Two of the biggest and newest large SUVs face off for the ultimate in big-family bragging rights.
Amongst the field of large SUVs, some are bigger than others. Now, two of the biggest and newest large SUVs face off. These two options – the Hyundai Palisade and the Nissan Pathfinder – punch hardest in this regard. Compared to other popular options like the Santa Fe, Kluger and Sorento, these two are noticeably more capacious, which is a major calling card for big families.
It’s worth saying here that people movers are still regarded as the best choice for big families, offering the most amount of space, practicality and flexibility for five-plus occupants. The Kia Carnival is the king of kings in this regard, but the Hyundai Staria and Volkswagen Transporter are also worth considering.
However, SUVs are a preferred choice for many Australian families. And looking through that prism, these two pack the biggest punch for size and practicality. Which is best? And where are the strong points of each? Let’s have a closer look.
How much does the Nissan Pathfinder Ti cost in Australia?
Ti specification is the entry-level Pathfinder in the recently reduced two-model range, priced from $70,030 with all-wheel drive and before you include on-road costs. Above this sits the is all-wheel-drive Pathfinder Ti-L ($80,227 plus on-road costs), while the lower-cost Ti 2WD ($65,910), ST-L AWD ($61,790), and ST 2WD ($54,190) models have been recently scrapped.
Some important specifications for this model include: 360-degree camera, front and rear parking sensors, built-in second-row sunshades, powered tailgate, leather-accented seating trim, heated front and second row outboard seats, and a 13-speaker Bose sound system.
A 9.0-inch infotainment display and 10.8-inch head-up display are standard across the range, but buyers will need to step up to the more expensive Ti-L if they want the upgraded 12.3-inch digital instrument cluster. Same for rain-sensing wipers, which seems odd at this price.
Top-spec Ti-L is the only model to also get a removable centre console in the second row, which makes for a seven-seat capacity overall (2+2+3). All other models can squeeze in eight in total (2+3+3).
How much does the Hyundai Palisade Elite cost in Australia?
As long as the long-maligned people mover remains on the nose for Australian buyers – despite being excellent these days – there will be ripe opportunity for the 2023 Hyundai Palisade to thrive.
It’s Hyundai’s biggest SUV and offers room for up to eight inside across three spacious rows. It’s bigger than your average large SUV, and it does it without a sliding door in sight.
Why has the Palisade already been refreshed, I hear you ask? Although the big Korean first came to the Australian market in late 2020, the model dates back to 2018 globally. That means this update is right on time for midlife refresh.
The basic recipe is still the same, but this updated Palisade does bring some important upgrades and updates.
Firstly, it’s now a five-star ANCAP car after picking up additional safety equipment and going through subsequent testing. It’s got a new interior with bigger infotainment display, more technology, and a refreshed look.
The refreshed range comes in only two flavours: Elite and Highlander, both of which have relatively high levels of standard equipment. Both are available with either all-wheel-drive diesel power or with a less expensive petrol front-wheel-drive set-up.
In this case, we’ve got the less expensive Elite specification coupled with the more expensive diesel powertrain and priced at $69,900 before on-road costs.
| Key details | 2023 Nissan Pathfinder Ti | 2023 Hyundai Palisade Elite |
| Price (MSRP) | $70,030 plus on-road costs | $69,900 drive-away |
| Colour of test car | Deep Ocean Blue Pearl | Abyss Black |
| Options | Pearlescent paint – $750 | Metallic paint – $695 |
| Price as tested | $70,780 (plus on-road costs) | $70,685 plus on-road costs |
| Drive-away price | $78,456 (NSW) | $76,572 (NSW) |
How much space does the Nissan Pathfinder Ti have inside?
The overall size of the Pathfinder is its biggest strength in a segment where such things really matter. But beyond that, the interior has some thoughtful and practical inclusions that help with everyday usage.While it’s slightly shorter overall and uses the same 2900mm wheelbase, the Pathfinder still feels huge on the inside. It’s a proper three-row experience as well, offering good levels of space to fit seven adults with a modicum of comfort.
In this sense, the Pathfinder lines up more against the Hyundai Palisade or (dare I say it) Kia Carnival. The purpose-built people mover is still the undisputed champion of people moving, but SUVs happen to be the apple of the Australian buyer’s eye. For better or for worse.
When viewed through that lens, this Pathfinder is one of the biggest and most spacious of the mainstream offerings. And it’s done with some smart attention to detail and helpful features.
