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Disrespecting a good narrative will doom a sequel, reducing a potential classic to a half-baked bomb. Think Caddyshack II, rather than The Godfather Part II. That notion was surely on the minds of Kia's product planners as they redesigned their celebrated Telluride three-row SUV, the outgoing version of which won a Car and Driver 10Best award every model year it was on sale, from 2020 to 2025. The message from the automotive collective was clear: Don't mess up the new one. Fortunately, the Korean brand respected its Telluride franchise.
A Grander ProductionLike the redesigned-for-2026 Hyundai Palisade, the Kia's corporate sibling, the second-generation Telluride is fit for a bigger screen. The 2027 model's wheelbase is up 2.7 inches to 116.9, its 199.2-inch length represents a stretch of 2.3 inches, and it feels at least that much larger behind the wheel. Cargo space behind each row of seats has increased by a cubic foot or three. When loaded with our carry-on-size boxes, the new model swallowed one less box behind its third row (five versus the outgoing model's six), but it fit one more behind the second row (19 versus 18) and three more (39 in total) with all the rear seats stowed.
There's also marginally more headroom throughout, plus a slight increase in legroom for second- and third-row occupants. Six-footers have ample space to cross their legs in the middle row—captain's chairs for two or a three-across bench—which can easily tilt and slide forward for welcoming access to the aft quarters. You still sit close to the floor in the wayback, but adults will find it more inviting than before. Heated outboard seats back there, newly available on the hybrid, should help minimize grumbling.
Michael Simari|Car and Driver
With its boxy shape and bold LED running lights, the Telluride remains a distinctive figure on the road. We can see a bit of Range Rover in its rear end. But a greater influence is Kia's own electric EV9 SUV, particularly in the body's chiseled lines and our test car's chunky four-spoke 21-inch wheels (18s are on the base model).
The EV9-inspired minimalism is more prominent inside, where spare and unadorned shapes replace some of the finer detailing found in the previous generation. Though the cabin is nicely finished with generous amounts of microsuede on higher trims, the all-black color scheme in our test example does the new design few favors. Not only does its dark hue obscure the shapelier exterior elements, but it also lends the cabin the dreary starkness of a coal wagon. "I'm missing that luxury that the Telluride used to have," notes our resident owner of a first-gen model.
Michael Simari|Car and Driver
HIGHS: Out-hustles the Palisade, spacious packaging, refined driving behavior.The new Telluride's ergonomics benefit from a welcome array of physical buttons and switches. Relocating the gear selector to the steering column frees up space on the center console for dual inductive charging pads and multilevel storage cubbies. Luxuries on higher trims include a 14-speaker Meridian audio system, a 12.0-inch head-up display, and heated and ventilated front seats with a massage function for the driver. The central 12.3-inch touchscreen is an intuitive focal point for data, navigable via an updated AI voice assistant and pairing well with a similarly sized driver display on most trims (lesser versions get a 4.2-inch readout). You can also now stream videos or accent the main display with, say, your favorite NBA team's logo.
Michael Simari|Car and Driver
Torque My WagonThe Telluride's newly optional powertrain is a 329-hp hybrid unit. We haven't driven that setup yet in the Kia, but in the Palisade, the hybrid's polish and its ability to get to 60 mph in 6.6 seconds helped it earn a 10Best nod for 2026. Our Telluride test car featured the also-new base powerplant, a turbocharged 2.5-liter four-cylinder making 274 horsepower and 311 pound-feet of torque—a 17-hp decrease versus the outgoing 3.8-liter V-6 but a gain of 49 pound-feet. This is backed by a smooth and well-sorted eight-speed automatic transmission, with output sent to either the front wheels or all four with optional all-wheel drive.
More on Kia Telluride
Revealed! Kia Telluride Goes Hybrid, Drops the V-6
Our 2020 Kia Telluride Never Lost Its LusterCuriously, the Telluride's standard mill stands in stark contrast to the Palisade's new base engine, an unimpressive 3.5-liter V-6 with 287 horses and a mere 260 pound-feet, which made for an 8.0-second saunter to 60 mph in an all-wheel-drive Calligraphy model we tested. Our AWD Telluride hit that mark 0.6 second sooner, in 7.4 seconds. While that pace is 0.7 second slower than the last Telluride we tested, a 2023 model, this new version is lugging around an extra 308 pounds (4798 in total).
