Jeep Cherokee vs Hyundai Palisade

What's the difference?

The Cherokee is perhaps not going to tempt anyone set on a mainstream mid-size family SUV. But, to those on the periphery who are genuinely looking for something different, there’s a lot on offer here.

The proposition is boosted by the Cherokee’s unique off-road equipment and compelling price tag, but just keep in mind it’s old-fashioned in more than just one way…

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.

Part of me wants to like the Cherokee. It’s a refreshingly modern take on the mid-size formula from Jeep. There’s another part of me which thinks it’s a bit soft around the edges with a little too much influence from the likes of the last-generation RAV4, especially around the rear. A smaller, heavily opinionated, part of me says it looks like the kind of car the Hamburgler would drive.

But you can’t deny the black paint with black and grey highlights looks tough. The raised plastic bumpers, small wheels, and red powder-coated recovery hooks speak to this SUV’s off-road ambition. And the package is nicely rounded out with LED light fittings front and rear which cut nice angles around this car’s edges.

Inside is still very… American, but this has been toned down significantly from past Jeep offerings. There are almost no truly awful plastics now, with an abundance of soft-touch surfaces and nicer interaction points.

The wheel is still chunky and leather-clad though, and the multimedia screen is an impressive and bright unit taking centre stage in the dash.

My main complaint with the cabin is the chunky A-pillar which eats a bit of your peripheral vision, but otherwise it’s a plush design.

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 plushness makes for a comfortable environment, particularly for front passengers who benefit (in this case) from power adjustable seats, telescopically adjustable steering column and faux-leather trimmed padded surfaces pretty much everywhere.

There are small bottle holders in the doors, big bottle holders in the centre console, a large armrest box, and a small trench in front of the transmission stick. Sadly the Cherokee seems to miss out on the secret compartment under the seat base which the smaller Compass gets.

Back seat occupants get a decent, but not impressive, amount of space. I’m 182cm tall and had a small amount of airspace for my knees and head. There are small bottle holders in the doors, pockets on the back of both front seats, a set of movable air vents and USB ports on the back of the centre console, plus large bottle holders in the drop-down armrest.

Seat trim all-around has to be commended for being ultra-soft and comfortable, albeit not super supportive.

The second row is on rails, allowing you to max out boot space if need be.

Speaking of boot space, it’s a tough one to compare to other models because Jeep is insistent on using the SAE standard rather than the VDA standard (as one is more or less a liquid measurement, and the other is one made up of cubes, they are impossible to convert). Regardless, the Cherokee managed to consume all three items in our luggage set with ease, so it at very least has a competitive standard boot capacity.

The floor in our Trailhawk was carpeted, and a luggage cover comes standard. Worth noting is how high the boot floor is off the ground. This limits the space available, but is required for the full-size spare hidden under the floor, a must for long-distance drivers.

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 Hyundai Palisade range is fairly straightforward, offered in two trim levels. We’re looking at the recently added mid-spec Elite here, which sticks with an eight-seat layout and is priced from $76,500 before on-road costs. Step up to the flagship Calligraphy and you can choose between seven or eight seats, depending on how often you’re playing chauffeur.

Price-wise, the Palisade Elite hybrid does sit above its perceivd rivals. The Toyota Kluger GXL Hybrid starts from $71,930 MSRP, while the smaller Kia Sorento Sport+ Hybrid undercuts it more noticeably again at $67,180 MSRP. So yes, you are paying a premium here, but the Hyundai is quite a bit bigger than those two models.

That said, the features list does a decent job of justifying it. You get leather-appointed upholstery, power-adjustable front seats with heating, a heated steering wheel and power-folding outboard seats in the second row, all things that make day-to-day family life a bit easier.

Tech is another strong point. There’s a 14-speaker Bose sound system, dual 12.3-inch displays, built-in navigation, over-the-air updates and three-zone climate control. Charging is well covered too, with six 100W USB-C ports, an additional data port, two 12-volt sockets and a wireless charging pad.

There are a few newer touches worth mentioning. A fingerprint authenticator can store up to two users, which is handy if the car gets shared, and this generation also introduces two digital keys. You also get access to Hyundai’s Bluelink app, which allows for remote functions like pre-conditioning the cabin, locking or unlocking the car and checking its location.