Up front, the layout of things like air-conditioning and infotainment is all very traditional and easy to use, with buttons and dials aplenty to twist and prod. The centre console is huge, and there’s additional bulk storage underneath the gearshifter (for things like handbags, bum bags, or lunch bags, perhaps). Smaller stuff can go onto the rubberised shelf in front of the passenger, or in the big space that also has the wireless charging pad.
In the second row, the first thing you’ll notice is the amount of legroom on offer. It reminded me of an early 1990s Range Rover LSE with a near walkway in the footwell. It sounds excessive perhaps, but it’s important for a couple of reasons. Firstly, you can slide the second row forward significantly to free up room in the back. And secondly, the amount of space lets you walk in and scooch across for doing up kids’ seatbelts when there is a busy road on the other side.
The seating position is slightly raised in the back here, which affords good visibility and a sense of inclusion. I like the twin cupholders on each back door, plus room for storage bottles and things lower in the door cards. There are air vents in the roof (and controls on the back of the console) plus a pop-down armrest with cupholders in the middle.
Getting into the third row, sometimes a tight and inelegant affair, is good in this Pathfinder. Nissan’s ‘EZ-Flex’ system takes one press of a button, and slides the second-row seat while simultaneously tilting the entire base forward and out of the way. It allows for plenty of room to get into the third row, but there’s another important detail here: pulling the seat back and down puts it into a preordained position that is slightly forward, allowing for legroom in both second and third rows. It’s a small detail, but a welcome one for those who plan to regularly use the full complement of seats.
And along with decent levels of space, comfort and visibility in the rearmost seats, you’ve got even more cupholders (four), a USB power outlet and roof-mounted air vents.
The boot measures in at 205L with the third row of seats up, which is decent by any measure. There’s enough room for a big family grocery shop, and lifting the false floor shows even more room for storing stuff. Folding the third row opens up 554L of space and allows for trouble-free loading of luggage, kids’ bikes, and anything bigger or bulkier.
The flipside here is that there’s no full-size spare wheel in the Pathfinder. Instead, you’re stuck with a space-saver that is underslung at the back of the car.
The difference between the two set-ups is the second row, which can be a conventional seat with room for three, or with two captain’s chairs and a narrow aisle in between.
There is definite merit in the seven-seat set-up. While having an extra seat in the middle row has obvious appeal, the extra space in the middle can pay dividends if you’re planning on having baby seats fitted more often than not.
Even with a bulky rearward-facing capsule, one can slink along in between the seats and get into the back. Not something easily done with a conventional three-seat middle row.
Because of the sheer size of the Palisade – and its squared-off shape – the amount of space available is good. A sliding second row (with room to burn) can allow adults to fit into the third row quite comfortably and with good amenities.
If you’re planning on carrying more than four full-sized adults in proper spacious comfort, then the Palisade delivers.
Updates for this 2023 Hyundai Palisade are seen inside through the new dashboard design, updated infotainment display, and refreshed steering wheel.
It feels fresh and modern, especially with that full-length air vent, but still has a strong eye on practicality. There’s good storage available underneath the gearshifter, and a big topside storage cubby (with trick fold-away cupholders) can also fit a lot of stuff.
There are loads of power outlets dotted throughout the cabin, along with cupholders and bottle holders. The twin cupholders in the second-row doors make a lot of sense, and make me wonder why more cars like this don’t have such a thing.
You don’t get the nappa leather seat trimming in this Elite specification, but the leather-appointed seats (heated up front) are comfortable nonetheless. They’re broad and cushy, and just the ticket for a vehicle like this one. They have 10 different directions of electric adjustment (including lumbar support), which is bested by 12-ways in the Highlander.
Highlander also gets an eight-way electric passenger seat and heating/ventilation for front and rear outboard seats, while this Elite slums it with a basic four-way manual front passenger seat and heating for the front seats only.
The mix of materials and build quality all seems very good in this case, and suited to the application of family usage. Overall, it makes for a family vehicle that is – let’s face it – too big for most Australian families, but hits the nail on the head for those with a super-size appetite.
| 2023 Nissan Pathfinder Ti | 2023 Hyundai Palisade Elite | |
| Seats | Eight | Seven |
| Boot volume | 205L to third row 554L to second row 782L to first row at window line |
311L to third row 704L to second row 1297L to first row |
| Length | 5004mm | 4995mm |
| Width | 1978mm | 1975mm |
| Height | 1802mm | 1750mm |
| Wheelbase | 2900mm | 2900mm |
Does the Nissan Pathfinder Ti have Apple CarPlay and Android Auto?
