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Nov 17, 2023

Big 3

Related Video From battleship-sized wagons to podlike minivans to three-row

Related Video

From battleship-sized wagons to podlike minivans to three-row SUVs, Americans have always loved big family trucksters. Automakers constantly invest in their plus-size portfolios, but which one makes the best family three-row SUV? We asked seven manufacturers to send us non-hybrid, all-wheel-drive models in the $50,000-$55,000 price range, which we drove up to tony Thousand Oaks, California, for one of our famous big comparison tests.

In continuous production since 1991, Ford's Explorer is the oldest nameplate here. Our test SUV came in ST-Line trim, combining equipment from the volume-selling XLT and Limited models with appearance cues inspired by the hot-rod Explorer ST. Powered by a 300-hp 2.3-liter turbocharged I-4, it stickers for $50,395.

The Honda Pilot boasts a ground-up redesign for 2023. Boxier and bolder, the fourth-generation Pilot features a 3.5-liter V-6 that produces 285 hp. Honda sent a top-of-the-line AWD Elite model, which fit comfortably into our price bracket at $53,725.

Hyundai's big Palisade is refreshed for 2023 with updated styling, new driver assistance and safety features, and a carryover 291-hp 3.8-liter V-6 engine. Hyundai, too, sent its highest trim level, called Calligraphy, while remaining well under our price cap with a $53,300 as-tested MSRP.

It's been two years since Jeep introduced the three-row Grand Cherokee L, and it drives into 2023 with minor infotainment system upgrades. Jeep could only offer us a $62,990 Overland model powered by the 293-hp 3.6-liter V-6. That's well above our price point, but a functionally equivalent Limited model without the Overland's air springs would cost $55,890.

We wouldn't do this comparison test without Kia's Telluride, our 2020 SUV of the Year and the winner of our three-row Big Test three years ago. Like the closely related Palisade, the Telluride gets styling and interior upgrades for 2023, including the widescreen setup we've seen and loved in other Kias. The supplied SX Prestige X-Line model, with the same engine as the Palisade, stickers for $54,070.

Mazda's 2024 CX-90 is an all-new model that replaces the CX-9. Because all CX-90s are electrified, the closest Mazda could come to our non-hybrid request was new mild hybrid 340-hp 3.3-liter inline-six, and the only CX-90 available was a $61,920 Premium Plus Turbo S budget-buster. We thought the promising new SUV deserved a shot, and here again a functionally equivalent model simplified to Premium trim rings in at $54,275.

Rounding out our group is the Subaru Ascent, which gets refreshed styling and some new techy bits for 2023. Powered by a 260-hp 2.4-liter turbocharged boxer-four, the Ascent is the value leader: Even in top-of-the-line Touring trim, it's priced at just $49,420.

We knew this comparison would be won or lost on practicality, so we spent lots of time crawling around interiors. Right away, we were impressed with the CX-90's ambiance, no surprise given its second-highest price tag. The graphics on the instrument panel and center screen are worthy of display in an art museum, and the exotic trim materials are spectacular, though some of our editors wondered how all that finery will hold up to kids and dogs.

As nice as it is to sit in, the CX-90 quickly proved less usable than its competition. The cabin has few storage cubbies, and cargo space is tight. We had low expectations for third-row seating in these vehicles; if you need room for seven adults, you're better off with a proper full-size SUV like a Tahoe or Expedition. Still, even with expectations in check, the CX-90's third row felt small and uncomfortable—surprising, because the CX-90 is the second-longest vehicle here. By the numbers, the big Mazda offers significantly less interior volume than the smaller Subaru.

Contrast the CX-90 with the Explorer, which earned respect for its functional interior. We loved the driver's seat, which one staffer likened to a well-loved La-Z-Boy recliner. The Ford's roomy second row is accompanied by a usable if not quite best-in-group third row, and all seats offer plenty of amenities (except for third-row charging ports) and storage space. But while the Mazda offers a first-class atmosphere, the Explorer flies its occupants in deep-discount coach. The interior feels cheap and chintzy, and the center screen is comically small for the space it occupies.

Can we forgive the Explorer some parsimony given its second-lowest price tag? No, because the cheaper-still Ascent illustrates the difference between thrifty and stingy. The Ascent's interior trimmings and large screen make it feel far classier than the Ford. Too bad the instrument panel and clunky infotainment system look so dated, especially because the latter is the primary interface for climate and stereo functions. The Ascent is the smallest SUV here on the outside, but it smartly allocates what storage space it has. All three rows have power, vents, cupholders, and adequate room, though we can't imagine what the third row's center seat belt and headrest are playing at—the rearmost bench is a loveseat, not a couch.

The Grand Cherokee L, while priciest in this group, drew some rather unfortunate comparisons with the Explorer. The abundance of piano-black plastic in the cabin looks cheap, creates glare, and attracts fingerprints and smears. The second row is roomy, but the captain's chairs feel small and thinly padded, like 7/8-scale models of the seats in other SUVs. Rear amenities are plentiful, but the third row ought to be more spacious given that the Jeep is the longest vehicle here. To its credit, the Jeep's 6,200-pound towing capacity is the best in this group by nearly half a ton.

