Hyundai Palisade vs Volkswagen Golf

What's the difference?

The new hybrid powertrain for the Hyundai Palisade is a welcome addition for families looking for an efficient three-row SUV that doesn’t drive like a brick and looks good at the school pick up or client lunch. Overall, the Palisade remains a solid, all-round package that deserves praise and the eighth seat is an added bonus.

Like the generations that preceded it, the current VW Golf 8.5 is a high-quality, comfortable and efficient small car. Add in good looks, space-efficiency, thoughtful practicality as well as class-competitive safety and you have the makings of a compelling package. The potential sticking point is this entry-level 110TSI Life’s value proposition in terms of included features relative to its purchase price and ongoing cost of ownership.  

The Hyundai Palisade leans heavily into a more American look. It’s unapologetically big and boxy, with a squared-off silhouette that makes no attempt to hide its size. Up front, there’s a bold grille flanked by oversized vertical LED light signatures, while the rear mirrors that same stacked lighting design. The bonnet is long, the proportions are broad and everything about it is geared towards presence.

The dark-tinted windows, clean body panels and metallic accents gives it a polished edge. It’s the kind of SUV that feels as much at home at a client lunch as it does in the school pick-up line.

Inside, the cabin is genuinely spacious and even without a sunroof, it doesn’t feel closed in. The dashboard has a softly curved, vertical layout that keeps things feeling open rather than bulky.

Thankfully, Hyundai hasn’t gone all in on touch controls and there are still plenty of physical buttons to fiddle with. You’ve got dual 12.3-inch displays and a 14-speaker Bose sound system doing the heavy-lifting with the 'visual' tech side of things.

Thickly padded touchpoints and premium materials round out a cabin that's simply a pleasant space to spend time in.

The team at VW’s Design Centre in Wolfsburg grapples with the same challenge when it comes to evolving the Golf as their contemporaries down the autobahn at Porsche face with the 911.

Over successive generations it must remain instantly recognisable as a Golf but move on to a more contemporary look and feel.

And although it’s always a subjective call I’d argue the current ‘8.5’ generation Golf answers the brief nicely.

Its neat, tightly wrapped exterior aligns with the classic Golf profile while including enough detail elements like the angular tail-lights and broad C-pillar to pass the badge removal test. Take away the VW roundels and this car is still clearly a Golf.

Neat touches include illuminated door handle recesses and broad-spoke alloy wheels that lift the visual tone.

Inside, the same juggling act stands up with sizeable screens for instruments and media balanced by a typically teutonic dash, door and console layout (with soft-touch surfaces at key points). Conservative but ultra-functional and easy to live with.

One niggle is haptic slider controls for audio volume and ventilation adjustment below the media screen rather than physical dials (although a steering wheel volume rocker switch helps). 

Practicality is one of the Hyundai Palisade’s strongest points, and it starts up front. The first row is properly cavernous and, unless you’re the Hulk, you won’t be knocking elbows with your passenger. The seats themselves are wide, deep and well cushioned, making them an easy place to spend a few hours on the road.

The second row continues that theme of space. It’s wide enough to comfortably fit three adults. I tested that with three friends over a weekend trip and no one complained. That said, the bench-style seat does mean less defined support. My nine-year-old pointed out he tends to slide around a bit and that the cushioning is on the firmer side.

Unsurprisingly, the third row is usable but with some compromise. You can fit three small kids or two adults, though legroom is tight unless you slide the second row forward.

Access to both rear rows is easy thanks to the wide door openings and relatively low step-in height, which makes a difference when you’re loading kids in and out.

Amenities across all three rows are well thought out. Up front, you’ve got a good mix of storage options like a large glovebox and centre console, two cupholders, two drink bottle holders, and a handy open shelf that’s ideal for a handbag or Saturday night's takeaway. Charging is taken care of by three USB-C ports, a 12-volt socket and a wireless charging pad.

