Hyundai Palisade vs Volkswagen Tayron

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.

So, does the new Volkswagen Tayron 195TSI R-Line sink or swim? It's definitely swimming as it delivers a solid blend of features and comforts for families seeking a 'sometime' seven-seater. It's not yet on the podium as it doesn’t hit every mark. Purchase price and servicing costs may put some buyers off but it packs in a number of thoughtful, family-oriented features. Whether it will go on to become Volkswagen’s standout seven-seat offering remains to be seen, but it’s a capable, well-rounded option in the segment.

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 Tayron has a robust silhouette but avoids tipping into boxy territory. Its long wheelbase is balanced well by the overall shape and the large 20-inch alloy wheels give it a planted, purposeful stance. It’s a pleasant-looking family SUV, though it stops short of being particularly distinctive. Beyond the illuminated Volkswagen badges (which are a genuine highlight and lend the Tayron some subtle Tron-like flair) the design is fairly unassuming.

Inside, the Tayron makes its strongest impression after dark. Multiple illuminated panels with galaxy-like patterns add depth and visual interest, giving the cabin a sense of atmosphere that’s largely absent in daylight. There’s a reassuring mix of soft-touch surfaces and materials throughout. Suede-like microfleece and leather elements are used generously, contributing to a cabin that feels well made.

The black headliner is a win when you have kids but interestingly for a top-spec grade, there is no sunroof. The R-Line leather steering wheel looks the part and feels good in hand but aside from the expansive digital displays, the cabin lacks a clear focal point. A little more personality would have gone a long way toward elevating the cabin space.

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.

The Tayron’s cabin hits most of the right notes for a three-row family SUV. Space is strongest in the front and middle rows, with generous head and legroom accommodating taller passengers without issue. That said, the narrow centre armrest means the driver and front passenger end up quietly competing for elbow room on longer drives.

The electrically-adjustable front seats are the most comfortable place to be, particularly over distance. With heating, ventilation, massage and strong lumbar and under-thigh support, they reinforce the sense that this is the flagship grade.

Storage up front is more mixed. The door bins and glove box are on the larger side, but the centre console leans more towards tray than box. While the ‘hideaway’ dual wireless charging pads are a clever idea, accessing them means clearing whatever you’ve placed on the shelf above. A small drawer to the right of the steering wheel is a useful touch, though, and works well for a garage remote or wallet.

The second row is firmer and more bench-like, with seat backs that don’t offer much support in corners. Heated outboard seats are a welcome inclusion, but, much like the Tiguan Allspace, there are noticeable gaps of around 12cm between the seats and the doors. While the Tayron offers three top-tether anchor points across this row, fitting three child seats side by side would be challenging.

That said, amenities in the second row are plentiful. The transmission tunnel is relatively low, foot space is generous, and there’s no shortage of features to keep younger passengers comfortable. Map and device pockets, dedicated climate controls, two USB-C ports, retractable cupholders and manual sunblinds all feature. The sunblinds, in particular, are a road-trip essential when travelling with kids or a sleeping baby. The only frustration is that the climate and seat heating controls can occasionally lock, requiring access via the front touchscreen.

The third row is kid-coded because of the access and available legroom. There’s no footwell as the seat base sits fairly close to the floor, so knees are up. There are also no amenities aside from a single cupholder, so any novelty will quickly wear off even for younger kids.

Much of the Tayron’s functionality runs through the large 15-inch multimedia display, including climate control. The screen offers clear graphics and is mostly responsive, though some lag can occur on start-up. Built-in navigation is standard, along with wireless Apple CarPlay and Android Auto. CarPlay maintained a consistent connection and pairing was straightforward.

Practicality is rounded out by a well-shaped boot. With all seats in use, there’s 345L of cargo space which is enough for school bags and a grocery run. Fold the third row and capacity expands to 850L, which is better than several key rivals. The squared-off load area makes it easy to stack gear, and it comfortably swallowed a nine-year-old’s BMX bike and scooter without needing to fold the second row, which benefits from a versatile 40/20/40 split.

All grades come with a space-saver spare tyre, which is far preferable to a repair kit, and the R-Line adds a hands-free powered tailgate. Deep side pockets flanking the height-adjustable boot floor and a 12-volt socket round out a cargo area that feels genuinely family-friendly.

A hybrid version of the Tayron is expected later this year, but for now Volkswagen is launching the model with three petrol engines across three grades. We’re family-testing the flagship 195TSI R-Line, which sits at the top of the range and offers the most power, priced at $73,490, before on-road costs.

That places it towards the upper end of its immediate rivals. The Kia Sorento GT-Line and Skoda Kodiaq RS come in more affordably, at $66,290 and $69,990, respectively, while the Toyota Kluger Grande jumps well beyond at $85,135, before on-road costs.

On paper, the Tayron doesn’t dramatically out-spec its competitors, which means its value equation doesn’t immediately leap out. Particularly as it’s also more expensive than the Tiguan Allspace it replaces, which won’t thrill some prospective buyers.

That said, there is little to want for with the R-Line, which will soften the sting. The cabin is generously appointed, with 12-way electric front seats featuring three-position memory, heating, ventilation and a massage function. Upholstery is finished in Varenna leather, paired with a mix of suede-like microfleece and synthetic leather trims. Second-row outboard seats are heated, as is the R-Line leather steering wheel and a 30-colour ambient lighting system adds a noticeable lift to the cabin at night.