The Pilot illustrates Honda's reputation for sweating details. Ambiance is austere for a top-of-the-line model, but high-quality materials and some rather nice trim pieces make the Honda feel more luxurious than the Ford and the Jeep, though it's not as posh as the Mazda. The infotainment screen is surprisingly small—the Pilot was just redesigned for 2023, wasn't it?—but we loved the space and conveniences lavished on back-seaters.

The Pilot accommodates three passengers in its second row, making it the only eight-seater here. (Others also offer eight seats.) A removable center section is a nifty idea that falls down on execution, as lifting it out of the car is a hernia waiting to happen. It's sized to fit into a deep well under the cargo floor, but we think the garage is a smarter spot, the better to take advantage of all that hidden storage space.

The Telluride and Palisade cabins drew the most compliments. Given how mechanically similar these two SUVs are, it's amazing how different they feel from the inside. The Kia's new single-screen look (actually two screens divided by disappointingly large bezels) were a hit with our gang, though the Palisade's split-screen arrangement drew praise, as well. We all liked the Telluride's climate and stereo controls, consisting of chunky dials and buttons spread generously across the wide center stack. The Palisade's center console got mixed reviews, however. Some editors preferred it to the Kia's—particularly the cupholders, which collapse to further add to the Palisade's generous complement of storage space—but others thought it looked like parts-bin switchgear arranged on a flat sheet of plastic.

We all agreed both the Palisade and the Telluride have reasonably usable third rows. Getting back there is easy thanks to a single-button mechanism that slides the second-row seat out of the way, a nifty feature shamelessly stolen from Honda. The Kia offers more usable cargo volume behind the third row and with all seats down than any other SUV here, including the Palisade, but its third row folds and raises with a single strap that is fiddly to use. The Pilot's similar single-strap arrangement works better. The Palisade's power-folding third row eliminates this problem while providing convenient backrest adjustment and making it easy to convert from passenger to freighter configuration. Our test Telluride had a remarkably inconvenient carpeted mat that Velcroed to the trunk floor and third-row seat back. It stuck awkwardly to the carpet, always in a not-quite-right position, and turned the simple act of folding down the seats into a Laurel and Hardy routine.

Interior investigations out of the way, it was time to drive, and all eyes were on the CX-90. Mazda is known for driver appeal, and the CX-90 delivered just what we expected: a stiff, sporty chassis, heavy steering, and a decidedly enthusiast-oriented feel. The mild hybrid straight-six is far and away the most powerful engine of this group, and its hybrid system makes it the most fuel-efficient, though the Explorer proved quicker in our instrumented testing. We didn't expect much from the CX-90's ADAS (advanced driver-assistance systems)—Mazda believes drivers should drive themselves—but we were impressed at how well the CX-90's lane centering worked.

The flip side is that the Mazda is noisier than it should be given its luxury overtones. And who the hell approved the CX-90's transmission shifter? It requires you to pause in reverse on your way to drive (and vice versa on the way back to park). If your foot isn't firmly on the brake, the CX-90 can (and does) move in unexpected directions.

In terms of driver appeal, the Explorer is hot on the Mazda's heels. Everyone liked the snappy turbo engine; the Explorer is the quickest of this bunch (6.2 seconds to 60 versus a class average of 6.9), though aggressive throttle tip-in makes it difficult to pull away from a stop without a neck-snapping jerk. Opinions on road manners were split. Some found the Explorer sporty when pressed, and others thought its exaggerated body motions felt sloppy.

The Ascent shows clear signs of WRX inspiration. Its turbo-four provides strong midrange acceleration and a smooth power flow courtesy of its shiftless and continuously variable transmission. Still, like the Mazda, the Ascent feels like it was designed for brand loyalists who will tolerate its firm ride as a trade-off for sharper handling. The vast majority of buyers might disagree.

Once again we must lump the Telluride and the Palisade together, because they straddle what we consider the sweet spot in this comparison test. The biggest-of-the-group V-6 recalls the old adage that there's no replacement for displacement. Although they're not as quick as the Explorer or CX-90, the South Korean offerings provide strong, even acceleration. The Palisade is more fuel-efficient, while the Telluride edges out the significantly heavier Jeep Grand Cherokee L for the dubious honor of thirstiest competitor.

Chassis tuning between the two is close but not identical. The Telluride has an adventurous, go-anywhere feel, while the Palisade is a little more refined. Neither is as enjoyable to drive as the Mazda, but for parents hoping to avoid cleaning kid vomit off the interior, their ride/handling balance is better-suited to purpose, with the Palisade having a slight velvet-lined edge in ride comfort over the Telluride. Both tie for best ADAS; lane centering works well, and both vehicles have a semi-automated lane-change feature. (You hit the turn signal, and the vehicle does the rest.) Automated lane changes are slow and deliberate—it's quicker to do it yourself—but good fun to show off to friends and family.

Opinions about the Pilot were sharply divided. Some liked the light steering; others thought it felt overboosted but commended its accuracy. Some found the handling entertaining; others said it was bland and forgettable. We all agree the Pilot's smaller V-6 lacks the low-end pull of the Kia and Hyundai, though two extra transmission ratios help the Pilot match their 6.9-second 0-60 run. Cabin noise is pronounced—why can't Honda get that right?—but the Pilot has the tightest turning circle of the group.