The second row gets four cupholders, a couple of bottle holders and map pockets, as well as a small drawer that's a good size for snacks or smaller devices. In the second row there’s also climate control, ceiling-mounted air vents and two USB-C ports.

Even the third row doesn’t feel like an afterthought. There are two USB-C ports, four cupholders, directional air vents, plus two ISOFIX points and two top-tether anchors for families juggling car seats.

Tech is easy to live with. The media system is intuitive, the touchscreen is responsive and you get wireless Apple CarPlay and Android Auto alongside built-in navigation. Hyundai’s Bluelink app also allows for remote functions like pre-conditioning the cabin or checking the car’s location, which comes in handy more often than you’d think.

Boot space is another win. With the third row folded, you’ve got up to 712L to work with, and the flat loading area makes it easy to slide in prams, sports gear or a full grocery run. There’s also a bit of underfloor storage for smaller items, along with a full-size spare and a powered tailgate in this grade.

At close to 4.3 metres long, less than 1.8m wide and under 1.5m tall with a 2631mm wheelbase the Golf sits at the more compact end of the small-car spectrum.

But there’s plenty of head and shoulder room up front with relatively large doors making entry and egress easy.

Storage is plentiful with bins in the doors large enough to swallow large bottles, a decent glove box, an open tray in the dash for the front passenger and twin cupholders in the centre console (one able to hide away for extra general storage), a wireless device charging bay and a coin or pen slot next to the gear selector. 

Special mention goes to the padded lid on the storage box between the front seats, which in modern VW style, can ratchet up through three positions and extend out to make its side hustle as an armrest even more valuable.

Move to the back and, understandably, there’s adequate rather than copious amounts of space, roughly on a par with others in the class.

Sitting behind the driver’s seat set for my 183cm position I have decent leg and headroom and there’s enough width for three (friendly) full-size adults on a short journey but it’s best for two.

There are generous door bins, again with room for large bottles, map pockets on the front seatbacks, two (and a half) cupholders in the fold-down centre armrest and an oddments slot under twin adjustable vents at the rear of the front centre console.

Power and connectivity runs to dual USB-C jacks and a 12-volt socket up front, with another two USB-Cs in the back and a 12V in the boot.

Speaking of which, the boot measures 374 litres (VDA) with the 60/40 split-folding rear seat upright expanding to 1230L with it folded.   

Interestingly, the Golf’s Corolla nemesis offers only 217 litres of boot space with all seats up. But the flagship ZR grows to 333L because it ditches a physical spare tyre for a repair/inflator kit.

Something the Golf, to VW’s credit, doesn’t do, with a space-saver spare under the boot floor. Numerous load anchors and bag hooks in there are a big plus.

The fact you’re able to tow a 1.5-tonne braked trailer (690kg unbraked) rounds out a solid practicality package. 

We may have been swamped by the SUV wave over the past couple of decades but the small hatch hasn’t disappeared and at $39,290, before on-road costs, the Golf 110TSI Life lines up against a main quintet of quality internal-combustion alternatives.

Sitting at around the same money (all prices before on-road costs) are the Hyundai i30 Premium 2.0P ($39,500), Kia K4 Sport+ Hatch ($39,090), Mazda3 G25 GT Vision ($40,410), Subaru Impreza 2.0S ($40,990) and Toyota Corolla ZR Hybrid ($39,100).

It’s the Corolla that dominates the category overall, currently outselling the Golf by a ratio of 6.5 to one (5208 vs 799 units - YTD 2026).

And in this instance, the entry-level Golf aligns with the top-spec (non-GR) Corolla ZR which would appear to place it firmly behind the eight ball in terms of value. But does it?