A new 9.0-inch infotainment display is standard across the Pathfinder range, which includes native navigation, Apple CarPlay (wireless), Android Auto (wired) and digital radio. It’s a good system that is simple to use, with volume knobs and navigation buttons making life easy. There’s also a good head-up display for your live speed and traffic sign recognition, which can help reduce your chance of accidentally speeding (and getting a note in the mail about it).There’s a USB-A and USB-C power outlet up front, along with a single 12V plug. The only thing that the more expensive Ti-L has going for it over this spec is a 12.3-inch digital instrument cluster instead of the blended analogue and 7.0-inch digital set-up that we have here (which works fine, by the way).
Apple CarPlay and Android Auto are available through the USB-A connection near the cupholders. You’ll notice there is a mix of USB-A and USB-C outlets as well, which helps modernise the experience a little. The infotainment display has native navigation and digital radio, and is essentially unchanged from the more expensive Highlander variant.
Also unchanged is the 12.3-inch digital instrument cluster, which is seen in a variety of other high-spec Hyundai vehicles. It mimics analogue gauges for the most part, with a large speedometer and tachometer dominating the pixels. There are some additional bits of information to dig through here, including tyre pressure monitoring.
What does the Elite miss out on, then? The adjustable head-up display is a major one, as is the good quality surround-view monitor system. Elite also misses out on rain-sensing wipers and stainless steel speaker covers. Although, the sound system is the same Infinity-branded unit with 12 speakers and an external amplifier.
Is the Nissan Pathfinder Ti a safe car?
This new model – despite sharing underpinnings with the previous generation – has scored well in recent ANCAP safety testing. It scored five stars in 2022 with an 86 per cent score for adult occupants. Child occupants get a higher 93 per cent score, while vulnerable road users (pedestrians) get 78 per cent. The Pathfinder’s safety assist systems score 85 per cent.Key in getting a good ANCAP safety rating is a new raft of safety systems for the Nissan Pathfinder. Airbags number nine in total, including side curtain airbags (for all rows) and a front-centre airbag to reduce the risk of head clashes between front seat occupants in a side collision.
Other technology includes autonomous emergency braking (with junction assist and pedestrian/cyclist detection), low-speed rear autonomous braking, rear cross-traffic alert, blind-spot monitoring, blind-spot intervention, lane-departure warning, lane-keep assistance, and adaptive cruise control that can work in conjunction with the traffic-sign recognition.
Tyre pressure monitoring is another helpful addition, while the 360-degree camera is especially helpful in driveways and tight places.
Autonomous emergency braking (AEB) includes cyclist and pedestrian detection, and now is improved with junction turning functionality.
There’s also driver attention warning, high-beam assistance, intelligent speed limit assistance, lane-keep and lane-follow assistance (which has been improved), rear cross-traffic alert and adaptive cruise control.
The Palisade Elite nearly doesn’t miss everything, but Hyundai has chosen to keep the low-speed reverse autonomous braking – which works in carparks and driveways, for example – reserved for the more expensive Highlander specification.
The traffic sign recognition – now a system that uses cameras to read traffic signs as you go past them – is more sophisticated than the old GPS-based set-up. However, the execution is a bit lacking. I noted times where the system misread signs, missed them completely, or got bogus information from the back of a bus or school zone out of hours.
That’s not a deal-breaker, but the incessant boinging and dinging from the system can be infuriating. The only way to cease the noise is to turn the system off completely. It would be better if one could just turn off the aural alerts.
| At a glance | 2023 Nissan Pathfinder Ti | 2023 Hyundai Palisade Elite |
| ANCAP rating & year tested | Five stars (tested 2022) | Five stars (tested 2022) |
| Safety report | Link to ANCAP report | ANCAP report |
How much does the Nissan Pathfinder Ti cost to run?
Nissan offers a capped-price servicing program for the Pathfinder, which amounts to $1433 for three years (averaged out at $477 per year) or $2581 over five years ($516.20 per year, on average). This isn’t the cheapest in the segment, but it’s also not the most expensive.
It pays to keep in mind that if you keep your car beyond its warranty term (or cover big annual distances), the sixth service in Nissan’s capped-price schedule is a big one at an eye-watering $1625 by itself.
Insuring a Pathfinder of this specification is $2176 based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
How much does the Hyundai Palisade Elite cost to run?
After five years of servicing – using Hyundai’s pre-paid service scheme – you’re looking at an average of $489 per year to keep this Palisade’s logbook correctly stamped. That’s decent value overall for a big all-wheel-drive SUV with diesel power, but you can find cheaper vehicles to service. Toyota’s Kluger is a clear winner in this regard for cheap servicing costs over the first five years.
