The chance to spend a couple of days driving around the sweeping, and lightly trafficked roads between Inverness and John O' Groats was an invitation we couldn't say no to when Mazda kindly asked us to join them for the UK launch of the new Mazda5 in Scotland. Being driving enthusiasts, the prospect would have been even more appealing had the car been the forthcoming MX-5, but we had heard good reports of the new mid-sized MPV and Mazda boldly claims that the Mazda5 is 'surprisingly stimulating,' with Mazda's 'Zoom-Zoom' philosophy running through its family-focussed veins.

First impressions are very good. The Mazda5 is without doubt the most stylish car in its class (which incidentally Mazda has christened the C-MAV, for C-segment Multi-Activity Vehicle). Other seven-seaters don't really compare, and in the metal the Mazda5 actually looks much smaller than it is thanks in no small part to muscular haunches and prominent wheelarches. The five-spoke 17-inch alloys fitted to all the launch cars (standard fit on Sport models) set off the wedge profile too, and the Mazda badges are notably large. Only the entry level model makes do with black plastic bumpers, mirrors and door handles, with the TS² and Sport upgraded to body-colour (as pictured). Additionally, the Sport model gains front fog lights and a subtle rear spoiler.

Spend a few minutes inside the Mazda5 and you'll find yourself getting out and looking at it a little puzzled at how there is so much space in an apparently compact car. I positioned the driver's seat as I would normally, and could comfortably sit in any of the two rows of seats behind. You really should consider the Mazda5 as a six-seater, with an occasional seventh seat, preferably for a child. Mazda calls the seating system 'karakuri,' essentially meaning surprise and delight. It is a well-designed system, in which there are six full-time seats. Additionally, the armrest between the first row of seats twists around to form a seventh backrest, while flipping up the base of the left-hand seat reveals the actual seat portion, which neatly rotates and locks in position. With seven passengers on board luggage is limited, and Mazda rightly says that the Mazda5 will more than likely have no more than 4-5 people on board for most of its life, with the full seven seats being used on occasion. The rear-most row folds flat into the floor increasing luggage space from 112 to 720 litres. If you want to bring a bed back from Ikea, the second row can be folded flat too. The seats are not removable.

So the Mazda5 has the people-carrying thing licked; the clever seating system is backed up by comfortable seats in each position, 10 cupholders (erm, why exactly?!) and another 35 storage compartments dotted around the cabin. The passengers will be happy; what about the driver? In Sport and TS² specifications the Mazda5 comes with a leather rimmed steering wheel with audio controls built in, and we would thoroughly recommend it. It is small and good to hold. Complementing the wheel is a stubby gear lever mounted close by on the dashboard. The pedals are well spaced too, and though it was inevitable that the driving position would be upright, it is more saloon car than van. Most of the switchgear is close to hand, the exception being the trip computer and clock buttons on the left hand side of the centre console. Crucially, there is a well-oiled precision to each and every button and switch. It bodes well for the driving experience.

It's a dangerous thing to market your MPV (MAV, whatever...) as a sporting drive. As we've discovered in the past, the Mitsubishi Grandis does not live up to the tag at all, and Honda's Stream just about gets away with the claim. Mazda does choose its words carefully in the press material, using the phrase "spirited driving dynamics," but emphasising first of all how safe and stable the Mazda5 is before saying that it is a "relaxing yet invigorating drive." With such amazing roads to play with it would be rude not to test out these claims for ourselves, and though we usually spend more time with a car in order to really get to know its dynamics, 200 miles of Scottish black-top proved ample to form an opinion.

The Mazda5 excels at 'spirited' driving at high speed on sweeping A-roads, with tight body control and good damping allied to a supple ride. The steering is quite direct too, and though not the most communicative, does allow for accurate placing of the Mazda5. When the road gets a bit narrower and twisting, the Mazda5's chassis is truly tested. Its brakes coped admirably with our best efforts, and the more extreme driving family man will be glad to know that left-foot braking to balance the car in tight corners, even with some throttle applied, is allowed. On the first day we were blessed with hot sunshine (yes, in Scotland!), and the low-profile tyres provided more grip than the 2-litre engine had power to overcome. Only once did the traction control (standard on Sport models only) light flicker in protest, while exiting a very slow second gear corner with the inside wheel spinning. Driven sensibly there is very little understeer.

Day two was perhaps more revealing, as the roads were covered with a thin film of water. With traction control turned off, the Mazda5 actually proved to be good fun to hustle along well-surfaced A-roads, with real throttle adjustability and even mild lift-off oversteer available if required. In summary, the keen driver won't be bored by the Mazda5, and it ultimately is a safe and predictable steer, with good stability under braking. The only complaint that a more enthusiastic driver could have is that the 2-litre petrol engine lacks real vigour. Admittedly, the Mazda5's direct rivals are no quicker, but the Mazda5's chassis could cope with more.

Though there are no plans to fit the Mazda6's 2.3-litre petrol engine, it could be that the diesel models offer the best option. We won't get to drive the 2-litre diesels until later this year. Their launch has been delayed by a shortage of particulate filters across the world. The particulate filter helps the diesel Mazda5s attain Euro 4 emissions. There will be two variants of the 2-litre diesel engine available, both featuring common-rail high-pressure injection technology. The Sport model will only be available with a higher power version, producing about the same power as the 143bhp 2-litre petrol, but a lot more torque (266lb.ft versus 136lb.ft). In real world driving the peak torque figure, and the rev range it is available over, is often more telling than the peak power figure, which in the case of the petrol engine requires high revs anyway. There is always a downside though, and the Sport diesel will cost £1,600 more than the petrol option. There should be savings thanks to reduced fuel consumption (we averaged 26mpg in the petrol car, though it was driven quite hard). We'll reserve judgement until we try the car for ourselves.

For a new entrant on the market, the Mazda5 is keenly priced. The 2-litre Sport model tested here costs just £16,300 on-the-road and as standard is equipped very well. Indeed, all Mazda5s get driver and passenger airbags, side airbags, full-length curtain airbags (even for the third row) as well as the expected anti-lock brakes with Electronic Brakeforce Distribution and Emergency Brake Assist. Inside, the karakuri seating system is fitted to all models, as is air conditioning and a CD player. Until the diesels arrive the 2-litre Sport model we tested is the best value car in the range, but only £14,300 will get you into the driving seat of a 1.8-litre model. That car is also good value, but maybe compromises the Zoom-Zoom theme a little.