Aside from the performance and safety tech we’ll get to shortly the Golf 110TSI Life’s standard specification includes auto LED headlights, rear fog lights, surround lighting (projected from the door mirrors), 17-inch alloy rims, single-zone climate control, a 10.2-inch instrument display, a 10.3-inch central multimedia screen, six-speaker audio (with digital radio), Android Auto and Apple CarPlay connectivity, ‘GoConnect’ connected services, LED ambient lighting, heated and power-folding exterior mirrors, a leather-trimmed steering wheel and rain-sensing wipers.

Not exactly poverty spec, but for context the Corolla ZR matches all that and picks up 18-inch alloys, high grade LED headlights, front fog lamps, an eight-way power-adjustable driver’s seat, heated front seats, dual-zone climate, leather and synthetic suede seat trim (compared to the Golf’s cloth), a 12.3-inch instrument display, eight-speaker JBL audio and more.

Under the bonnet, the Hyundai Palisade has made the full switch to hybrid, with the same powertrain offered across both trim levels. It pairs a 2.5-litre four-cylinder turbo-petrol engine with an electric motor, sending power to all four wheels.

Combined outputs sit at 245kW and 460Nm, which is a noticeable step up from the outgoing V6 petrol and 2.2-litre diesel it replaces.

On the road, the six-speed automatic does a smooth job of working through the gears, and the hybrid system keeps things impressively quiet at lower speeds. You’ll still notice the transition when the petrol engine cuts in, but it’s not especially intrusive.

It also retains a braked towing capacity of 2000kg, which should be enough for smaller weekend toys.

As its name implies the Golf 110TSI Life is powered by a 1.4-litre turbo-petrol four-cylinder engine sending 110kW (there it is) and 250Nm to the front wheels via an eight-speed automatic transmission with shift paddles on the steering wheel.

It’s an all-alloy unit featuring direct-injection and an air-to-water turbo intercooler with variations of it used in other VW models as well as numerous Audis, Cupras and Skodas.

VW doesn’t quote a zero to 100km/h time for the standard Golf but you can expect a number in the mid-eight second bracket.  

The new hybrid Hyundai Palisade has an official combined fuel cycle figure of just 6.8L/100km and a 72L fuel tank, giving this a theoretical driving range of just over 1000km, which is excellent for a big family mover. My real-world use, after doing a solid mix of open road and urban driving this week, is 7.7L/100km which is a decent result, especially given I’m not shy about utilising power!

The Golf’s official fuel consumption figure for the combined (urban/extra-urban) cycle is 6.3L/100km, the 1.4L turbo four emitting 143g/km of CO2 in the process.

Over a week of mainly city and suburban running with some freeway sections thrown in, we recorded an on-test average of 7.4L/100km. That’s still a respectable number in the context of the category.

Brim the 50-litre tank with minimum 95 RON premium fuel and using our real-world figure you can expect a driving range in excess of 670km.

On the move, the Hyundai Palisade hybrid system feels like a worthwhile addition. Power delivery is smooth and there’s enough on tap to keep up with traffic without any stress. You’ll occasionally notice the transition between electric and petrol power, particularly when accelerating harder from a standstill, but it’s otherwise fairly well resolved.

Where the Palisade really shines is in comfort. It’s an easy cruiser, whether you’re on the highway or just doing the school run. The suspension strikes a nice balance as it’s well-cushioned without feeling overly soft, and there’s enough road feedback to stop it from feeling floaty. For something this size, body roll is also kept in check, so it doesn’t feel out of its depth on a winding road.

Around town, it’s just as easy to live with. The steering has a reassuring weight to it and feels responsive enough, while visibility from the driver’s seat is excellent. You sit high, with a clear view out the front and sides.

The only real quirk is that the regenerative braking can feel a little firm at lower speeds, particularly in stop-start traffic, and it takes a bit of adjustment to smooth things out. But it’s not a deal breaker.

Cabin noise is kept impressively low, even at highway speeds, making it easy to hold a conversation across all three rows, something my passengers appreciated on a recent weekend trip.