Technology plays a central role, with a large 15-inch multimedia display joined by a 10.25-inch digital instrument cluster and a colour head-up display. The system runs Discover Pro Max navigation and includes a voice assistant function, wireless and wired Apple CarPlay and Android Auto, Bluetooth connectivity and a 10-speaker Harman Kardon sound system covering AM, FM and digital radio.

Elsewhere, the R-Line includes a 360-degree camera system with a cleaning function, although image clarity is slightly underwhelming for a vehicle at this price point. Owners also receive a complimentary five-year subscription to Volkswagen’s 'GoConnect' app, which provides live vehicle status, location tracking, trip data, warning notifications and direct dealership communication.

Day-to-day practicality hasn’t been overlooked. There are manual sunshades for the second row windows, three-zone climate control, two 15W wireless charging pads, four USB-C ports, and two 12-volt sockets. A hands-free powered tailgate and a space-saver spare tyre round out a feature list that, while not segment-leading, is thorough and well considered.

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.

For now, the R-Line sits at the top of the Tayron range and is the most powerful version available. It’s powered by a 2.0-litre, four-cylinder, turbo-petrol engine producing 195kW of power and 400Nm of torque, paired with a seven-speed auto transmission and all-wheel drive.

In isolation, and particularly against its key petrol-powered rivals, those figures stack up well. For everyday family duties, the combination feels suitably polished.

With a 2500kg braked trailer towing capacity, it's competitive for this segment and will be sufficient for many families towing medium-sized toys. That said, buyers coming from, or expecting, a Touareg replacement may notice the difference. The Tayron doesn’t match the larger SUV’s 3.5-tonne towing capability. And the larger capacity will be missed.

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!

Some of the Tayron’s key rivals lean on mild-hybrid assistance to improve fuel efficiency, and on paper they offer an advantage in this area. By comparison, the Tayron 195TSI R-Line sticks with a conventional petrol powertrain, so its efficiency figures are largely in line with what you’d expect given its size, weight and performance.

Volkswagen claims a combined (urban/extra-urban) fuel cycle figure of 8.6L/100km for this grade. With a 58-litre fuel tank, that translates to a theoretical driving range of up to 698km. In real-world use, after a mix of longer highway driving and some urban running, I recorded an average of 9.3L/100km, which feels reasonable rather than surprising.

Efficiency is an important consideration for families, particularly in this segment and it will be interesting to see how the upcoming hybrid powertrain performs once it arrives. For now, the R-Line’s fuel consumption feels broadly consistent with its output, even if it doesn’t lead the class.

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 R-Line’s engine is the standout in the Tayron range. It delivers solid, usable power with enough in reserve to make overtaking straightforward, particularly at highway speeds. While it doesn’t have the same effortless surge as the larger Touareg, it performs where it matters for everyday driving.

There is an occasional shudder through the front suspension and steering when entering a roundabout or turning off on a hill. It’s brief when it occurs, but noticeable and not something you expect to feel regularly in this class.

Suspension tuning is on the firmer side, though overall ride comfort remains acceptable. The Tayron provides decent road feedback without feeling unsettled or harsh. At higher speeds the cabin can sound slightly tinny, but around town it remains quiet and composed.

Steering response is direct without being heavy. The Tayron corners confidently for a vehicle of this size, but there is some body roll, which is most apparent for passengers in the back rows.

Forward and side visibility are strong, helped by a high seating position and unobtrusive pillars. Rearward visibility becomes more limited when the third row is in use, and a digital rear-view mirror would be a worthwhile addition.

With a 12.1m turning circle, the Tayron can feel large in tighter car parks, though it’s otherwise easy enough to park. The 'Park Assist' function and 360-degree camera system helps, even if image clarity falls short of what you’d expect from a flagship grade.

The Tayron carries a fresh maximum five-star ANCAP rating from 2025, with strong results across the board - 87 per cent for adult and child protection, 83 per cent for vulnerable road users and 85 per cent for safety assist systems. Nine airbags come as standard, including side-chest protection for the front and middle rows, something often reserved for the front seats alone and side curtain airbags extend across all three rows.

The suite of driver-assistance systems is comprehensive. Features include blind-spot monitoring, lane keeping aid, lane departure alert, side door impact protection, driver attention monitoring, traffic sign recognition, side exit warning, front and rear cross-traffic alert and forward and rear collision warning with emergency braking. The emergency braking system is sensitively tuned, though, and can be triggered by minor obstacles like leaves on the road, leading to the occasional mini heart attack while parking.

Adaptive cruise control with stop-and-go functionality is reasonably well calibrated. The middle row benefits from ISOFIX child seat mounts and three top-tether anchor points, though the third row misses out entirely. Emergency call capability is also absent.

Autonomous emergency braking covers vehicles, cyclists, motorcyclists and pedestrians and is operational from 4.0-250km/h.

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.

The Tayron is covered by Volkswagen's five-year/unlimited km warranty which is a shorter term than a lot of its rivals.

You can pre-purchase a three- or five-year servicing plan at $2207 or $4098, respectively, which isn’t as affordable as some rivals but does include roadside assistance. However, at the time of writing, the five-year price was set at $3550.

Servicing intervals are well spaced at every 12 months or 15,000km, whichever occurs first, with servicing available at any of VW's 118 official service centres nationwide.

The Tayron only accepts a minimum 95 RON unleaded petrol, which might sting a little with regular fill-ups.