In the pre-model era, Hyundai Palisade and Cadillac XT6 crossovers would hardly have met in a comparative test. But the shortage and dealer greed made direct competitors out of two seemingly non-overlapping models. If sellers of American cars still show restraint, throwing 300-400 thousand rubles to the retail price, then in Hyundai salons the overpayment sometimes exceeds a million. And although Palisade accidentally got into the premium segment, in some ways it is able to put the XT6 in a difficult position.
Palisade is a neighborhood of Los Angeles, not a wooden fence, but you can’t get away from calling Hyundai a Palisade, it’s more familiar to the ear than a Palisade. The Korean is shorter than the Cadillac by seven centimeters but more spacious. Behind the driver’s seat adjusted to my 181 cm, I sit with almost twice as much space in my knees – 130 mm versus 70. The feet are also more comfortable, although the gap between the head and the ceiling is smaller than in a Caddy – 80 mm versus 100. Hyundai has larger rear door openings, a more comfortable fit, and a more welcoming sofa: softer, better suited for three-plus has large ranges of longitudinal adjustment and the angle of inclination of the backrest.
The sofa moves further away, making access to the third row easier. The gallery is more spacious in all directions. I don’t touch the ceiling upholstery with my head, and if I move the second-row seat a little away from myself, then there will be a small amount of space for my legs. In a Cadillac, you can do the same thing, but you will have to shift the middle row so much that it will be uncomfortable for an adult. There is less freedom for the head and for the feet, and the back is fixed tightly.
In the Cadillac interior
In the Cadillac interior, the emphasis is on the quality of the finish. Soft leather upholstered seats, front and door panels. Natural wood, Alcantara on the ceiling, the smell of expensive things… However, Cadillac disappoints with a backlash climate control panel and a jamming curtain of cup holders between the front seats. Hyundai is assembled better, the textures are more uniform, but the thought that you need to pay more than four million rubles for such a plastic interior makes it sad.
In motion, both are not perfect, but Cadillac is more thoroughbred. It has better sound insulation, which is especially noticeable on highways, and smooth running. The crossover from the States smoothes fine ripples of asphalt well, adaptive shock absorbers work noticeably softer on compression, and on the road with a lot of sloppy patches, the XT6 keeps well done, not cold. I’m talking about Palisade: when the road charges potholes with bursts, Hyundai begins to dance terribly with heavy wheels and endow passengers with a hail of pokes.
But the Korean SUV less often strains the vibrations of unsprung masses, despite the heavy 20-inch wheels, like a Cadillac. Of course, when they fall into a large pit, the Front Garden has a hard time, but it’s even harder for Cadillac – the suspension reacts rigidly at the end of the rebound phase, and a shock wave runs through the body. Even with small “speed bumps”, “x-ti-six” does not move out, but jumps off — and lands roughly.
It is not distinguished by refinement and manageability
It is not distinguished by refinement and manageability. Cadillac is strong: it responds to steering commands in a detached manner and performs them vaguely, and turns in stages in high-speed turns — first the front part changes course, and then the rear, as if an articulated bus. And the XT6 slows down strangely. The effort on the pedal without freewheeling is so great that not all men are comfortable. And with each braking, the feeling that the brakes have “run out” does not leave. Although the resistance to overheating persists even when driving actively.
Therefore, you perceive the 200-horsepower turbo engine 2.0 as a blessing — it does not provoke stupidity and, as expected, turns sour on the highway. It does not shine with numbers: in the best attempt with one person and half a tank, it takes 9.8 seconds to accelerate to a hundred. However, in the urban crowd, the moment at the bottom and the ingenuity of the nine-stage “automatic” is enough to move dynamically and cheerfully maneuver in the flow. Slightly opened the throttle – the box dropped the gear, pressed harder – jumped down a few steps. Fast and seamless.
Such an association would not interfere with the atmospheric “six” of the Palisade, but the local eight-band “automatic” is configured philosophically. A sharp start from a static position is accompanied by a hitch, transitions to lower stages occur with a delay. But the V6 needs to be kept in good shape — juicy traction is felt only by 4500-5000 rpm. That’s where Palisade pleases not only with a beautiful rumble but also with convincing dynamics. With the same introductory as the Cadillac, a spurt up to 100 km/h takes 8.5 seconds.
Hyundai is more agile and on winding sections. He is more willing to stand on the arc, holds on to it better, and corrects himself more accurately. It rolls less, swings, and generally rides more collected. But there are also traditional problems for Korean cars: the steering is uninformative, clouded by viscous force, and the brakes give up after a couple of intense slowdowns. Although the drive is clearly better configured than the Cadillac, and it is more convenient to break in normal situations.
Within the recommended retail price, Palisade is an excellent choice. A comfortable and spacious crossover with a full-fledged third row, a large practical trunk, a status V6 engine, good dynamics, and equipment. But when it comes to larger amounts, the demand becomes stricter. Where dealer margins lead, Hyundai suffers not only from the lack of rich interior trim. The far from cramped Cadillac offers both higher driving comfort and integrity of nature. A good-natured character and a relaxed mood are captivating even with a puny motor and overly demanding brakes.