2023 Hyundai Palisade
Business As Usual For Hyundai
Even after spinning Genesis off as a unique luxury division, Hyundai has continued to march their own brand more and more in that direction. 2020’s Palisade was not only their most luxurious suv yet, but also their biggest. And if we’ve learned nothing else this century, it’s that Hyundai doesn’t stand pat for long. So, for 2023 the Palisade gets a host of updates that make it more appealing than ever!
While it didn’t exactly come out of nowhere, it’s doubtful many people thought that the Hyundai Palisade would become as popular as it has in just 3 short years. And with popularity comes higher expectations of customers, but also an increased effort on the side of the manufacturer to deliver even more. That’s where this 2023 Hyundai Palisade comes in; not only highlighting numerous exterior updates, but changes in technology for both convenience and driving assistance.
It’s hard to miss that cascading grille; it’s bigger, yes, but also with more sophisticated, upscale styling. Both the headlamps and daytime running lights have been redesigned to blend into surroundings a little more than before; and there are new wheel designs throughout the lineup; these 20-inch multi-spoke alloys specific to top Calligraphy trim. Additional features such as auto-dimming side mirrors have also been added.
When it comes to the interior, most of what you interact with has also been updated. There’s a new dash that appears leaner and more linear, with slimmer control panels that are also more digital than before; as well as a larger housing for the 12-inch infotainment display. It still blends into the gauge cluster as before, but now does so more smoothly. There’s a new steering wheel with updated controls, nicer materials throughout the cabin, and wireless phone charging increases from 5 to 15-watts.
Lots of updates in the 7 or 8 passenger seating areas too. Front seats get new covers made of finer materials. Our tester’s second-row captain’s chairs get adjustable armrests, and 3rd row seats can now be heated.
Front seats are still not as plush feeling as some but are definitely all-around comfortable for long trips. Second-row room is generous, there’s quick and easy access to the standard third row, and dual sunroofs allow in lots of natural light. And we love the wealth of small item storage places front to back. Cargo space remains a very plentiful 18.0 cubic-ft. behind the 3rd row, 45.8 behind the 2nd, and a max of 86.4 behind the front seats.
Powertrain is unchanged; that means a 3.8-liter V6 and 8-speed automatic transmission delivering 291-horsepower and 262 lb-ft. of torque, but we felt a trip to Mason Dixon Dragway was still in order.
Traction was good off the line, leaving with just a slight chirp of the tires, and delivering steady power almost immediately. Still, this is a big vehicle, so taking a full 7.0-seconds to hit 60 is not out of line by any means. The 8-speed automatic worked smoothly, ripping through 1st and 2nd gears quickly, while taking its time with 3rd and 4th; helping the Palisade complete the ¼-mile in 15.3-seconds at 92 miles-per-hour.
It felt good in our handling course too, with moderately weighted steering feel and only minor amounts of understeer. Body roll was moderate, but it was easy to keep a smooth consistent pace through the cones, with very little stability control intervention, and no drama to speak of. A new tow mode has been added to bring drive mode options to 7, allowing the transmission to hold onto gears a little longer, but max towing capability remains at 5,000-lbs. It’s integrated into Hyundai’s active HTRAC all-wheel-drive system which is available in all trims and uses selective braking not only to enhance traction in slippery situations but provide handling benefits by helping the vehicle rotate through turns. Brakes were quite good as well despite a very soft pedal; only moderate nosedive, with straight and smooth stops of just 108-feet from 60.
Safety and driver assistance technology also get upgraded, along with added Remote Smart Parking Assist and enhanced Highway Driving Assist. And finally, Hyundai follows the trend of off-road inspired utilities with a new toughened up XRT trim.
Pricing starts at just $36,545, with top Calligraphy coming in at only $50,495. All-wheel-drive is a $1,900 option with all trims.
So, a lot of little and some not so little things have changed about the 2023 Hyundai Palisade 3-row SUV. But, the most important thing of all hasn’t changed. That is, the Palisade continues to deliver an amazing amount of luxury, practicality, and comfort at a quite attainable price. Sounds like business as usual for Hyundai.
- Engine: 3.8L V6
- Horsepower: 291
- Torque: 262 lb-ft
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.3 seconds at 92 mph
- 60-0 Braking: 108 feet (avg)
- EPA: 19 City / 25 Highway / 21 Combined
- MW Fuel Economy: 24.9 mpg
2024 Chevrolet Corvette Z06
Bringing Supercar Performance To The Street…American Style
What happens when you let enthusiasts and engineers worry less about tradition and allow them to do what they do best? You get cars like this Chevrolet Corvette Z06. What happens when GM let’s us borrow one for a few days? That’s what we’re about to find out!
