The Made in Japan stamp still commands a lot of appeal these days.

Just seeing these three words is enough to elicit strong favorable reactions. Whether it’s a high-tech gadget, a delicious snack, or a brand-new car, almost any product that comes from Japan becomes more attractive to buyers.

For brands like Mazda, that couldn’t be further from what they offer. Yes, the BT-50 and Mazda2 come from Thailand, but from the Mazda3 to the CX-8, CX-30, CX-60, CX-90, and MX-5, almost all of their products hail from Japan. Also originating from Japan is the all-new Mazda CX-5, which is now in its third generation.

Launched earlier this year by Mazda Philippines, the CX-5 gets a new distinction of being a hybrid electric vehicle (HEV), thanks to an electrified SkyActiv powertrain. It also gets a redesigned interior, a more stylish exterior, plus updated toys to play with. But with more affordable Chinese crossover SUVs already flooding the market, can Japan-made crossover SUVs like the Mazda CX-5 still attract its crowd? More importantly, did Mazda get its hybrid right for the third-generation CX-5?

The Look

If this was a beauty pageant, the all-new Mazda CX-5 just won. While I wasn’t sure of its design when I first looked at it via press pictures, my tone immediately changed when I saw it in the metal.

Mazda could have gone overboard and radically changed the exterior design of the all-new CX-5. But in an era of car design where brands can get crazy, it’s nice to see brands like Mazda practice restraint while still giving its vehicles a distinct and stylish look. Immediately grabbing my attention are the sleek LED taillights. The L-shaped design, combined with the thick LED lighting elements, gives the CX-5’s taillights a more upmarket look. In fact, remove the Mazda and CX-5 badges, and some might mistake it for a BMW if they only get to see the rear.

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Changing a vehicle’s front fascia can sometimes make it or break it, but I have to say that Mazda got it right for the latest CX-5. Sure, some might miss the more aggressive headlights of the previous generation, but the new LED headlights and daytime running lights give the CX-5 a more daring look. The familiar grille design that is now becoming a standard on almost every Mazda is present on the CX-5, and boy, does it suit the sharp-dressed CX-5. And since this is the Premium Plus version, it gets the gloss black 19-inch alloy wheels wrapped in 225/55 series tires.

Mazda did not overdesign the CX-5 in its third generation, and frankly I give props to the designers. Mazda knows its strengths when it comes to car design, and they leaned on their strengths and what they do best in designing the latest CX-5. It’s confident in its own skin without relying on big design changes that would perhaps alienate those who are familiar with Mazda’s Kodo design language.

M Hybrid Performance

However, I’m not going to beat around the bush with what's under the hood; I was left wanting that the CX-5 HEV had more oomph. Yes, the 2.5L SkyActiv inline-four is a proven engine and is paired nicely with an updated 6-speed automatic gearbox with paddle shifters. It even comes with a Sport Mode to make good use of the 181 PS and 242 Nm of torque from the electrified SkyActiv engine.

But here's where Mazda is still playing catch-up to its competitors - the CX-5 only has a 24V system with a small electric motor and a battery forming the M Hybrid system, meaning it can only hold a small amount of charge and additional power.

With its closest competitors already sporting powerful but efficient hybrid setups (Kia Sportage Turbo Hybrid, Nissan X-Trail e-Power and Toyota RAV4 HEV) along with EV-capable plug-in hybrids (BYD Sealion 6, Chery Tiggo rEV, and Geely EX5 EM-i), the Mazda CX-5 AWD HEV lags behind electrified technology and is facing an uphill battle in terms of power output and efficiency, which we’ll get to later.

For Mazda, however, they believe efficiency is not the end-all, be-all of what makes a crossover great these days. Instead, they are banking on the CX-5’s proven (and upgraded) driving dynamics, smooth power delivery, and fun-to-drive characteristics. Despite having only 242 Nm of torque to play with, the CX-5 HEV pulls along nicely once the momentum is there, especially when you reach peak torque at 4000 rpm. Set the 6-speed automatic transmission to manual mode, and you can really have a bit of fun wringing out the 2.5L engine in the CX-5.

On the hilly sections of Marcos Highway from Baguio to La Union, I had plenty of time to enjoy (and scrutinize) the CX-5’s HEV powertrain. While it’s not much, the addition of the HEV system does give the engine a small push. If you just mash the accelerator while in Normal mode, you’ll have to wait for a couple of seconds for the transmission to kick down several gears. But set the transmission to Manual Mode and play with the paddle shifters, and you’ll have full control of the engine. This allows you to make full use of every torque and horsepower from the naturally aspirated SkyActiv inline-four.

Some might scoff at the CX-5 still having a 6-speed automatic when other brands have started using 8-speed and even 10-speed transmissions. But for me, there’s a good reason for Mazda's 6-speed automatic gearbox: it's less likely to hunt for gears, unlike transmissions with more than six speeds. And when in full manual mode, it’s easy to flick and remember which gear you’re in without struggling to remember what gear you’re in.

What the engine lacked in sheer power, the 6-speed automatic made up for in sheer response and its ability to wring the engine when you really want to have fun behind the wheel. In some way, it reminds me of the MX-5. Yes, it could use more power, but I would be lying if I said I didn't have fun going back to a naturally aspirated engine with some hybrid assist with a good ol’ 6-speed automatic.

Superb Ride & Handling

So the M Hybrid engine could have been better in the all-new CX-5, efficiency and power-wise. But Mazda had a trick up its sleeve that surprised not just me, but almost everyone during the drive: the superb handling and ride comfort. I wasn’t expecting much from the third-generation CX-5 when it comes to agility since it’s a crossover, but after taking on the twists & turns of Baguio and Marcos Highway, I was reminded of one of the brand’s core philosophies: Jinba Ittai.