Service intervals are set at every 12 months or 15,000km, which means your pre-paid service schedule will last you 75,000km.
Insuring this Palisade Elite worked out to be $1795 for 12 months of comprehensive cover. This is based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
| At a glance | 2023 Nissan Pathfinder Ti | 2023 Hyundai Palisade Elite |
| Warranty | Five years, unlimited km | Five years, unlimited km |
| Service intervals | 12 months or 15,000km | 12 months or 15,000km |
| Servicing costs | $1433 (3 years) $2581 (5 years) |
$1467 (3 years) $2445 (5 years) |
| Fuel cons. (claimed) | 10.5L/100km | 7.3L/100km |
| Fuel cons. (on test) | 10.5L/100km | 8.4L/100km |
| Fuel type | 91-octane regular unleaded | Diesel |
| Fuel tank size | 71L | 71L |
Is the Nissan Pathfinder Ti fuel-efficient?
When compared to the hybrid and diesel-powered variants offered among the competition, this Pathfinder doesn’t stack up so well. A larger petrol engine pushing a big SUV isn’t a great recipe to start with at the end of the day.
We logged 10.5 litres per 100 kilometres during our approximately 1200km of driving in the Pathfinder. Not a bad number, right? And it matches the manufacturer’s claim (on the combined cycle).
The kicker here is that we did a lot of highway driving in the Pathfinder during our time with it. There was time doing the daycare drop-offs and pick-ups, and general running around town that comes with everyday life. But in terms of kilometres covered, the majority was at a highway cruise.
And considering Nissan claims 8.1L/100km on the highway cycle, I would assume that a more balanced real-world consumption figure would be around 13L/100km when doing more town usage.
The claimed figure for straight urban usage is 14.7L/100km, so if you’re destined to never leave built-up areas, don’t expect low running costs.
The Toyota Kluger is the most popular of the hybrid large SUVs, but is now joined by hybrid versions of the Kia Sorento and Hyundai Santa Fe. Hyundai and Kia also offer a relatively frugal turbo diesel power plant, which will better the Pathfinder for running costs at the bowser.
Is the Hyundai Palisade Elite fuel-efficient?
At least the diesel-powered Palisade manages to get through a tank of fuel at a relatively relaxed kilter. It logged 8.4 litres per 100 kilometres of usage, in comparison to the official claim of 7.3L/100km that Hyundai publishes, in combined-cycle testing. For our time with the car, it was an even split of town and highway driving.
For comparison’s sake, the petrol-powered Palisade Elite uses a claimed 10.7L/100km on the combined cycle; a good few litres more overall.
However, don’t forget that this petrol powertrain costs $4000 less to initially purchase – so unless you’re dead-set on all-wheel drive, the most cost-effective option here will boil down to how many kilometres you’re going to cover.
What is the Nissan Pathfinder Ti like to drive?
You can have a Nissan Pathfinder with any engine you want, as long as it’s a 3.5-litre petrol V6. And while it’s not the last word in efficiency, this carryover motor is good in terms of responsiveness and performance.It’s surprising to read that Nissan’s ‘VQ’ series of engines runs as far back as 1994, where it debuted as a 2.0-litre V6. It went through generational changes over the years, however, using different injection systems and camshaft technologies.
It’s a smooth and powerful operator, which is made even better by introducing a nine-speed automatic torque converter transmission.
I can remember driving the old Pathfinder; you could feel the revving lustiness of the V6 being dulled by the old continuously variable transmission (CVT). This nine-speed automatic gearbox, which is sourced from the automatic transmission masters at ZF, is a significantly better experience overall in comparison to the old CVT. It feels more direct, much more responsive, and plenty refined enough for the application.
It adds up to a driving experience that is comfortable and easy. Once you’ve got your head around the size of the vehicle (especially around town), the Pathfinder doesn’t throw up any odd or annoying curveballs.
The ride quality of the Pathfinder is noticeably soft overall owing to the North American aim of the Pathfinder. It’s a good thing most of the time as well. It happily absorbs rough surfaces and bumps without much transferring into the cabin. However, it can start to feel a little bit wobbly at times if the weight starts to tip around too much. It’s not as tied down and controlled as other large SUVs.
What is the Hyundai Palisade Elite like to drive?
The most important aspect to cover off here is the suspension, which has been updated with this facelifted Palisade. New, more sophisticated shock absorbers have been used, along with a new suspension tune.Whereas Hyundai Australia used to hang its hat on implementing a locally developed suspension tune on its vehicles, that seems to be less of a focus these days. But don’t worry, because the ride quality of this new Palisade feels bang-on.