And what of the Jeep? We had high hopes for the only SUV with air springs in this group, but we found no clear advantages in the curves. The Grand Cherokee L's height-adjustable air suspension is more about off-road ability, as is its four-wheel drive, the only system here with a low range. Had there been an off-road element to this comparison, the Jeep could press its advantage (efficiency-oriented Bridgestone Ecopia tires notwithstanding), but most SUV owners don't go off-road, so for this test, neither did we. We stuck to pavement, where the Jeep's lane centering was the worst. The outdated 3.6-liter V-6 works its butt off to haul the Jeep's heaviest-of-the-group 2.5-ton curb weight, which shows in its slowest-of-the-group 7.7-second 0-60 run. That said, real-world power feels fine, aided by a well-tuned transmission that keeps the engine in its powerband. We're sure the Grand Cherokee L will be a more tantalizing proposition if it gets the Hurricane turbo I-6 from the Wagoneer.

So we came, we sat, we drove, and then it was time to find a finishing order. Deliberation on this one was fierce—we disagreed on merits, but we agreed all seven of these three-row SUVs are competent family haulers.

Seventh place goes to the Ford Explorer. Although it's definitely a bargain, it's still a $50,000 vehicle, and from the inside the Explorer simply doesn't feel that expensive (and higher trim levels don't adequately solve this problem). The Explorer has some burrs that badly need filing down, like the twitchy throttle response off the line. Still, the Explorer is a competent seven-seater that offers good value in the form of a lot of useful equipment for the price, a strategy Mazda and Jeep would do well to study. Taking up the back of a very competent pack, the Explorer exits with its head(lights) held high.

Next in line is the Jeep Grand Cherokee L, a victim of its price-to-content ratio. We hesitate to call the Jeep a poor value, because we know why it costs what it does: superior off-road ability. Realistically, though, that's not money well spent for most three-row SUV buyers. If you're a member of the minority that takes the family rock-crawling, obviously the Jeep is your best bet—but then again, if you're in that group, you already knew that.

Fifth place goes to the Mazda CX-90, a high-luxe SUV that concentrates too much on the driver and not enough on the other occupants. You might expect the CX-90's high-luxe spec to give it an advantage—one we'd have to ignore out of fairness—but in fact it worked against the Mazda, with several editors saying the CX-90 didn't feel $9,000 better than the top finishers. Still, practicality is the real problem. The CX-90's wasted interior space is a wasted opportunity.

If only the Mazda was as space-efficient as the Subaru Ascent. We admire how Subaru packs so much interior space into a smaller package, and as far as value goes, it's a winner—without seeing the price stickers, we'd never guess this was the least expensive SUV here. Still, we cannot ignore the Ascent's flaws. Subaru, please update some of the interior fittings and do something with that dreadful infotainment interface, and the Ascent will likely do better than a fourth-place finish.

All of the SUVs that came in behind the third-place Honda Pilot could learn from its focus on functionality. The Pilot is first and foremost a three-row SUV, with dozens of design tricks that enhance its practicality and flexibility as a family hauler. Still, we'd like to see the Pilot let down its hair a little. While the top-of-the-line Elite model is lavish by Honda standards and is certainly great value for the asking price, we'd happily pay more for CX-90-level frippery.

That left the Kia Telluride and Hyundai Palisade fighting for the win. We love the Telluride's new interior, but that was the only clear advantage Kia claimed over Hyundai. We thought the Palisade's softer ride was better suited to a family-oriented audience, its power-folding third-row seats offered more convenience, and we can't ignore its fuel economy edge over the Kia, no matter how slight. By the slimmest of margins—the movement of air from a butterfly's wings—the Telluride slips into second place, leaving the Palisade as our winner.

7TH PLACE: 2023 FORD EXPLORER ST-LINE

PROS

CONS

VERDICT

Sometimes the whole is less than the sum of its parts.

6TH PLACE: 2023 JEEP GRAND CHEROKEE L OVERLAND 4x4

PROS

CONS

VERDICT

Are you willing to pay for abilities you'll never use? Nah, us either.

5TH PLACE: 2024 MAZDA CX-90 TURBO S PREMIUM PLUS

PROS

CONS

VERDICT

Mazda's new seven-seater is too much Mazda, not enough seven-seater.

4TH PLACE: 2023 SUBARU ASCENT TOURING

PROS

CONS

VERDICT

It's not how big you are but what you do with the size you have.

3RD PLACE: 2023 HONDA PILOT ELITE AWD

PROS

CONS

VERDICT

Three-row SUVs don't get any more family-friendly than this.

2ND PLACE: 2023 KIA TELLURIDE SX PRESTIGE X-LINE

PROS

CONS

VERDICT

A roomy and talented family hauler with an adventurous streak.

1ST PLACE: HYUNDAI PALISADE CALLIGRAPHY HTRAC

PROS

CONS

VERDICT

We were looking for space, comfort, and value, and the Hyundai provides plenty of each.