While it’s no MX-5, Mazda dialed the handling capabilities of the all-new CX-5 to a T. Even with three additional passengers inside with some considerable luggage in the back, I was surprised by how fun it was to throw the CX-5 onto the corners at relatively high speeds. I was expecting a bit of drama from the suspension & steering, but the CX-5 just followed through with ease. Then there are the Toyo Proxes Sport tires, which I expected to chirp or squeak as I took on corner after corner. But the AWD system made sure the tires delivered every inch of grip without screaming for mercy.

All of that was made possible thanks to the communicative steering. Despite being electronic power steering (EPS), Mazda was still able to give the EPS feedback to the driver. This means I always knew what the front tires were doing, and there was no numb sensation whatsoever.

With its impressive handling characteristics, the all-new CX-5 would then have a harsh ride, right? I’m happy to report that it’s actually the opposite. Despite having a suspension geared for handling, the dampers and the suspension system did a great job of absorbing bumps, going over pockmarked roads with ease, and making sure outside disturbance is kept to a minimum.

For Mazda fans and customers who want a fun but still practical crossover SUV, the all-new Mazda CX-5 walks a fine line between being a comfy family car and still delivering the joy of driving when you want to.

What about the cabin?

When I first saw pictures of the all-new CX-5’s cabin, I was surprised to see it no longer has the center dial system for the infotainment system. Instead, Mazda went with the tide and opted for a large touchscreen infotainment system to handle most of the in-car functions. This comes as a surprise since Mazda largely prefers buttons and physical controls. But with customers preferring touchscreens, Mazda had to adapt to what customers want.

While I was initially apprehensive of the change, I was surprised by the shortcuts and easy-to-find menus and submenus of the touchscreen. Instead of just having a generic touchscreen system, Mazda actually went to the trouble of making it ergonomic with easy-to-remember shortcuts. Of course it took some time getting used to, but after several minutes, I was getting the hang of the new touchscreen-based system. In fact, I was easily able to remember how to turn off the driver aids, since they were messing with how I drive.

Since the CX-5 is made in Japan, I expected it to have the hallmark features of such a vehicle. From the interior appointments to the touchpoints, as well as the Noise, Vibration & Harshness (NVH) deadening and overall build quality, the all-new Mazda CX-5 did not disappoint in those respective aspects. 

The smooth leather-wrapped steering wheel felt supple to the touch, while the tan leather ventilated front seats are both comfortable and pleasing to the senses. Every part of the cabin felt solid and had a quality touch & feel to it, as expected from a Japan-made vehicle. Last but certainly not least is the NVH deadening, which isolates the cabin from the outside world. Paired with a 12-speaker Bose sound system as standard, the CX-5 AWD HEV Premium Plus delivers quite the sound stage for your favorite tunes.

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Overall, Mazda knows a thing or two when it comes to making a comfy yet high-tech cabin. However, purists may find the new touchscreen infotainment system a bit of a surprise, especially to customers who have gotten used to the rotary dial on the center console. All I can say for now is, it’s easy to get used to, but I would have still preferred the center dial for adjusting the infotainment system and other in-car features.

Points of Improvement

Despite all my praise for the all-new Mazda CX-5, it does have shortcomings I wish the automaker would make improvements on. For one, the steering wheel buttons for the infotainment system, drive modes, and intelligent driver aids could have been better. If anything, they remind me of the haptic buttons Volkswagen used for the short-lived Tharu. They could have just got the steering wheel buttons from the CX-60 parts bin and called it a day.

Next are the back seats, particularly the seat cushions. While Mazda did say they were able to make the rear seats more spacious for passengers, they did have to cut a good length of the seat cushions to make that possible.

While you do get extra leg and knee room, you do lose some thigh support. This is more apparent for taller individuals, including my vertically-gifted colleague who immediately noticed the lack of thigh support due to the use of shorter seat cushions.

Is the CX-5 HEV worth it?

At a time when cars are fast becoming appliances on wheels, I can see Mazda was trying to incorporate those things, while at the same time sticking to its guns when it came to designing a comfortable, practical, and still fun-to-drive vehicle. There are some compromises, however, particularly for the rear passengers and the materials used for the steering wheel buttons, but they made sure that almost every aspect of the all-new CX-5 was top-notch and delivered top quality.

What I wish the CX-5 had more of was horsepower and torque. If anything, I miss the oomph of the 2.5L SkyActiv Turbo from the previous generation, which made the CX-5 perform like a pocket rocket. However, the CX-5 HEV AWD Premium Plus does bounce back in a big way when it comes to handling and ride comfort.

But is the CX-5 HEV AWD Premium Plus hybrid enough? Throughout the drive, I was only able to average around 14 km/L in mixed driving conditions. On the highway, I was able to achieve at least 16 km/L, while in the city, I was only able to average up to 8 km/L under the best conditions.

When compared to other hybrids in the segment, the CX-5 HEV AWD is quite the thirsty hybrid in terms of fuel consumption. That’s because its closest HEV competitors can easily average up to 15 km/L or more in city driving and up to 25 km/L or more on the highway.

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The all-new Mazda CX-5 AWD HEV Premium Plus is many things and is selling for PHP 2.495 million. I like its handling, the soft ride, and its sleek looks. However, its M Hybrid Powertrain could use some work and a larger battery capacity.

If you want a classy, confident, and captivating crossover SUV that’s still fun to drive despite being a daily driver, then by all means get the all-new Mazda CX-5 AWD HEV. But for those who prioritize efficiency in their daily drive, Mazda could have a challenge ahead.