These new shock absorbers effectively allow for a broader operating range, with a soft and near wafting ride quality around town, but maintaining decent levels of control through corners and over bigger lumps.
For a vehicle that is set for a life of pounding over speed bumps and potholes – with a load of family members on board no less – the suspension tune feels on the money.
Overall steering feel and performance are on the money as well. Unlike newer siblings and cousins (like the Hyundai Santa Fe and Kia Sorento), this Hyundai Palisade continues to use a torque converter automatic transmission. This is because the Palisade is persisting with an older-generation platform underneath, whereas those with newer bones have picked up a dual-clutch automatic transmission and updated (but similar) powertrains.
Newer examples also have the option of electrification and hybrid powertrains; something that this Palisade with have to live without until a full model change in approximately four years.
While a more efficient hybrid powertrain would never go astray, this 2.2-litre four-cylinder turbo diesel engine with 147kW and 440Nm does prove to be punchy and frugal enough to suit the application. It’s quite muted, save for the distinctive muffled rumble of a four-cylinder diesel that is quietened down effectively. Even when you punch the throttle and get above 3000rpm, the engine noise isn’t what I would call onerous.
And while the dual-clutch automatic gearbox used in other Hyundai and Kia vehicles is good, this eight-speed torque converter automatic is a completely painless and predictable operator.
You do feel the size of this Palisade a little while driving. Visibility is good overall, but the big rig doesn’t tend to shrink around you like slightly smaller SUVs do. The Palisade is slightly longer and wider than most other large SUVs in the segment, and its big boxy shape doesn’t feel as slinky as others.
It’s by no means unbearable or even a negative point, and you mostly get used to piloting the big Palisade. However, it’s worth noting for tight town driving.
There are various drive modes to choose from in this Palisade, including the newer Smart mode that responds to driver inputs (mostly throttle) to adjust parameters. The all-wheel-drive system now also picks up a range of off-road driving modes, which help tailor the traction-control system to assist with slippery road surfaces. Naturally, this Palisade is never going to compete with a proper off-roader, but the additional versatility is handy.
| Key details | 2023 Nissan Pathfinder Ti | 2023 Hyundai Palisade Elite |
| Engine | 3.5-litre V6 petrol | 2.2-litre four-cylinder turbo diesel |
| Power | 202kW @ 6400rpm | 147kW @ 3800rpm |
| Torque | 340Nm @ 4800rpm | 440Nm @ 1750–2750rpm |
| Drive type | On-demand all-wheel drive | On-demand all-wheel drive |
| Transmission | Nine-speed automatic | Eight-speed automatic |
| Weight | 2044kg | 1980kg |
| Spare tyre type | Space-saver | Full-size |
| Tow rating | 2700kg braked 750kg unbraked |
2200kg braked 750kg unbraked |
| Turning circle | 11.8m | 11.8m |
Should I buy a Nissan Pathfinder Ti or a Hyundai Palisade Elite?
Both of these big wagons score well on space, and are serious contenders for those who want something that will regularly be catering for six or more occupants. Both interiors feel quality and well laid out; an important consideration for a car that is three-quarters of the way to six-digit land. There’s loads of storage and an oversupply of cupholders in both, but individual strengths are found in smaller details.
The Nissan’s ability to sling the second-row seat forward with a baby seat fitted is genius, and the head-up display on this model is nice to have. However, the Palisade hits back with rain-sensing wipers, a bigger infotainment display and more immersive digital instrument cluster.
The seven-seat layout of the Palisade will suit some, and does allow for third-row access without sliding seats around the place. However, it can be optioned with a second-row bench for eight seats in total. Nissan reserves this layout only for the more expensive Ti-L variant.
Where the Hyundai powers ahead in this comparison most noticeably is the inclusion of a more efficient turbo diesel engine. Saving at least three litres per hundred kilometres will add up over the years, and will exacerbate more with heavy urban usage. While the smooth power of the V6 engine is appealing, Hyundai’s diesel is torquey and hardly raucous.
The Palisade’s better ride quality is another point where it creeps ahead here. The Pathfinder is soft and absorbent, but Hyundai’s offering is able to offer similar levels of comfort while also giving better levels of control. Extra-large SUVs are never going to be a good driver’s car, but it’s more about extra composure and body control in reserve for when you might need it.
And call me old-fashioned, but I love the inclusion of a full-size spare wheel.
These details are enough to give the Palisade a noticeable – but not massive – gap in front of the Pathfinder. Both are good, and Nissan’s Pathfinder is a well-improved offering in this new generation, but Hyundai’s facelifted Palisade has been given a good bump in technology and polish.
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