While the Z06 package first became an option for the Chevrolet Corvette back in 1963, it wasn’t until the C5 that it describe the ultimate track-focused ‘Vette. And while since then every Z06 has gotten more extreme, if we were plotting things out on a graph, this is where the line of performance progression goes from a steady incline to almost vertical. Yes, the latest C8 Z06 is all that.
It starts with a brand new LT6 5.5-liter DOHC V8 that outputs 670-horsepower and delivers 460 lb-ft. of torque. It sounds great too, the very aggressive nature of its flat-plane crank design has it sounding, and feeling like it’s trying to shake its way out of the engine bay unless you unleash some of its furry.
This dual-cammer featured a dry-sump design from the get-go and is more racing engine than souped-up small block, being developed originally for the C8.R race car.
It made short work of Roebling Road Raceway’s long front straight, able to reach 160 by the end of it. With Hellcats no longer rolling off the assembly line, this is easily our new favorite V8.
But, as you can imagine, Chevy has done much more than just plop a bigger motor into its rear-midship engine bay, which was easier to do since they didn’t have to worry about anyone seeing over it. They’ve addressed just about every part of the car to ensure it puts that power to best use for coming out of corners like few other cars on the street.
That includes upgrades for the short/long arm double wishbone suspension setup that can be further enhanced with an available Z07 Performance Package that adds more aggressive tuning for Magnetic Ride Control, and Michelin Sport Cup 2R tires. Which can be mounted on 20 and 21-inch carbon fiber wheels with carbon ceramic brakes nestled behind.
It all translated into more grip than a semi’s worth of industrial strength Velcro through Roebling’s 9-turns.
With Hellcats no longer rolling off the assembly line, this is easily our new favorite V8.
Like most Corvettes, the Z06 can be as wild or mild of an experience as you care to make it but will most likely be the fastest car to show up at most track days. Yet, the same magnetic dampers that void all body roll on the track, provide an almost plush ride quality for the drive home, though not quite as plush as the standard Corvette.
We’re struggling to find something non-fan boy to say; sure the 8-speed dual-clutch gearbox doesn’t deliver shifts with the brutality of some exotics, but really, they’re just as fast, and the shifts are much smoother.
Believe it or not, almost all the body is unique. So, rather than just tacking on some fender flares, Chevy made the entire car wider to cover the 345 rear tires, yet keep the same uniform look in place.
The optional Carbon Fiber Aero Package adds a front splitter, rocker extensions, front dive planes, and a huge rear wing. We’re not sure if the multi-level nature of that rear wing was done for functional or aesthetic reasons, but it doesn’t block your rearview, and that is much appreciated.
We always talk about torque being more important than horsepower when it comes to acceleration, and the Z06 works with almost 200 fewer lb-ft. of torque than horsepower, but you sure wouldn’t know it when you mash the throttle.
Easy to use programmable launch control allows you to dial in your preferred RPM for launching; we found 4,500 was just about perfect for Roebling’s front straight, allowing for just a tiny bit of slip before rocketing us to 60 on a 40 degree day in just 2.6-seconds.
Power continues to pour on hard as the engine quickly hits its 8,600 RPM redline, and gear changes happen often. The sound inside the cabin in intense, and when the ¼-mile came to an end in 10.7-seconds at 130 miles-per-hour, it felt like it was just getting started.
Government Fuel Economy Ratings are a low 12-City, 19-Highway, and 14-Combined.
For the Z06 there are 3 LZ pricing points to land on, starting at $114,395; but you can go with the top-of-the-line Z06, add 50-grand worth of options, and still come out half the price of anything you can compare it to.
Call us home teamers all you want, but America’s only exotic does it yet again, not only is it the best Corvette ever, but it is also easily one of the greatest American cars of all time, arriving at a particularly poignant time culturally as we mourn the potential loss of internal combustion engines altogether. So, come for the spectacular engine and stay for the complete performance package, and experience, that is the Chevrolet Corvette Z06.
- Engine: 5.5-liter V8
- Horsepower: 670
- 0-60 mph: 2.6 seconds
- EPA: 12 City | 19 Highway | 14 Combined
- Transmission: 8-speed dual clutch auto
- Torque: 460 lb-ft.
- 1/4 Mile: 10.7-seconds at 130 mph