Despite its size, it’s not as intimidating to manoeuvre as it looks. The turning circle is a relatively tight 11.94 metres, and the 360-degree camera system does a lot of the heavy lifting when parking. You’re still aware of its footprint in tighter spaces, but it’s far from cumbersome.

The Golf is a comfortable, refined and dynamically capable small hatch.

Suspension is strut front, four-link rear and combined with the 17-inch rims shod with comfy 225/45 Nexen N Fera Sport rubber the 110TSI Life manages to soak up typical suburban and highway bumps and dips well. Especially impressive for a small car with such a short wheelbase.

And despite the fact they’re trimmed in humble cloth, the front seats are super comfy and supportive.

An impressively slick 0.275 drag coefficient makes sense when you experience the modest wind noise at highway speeds.

The steering is vehicle speed and input-sensitive and road feel is outstanding. Slipping into ‘Sport’ mode and pushing through some twisting corners it feels like this humble 110TSI is a hot hatch in hiding.

The eight-speed auto transmission is smooth and taking control for more urgent shifts via the steering wheel paddles adds to the enjoyment when you’re in the mood or the need arises.

You’d never know the engine is turbocharged, with the 1.4-litre four-cylinder delivering its power in satisfyingly linear fashion, even at slow speed from low revs.

You can expect zero to 100km/h acceleration in the mid-eight second bracket with 250Nm of pulling power easily enough for confident urban lane changes and 110kW of power on tap for secure highway overtaking.

No surprise brakes are discs all around, vented at the front, and given the car weighs in at a trim 1345kg stopping power is strong and consistent.

Under the heading of general observations, the media system is quick and intuitive to use, all around vision is good despite the characteristically chunky C-pillar and although an 11.1-metre turning circle is a bit above the class average, parking is easy.  

The Golf was awarded a maximum five-star ANCAP rating from assessment in 2022, scoring particularly well in terms of adult and child occupant protection. 

Active (crash-avoidance) tech includes a suite of ‘IQ.Drive’ features including autonomous emergency braking (AEB) with pedestrian and cyclist detection, blind-spot monitoring, lane-departure warning, park assist, front and rear proximity sensors, a reversing camera, driver fatigue monitoring and more.

Worth noting if you want the rear cross-traffic alert and exit warning you’ll need to step up to the Style grade ($44,350, before on-road costs).  

If, despite all of the above, a crash is unavoidable there are nine airbags onboard - front, front side, front centre, rear side and side curtain.

For child seats there are three top tether points across the rear seat with ISOFIX anchors in the two outer positions.

That’s all on the pace for the category.

Ownership for the Hyundai Palisade is fairly straightforward and competitive for the segment. It’s backed by Hyundai’s five-year, unlimited-kilometre warranty, which can be extended by a further two years if you service exclusively through the brand.

Servicing costs are also reasonable for a large SUV. You can pre-purchase a three-, four- or five-year plan, with the latter coming in at $2630, which stacks up well against similar rivals.

Intervals are set at every 12 months or 10,000km, and with more than 100 service centres across the country, access shouldn’t be an issue for most owners.

Volkswagen Australia covers the Golf with a five-year/unlimited kilometre warranty, which is on par with other mainstream brands like Ford, Mazda and Toyota, but behind a dozen others including Hyundai, Kia and Skoda at seven years/unlimited km with the likes of Honda at eight and MG, Mitsubishi and Nissan at 10 years conditional.

Servicing is recommended every 12 months/15,000km and three-, four- and five-year pre-paid service ‘Care Plans’ are available, with the latter for the Golf 110TSI Life locked in at $2940, which splits out to a relatively steep $588 per workshop visit. Pay-as-you-go ‘Assured Service Pricing’ works out at $621 per service.

For reference, a comparably priced Toyota Corolla ZR hatch will set you back a flat $250 per service for each of the first five years. 

There are more than 100 Volkswagen dealers across the country covering all states and territories including main rural and regional areas.