On the practicality front, there’s a full-size spare alloy wheel, a 360-degree camera system and a powered tailgate. Families will also love the four ISOFIX child seat mounts and five top-tether anchor points.

The Cherokee shows its star-spangled heritage here with a rather old-school drivetrain.

Under the bonnet is a 3.2-litre ‘Pentastar’ non-turbo V6. It produces 200kW/315Nm which you might note isn’t much more than a lot of turbocharged 2.0-litre alternatives these days.

If you were hoping for a diesel as a more attractive option for long-distance travel, tough luck, the Trailhawk is V6 petrol only.

The engine is perhaps at odds with the modern nine-speed torque converter automatic transmission, and the Trailhawk is one of the few front-biased, non-ladder chassis-based vehicles to have a low-range crawl gear and locking rear differential.

The Trailhawk drives all four wheels.

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.

In the spirit of keeping the hard-done-by fuel conglomerates in business, this V6 is as thirsty as it sounds. This is compounded by the fact that the Trailhawk weighs in at close to two tonnes.

The official claimed/combined figure is already not great at 10.2L/100km, but our week-long test produced a figure of 12.0L/100km. Not a good look when many of the Cherokee’s mid-size competitors are at least in the single-digit range, even in real-world testing.

In a small concession, you’ll be able to fill up (annoyingly frequently) with entry-level 91RON unleaded. The Cherokee has a 60L fuel tank.

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 Cherokee drives pretty much exactly how it looks, soft and ‘murican.

As thirsty as the V6 might be, it’s fun in a kind of retro way to be behind the wheel. It makes lots of angry noises and flies up the rev range (into fuel-drinkin’ town) all too easily, although despite that you might notice you’re not going particularly fast the whole time.

This is largely down to the Cherokee’s overbearing weight. Not great for fuel usage, it does have benefits for comfort and refinement.

On tarmac, and even gravel surfaces, the interior is impressively quiet. There’s little road noise or suspension rattle, and even the fury of the V6 is more of a distant thrum.

Gravity takes its toll in the corners, where the Cherokee hardly feels like a confident apex carver. The steering is light though, and the long-travel suspension is soft and forgiving. This makes for a refreshing SUV experience which places the focus solely on comfort over sportiness.

It’s also a nice point of difference from many mainstream competitors which seem hell-bent on making mid-size family SUVs handle like sports sedans or hatchbacks.

A test of the off-road features was a little outside the scope of our regular weekly test, although a thrashing down a few gravel tracks only served to confirm my confidence in the comfort suspension tune and stability of the standard all-wheel drive mode on offer.

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 Hyundai Palisade holds a five-star ANCAP safety rating from testing conducted in 2025, and comes equipped with eight airbags, including curtain airbags that extend across all three rows.

The safety suite is comprehensive, covering most of the expected bases. You get blind spot monitoring, lane keeping assist, lane departure warning, forward collision warning, a 360-degree camera system, front and rear parking sensors, rear cross-traffic alert and side exit assist.

There are a couple of omissions worth noting. It misses out on emergency call functionality, and there are no seatbelt reminders for the two middle seats in the second and third rows.

The adaptive cruise control isn’t well-calibrated as it slows down firmly on hills, up to 10km below the set speed limit, which is better than going over the limit but still makes the system feel a bit clunky in real-world use.

Autonomous emergency braking with pedestrian, cyclist and motorcyclist detection is operational from 5.0-85km/h, and up to 130km/h for vehicle detection.

For families, there’s solid flexibility with four ISOFIX child seat mounts and five top-tether anchor points, making it well set up for multiple child seats across the rear rows.

Jeep has upped its ownership promise in the past few years with what it calls the “there and back guarantee”. This consists of a five-year/100,000km warranty and matching capped price service program.

It’s a shame the warranty is distance-limited, but time-wise is on par with Japanese makers. While the capped price service program is welcome, it's almost twice as expensive as an equivalent RAV4.

According to Jeep’s online calculator, services varied from $495 to $620 on this particular variant.

Roadside assist is offered beyond the warranty period provided you continue to service your vehicle at an authorized Jeep dealership.

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.