Michael Simari|Car and Driver
Spurred from a slow roll, our test car's 8.3-second 5-to-60-mph time is a full second slower than before, and its 30-to-50- and 50-to-70-mph figures likewise trail the previous model's. Even so, all three of those results beat the new V-6–powered Palisade's. More important, the turbo four is a willing motivator in regular use, providing good throttle tip-in and surges of torque for easy passing and merging, even if its test numbers don't impress.
Despite our example's heft, its 20-mpg EPA combined estimate mirrors those of both a comparable 2025 model and a nonhybrid, all-wheel-drive Palisade (although it's well below the 35-mpg rating of the thriftiest hybrid Telluride).
Michael Simari|Car and Driver
Michael Simari|Car and Driver
There's no escaping the gentle thrum of the four-banger under the Kia's hood, but additional sound insulation has helped reduce the overall cabin noise at 70 mph from 67 decibels to 66. It's a calm and quiet place to pass the miles.
Though far from sporty, the Telluride's on-road refinement is underscored by its composed cornering behavior and well-managed body motions. Even on our test car's big wheels, its compliant suspension and passive dampers smother road imperfections with minimal clomping over highway expansion joints. Steering precision is good for a family hauler and is helped by Kia's moving the power steering motor from the column to a stiffer rack-mounted unit. We expect similar grip figures as the new Palisade (0.76 to 0.82 g) when we eventually huck the Telluride around our skidpad, but its upgraded brakes helped haul it down from 70 mph in a decent 170 feet, six feet less than before.
Michael Simari|Car and Driver
A Promising PremierWhile the base price has crept up nearly $3000 from 2025's level, the opening $40,735 ask for a front-drive LX model is still a compelling buy, and that largely extends to our X-Line SX Prestige AWD model's $56,435 starting figure. Add $2700 if you want the hybrid powertrain, though it's not available on the lowest trims.
VERDICT: Mostly solid revisions prime the Telluride for its second act.The new Telluride's billing is complicated by the greater divergence between it and its Hyundai kin, both of which have grown more distinct in styling and composition. Where the Telluride has the better base engine and a more rugged vibe, the Palisade, especially inside its fancier configurations, radiates an upscale sophistication that's almost Genesis-like. Additional seat time will permit deeper comparisons with today's gamut of three-row SUVs, but the elements that made the Telluride a critical success—excellent packaging, road manners, and general execution—remain largely intact.
Michael Simari|Car and Driver
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SpecificationsSpecifications
2027 Kia Telluride X-Line SX Prestige AWD
Vehicle Type: front-engine, all-wheel-drive, 7-passenger, 4-door wagon
PRICE
Base/As Tested: $56,435/$57,435
Options: Ebony Black paint, $495; all-season floor liners, $255; carpeted floor mats, $250
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port and direct fuel injection
Displacement: 152 in3, 2497 cm3
Power: 274 hp @ 5800 rpm
Torque: 311 lb-ft @ 1700 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 13.6-in vented disc/12.8-in vented disc
Tires: Kumho Majesty X Solus
265/45R-21 10V M+S
DIMENSIONS
Wheelbase: 116.9 in
Length: 199.2 in
Width: 78.3 in
Height: 70.5 in
Passenger Volume, F/M/R: 59/58/36 ft3
Cargo Volume, Behind F/M/R: 89/49/22 ft3
Curb Weight: 4798 lb
C/D TEST RESULTS
60 mph: 7.4 sec
1/4-Mile: 15.6 sec @ 89 mph
100 mph: 20.0 sec
120 mph: 35.3 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 8.3 sec
Top Gear, 30–50 mph: 3.7 sec
Top Gear, 50–70 mph: 5.0 sec
Top Speed (C/D est): 130 mph
Braking, 70–0 mph: 170 ft
Interior Sound
Idle: 37 dBA/2 sone
Full Throttle: 71 dBA
70-mph Cruising: 66 dBA/20 sone
EPA FUEL ECONOMY
Combined/City/Highway: 20/18/24 mpg
Mike Sutton is an editor, writer, test driver, and general car nerd who has contributed to Car and Driver's reverent and irreverent passion for the automobile since 2008. A native Michigander from suburban Detroit, he enjoys the outdoors and complaining about the weather, has an affection for off-road vehicles, and believes in federal protection for naturally aspirated engines.