Mazda CX-5

Since Mazda has had since 2017 to develop this car, it would have been reasonable for the brand to follow the segment trend and introduce the option of a full-EV version this time round.

Or at the very least a Plug-in Hybrid powertrain such as the one used with the brand's larger SUVs.

But Mazda doesn't follow segment trends, it doesn't particularly like EVs and the Plug-in Hybrid powertrain it offers with the CX-60 and CX-80 models wouldn't be class-competitive in the CX-5's more closely-fought segment. So what we get instead is a mild hybrid powerplant - and one new to the CX-5 model line.

In place of the previous generation car's 2.0 and 2.5-litre petrol and 2.2-litre diesel options, there's now just the e-SKYACTIV G petrol unit familiar from the brand's smaller Mazda 3 and CX-30 models, with 24V Mazda M Hybrid technology.

It's 2.5-litres in size, which leads you to expect a total output quite a lot larger than the 141PS actually delivered.

It works with more sophisticated brake-by-wire technology for more instant response and Mazda says it produces 238Nm of torque - enough to facilitate a 2,000kg braked towing capacity. As with the previous generation model, there's a choice between front-driven and AWD formats, with the volume front-driven set-up capable of 0-62mph in 10.5s; it's 10.9s for the AWD version.

The only transmission choice is a six-speed automatic.

The MK2 CX-5 had a reputation as one of the best driver's cars in its class, something Mazda claims to have built on here with changes to chassis and suspension also aimed at improving ride comfort.

The steering's been tweaked too.

Expect a full-Hybrid engine option later in production.

If you've previously owned a Mazda CX-5, there's a good chance you'll immediately recognise this third generation model.

It offers a fairly light evolution of the 'Kodo' styling language that characterised its predecessor, but Mazda says it's different, evolved under the design concept of 'Wearable Gear'.

The look is intended to be sportier and more confident, but it's more important to note that the new 4,690mm length is 115mm longer than before and this MK3 model is also 15mm wider and 30mm taller.

At the front, the Mazda grille and headlamp arrangement is subtly different, but intentionally familiar, with a more menacing light signature.

At the back, there are redesigned LED tail light clusters, now separated by MAZDA script rather than a brand logo.

Twin tail pipes add a finishing touch. More radical changes lie inside.

After years of championing the retention of physical buttons in its cabin design and persisting with a lower capstan controller for its central screen, the brand has disappointingly abandoned this approach in favour of the kind of minimalist cabin we first saw from the company with the Mazda6e.

The designers say this was driven by customer demand - which seems hard to believe.

Buttons still feature on the redesigned steering wheel, but many of them are part of a single panel that doesn't allow you to tell the difference between features through touch alone.

Can this really be progress? There's plenty of fresh screen tech of course - the usual digital instrument display and a centre screen that'll be either 12.9 or 15.6-inches, depending on the trim level you've chosen.

This uses Mazda's latest software, developed in conjunction with Google.

So Google Maps and a Gemini AI voice assistant are included and you can install apps via the Google Play store.

The materials used look smart - you might almost be in a premium brand model. What really is impressive about the interior is the extra space in the second row compared to the old model, helped by the 115mm increase in wheelbase length.

Plus the rear doors have been re-hinged so that they open wider, making it easier to get child seats in or the kids buckled up.

Out back, the boot lid lifts higher and the loading lip is lower, so getting bulky items in will be more straightforward.

Aided by the fact that boot space has increased by 61-litres to 583-litres - around the same as a Honda CR-V or Kia's Sportage.

The seats-folded capacity is 2,019-litres.

Pricing hasn't risen much over the previous generation model, so expect a span of between £32,000-£41,000 for this MK3 design.

Which is in the same ballpark as rivals like the Ford Kuga, the Hyundai Tucson and the Kia Sportage.

There are four trim levels - 'Prime-Line', 'Centre-Line', 'Exclusive-Line' and 'Homura'.

You'll need the top two of these to be able to pay the extra £2,000 that Mazda wants for the AWD powertrain. All variants give you a decent standard of kit, including LED headlights, alloy wheels, adaptive cruise control, digital instruments and a decent 12.9-inch infotainment system with 'Apple CarPlay' and 'Android Auto'.

Most of the niceties you'd really want require you to go beyond base trim, at which point you'll get touches like privacy glass, a powered tailgate and faux or real leather upholstery.

If you can progress to an 'Exclusive-Line' model, there's the option of part-white leather upholstery, which Mazda insists is easy to keep clean.

At the top of the range, there are luxuries like a sunroof, a Bose audio upgrade, larger wheels and a bigger infotainment display. Expect to find Mazda's range of advanced 'i-Activsense' driver assistance systems.

These include 'Advanced Smart City Brake Support', 'Blind Spot Monitoring', 'Rear Cross Traffic Alert', 'Oncoming Vehicle Collision Avoidance Assist', 'Emergency Lane-Keeping', 'Distance & Speed Alert' and a 'Lane-keep Assist System' with Lane Departure Warning.

There's also 'Traffic Sign Recognition', 'Driver Attention Alert' and a 'Vehicle Exit Warning' system that alerts occupants just about to open their doors in the face of oncoming traffic.

'Front Cross Traffic Alert' guards you at junctions; and 'Smart Brake Support - Front & Rear' braces the car for occupant survival if an impact is inevitable.

This car's 2.5-litre e-SKYACTIV G mild hybrid petrol unit is a relatively frugal thing in the smaller CX-30 and we expect it to be so here.

For the 2WD version, think in terms of 40.5mpg on the combined cycle and 157g/km of CO2.

For the AWD version, it's 38.2mpg and 168g/km of CO2. Residuals are stronger than the segment norm because the CX-5's customer loyalty rate is extremely high.

We should additionally mention the warranty, the usual unremarkable Mazda three year / 60,000 mile package.

You can manage maintenance with a useful 'My Mazda App', which can give you reminders about servicing and through which you can book your car in at your local dealership and access a digitally-stored record of your model's service history. What else? Well insurance groups start at 23 or 24 for the 2WD model.

And all models sit in the highest 37% BiK tax bracket - which is normal for mild hybrid models in this segment.

So that means entry-level 'Prime-Line' version will be costing a lower-rate tax-payer £2,200 a year in Benefit-in-Kind taxation.

If you were to stretch to an AWD model with top 'Homura' trim, you'd cross the government's £40,000 'Luxury Car Tax' threshold and therefore be liable for an annual road tax surcharge of £640 in years two to six of ownership.

As with the previous model, expect class-competitive residual values in the 45-50% bracket.

The CX-5 was never one of those cars that jumped out at you on first acquaintance.

It still isn't.

But as with many Mazdas, its modesty hides a surprisingly engaging product, one that's well packaged, nicely made and very smart to look at.

Plus it'll probably sell itself to you with the way that it drives.

Add in a high specification with competitive pricing and you've a strong proposition.

Of course, these days, nothing less than that is necessary, given the fierce competition in the mid-sized SUV segment. Unfortunately for Mazda, these aren't the only attributes likely customers in this class will be looking for.

They might be disappointed here to find just one engine on offer - and that the single unit available develops just 141PS and isn't particularly frugal.

Given how important PHEV technology is with the brand's larger SUVs, we're also surprised not to see a Plug-in Hybrid option.

As for the new cabin, well it looks smarter, but not everyone will think it an ergonomic step forward. For all that though, we can see why this car might ultimately have longer lasting ownership appeal than some of its rivals.

Try a CX-5 yourself and we've a hunch you might end up feeling the same.