network Australia-wide.

Ford says the EV Traction Battery is covered by an eight-year/160,000km warranty.