I drove a $42,000 Mazda CX-50 Hybrid. It's one of the best small SUVs I've ever tested.

I was impressed by the new CX-50 Hybrid's efficient powertrain, athletic looks, and smartly designed cabin.

However, I was less pleased with the hard, uncomfortable leather seats and cumbersome rotary infotainment controller.

The base ICE Mazda CX-50 2.5 S Select starts at $30,300, while the most affordable hybrid variant starts at $33,970.

All CX-50s come standard with all-wheel-drive.

My fully loaded Mazda CX-50 Hybrid Premium Plus test car starts at $40,050.

Freight fees and the premium Machine Gray Metallic paint pushed the as-tested price to $42,065.

The CX-50 features the latest derivative of Mazda's signature Kodo design language, marrying its traditional curves with a more rugged, squared-off athletic look.

The CX-50 Hybrid is about an inch and a half longer than the Honda CR-V Hybrid and nearly half a foot longer than the Toyota RAV4 Hybrid.

However, the CX-50 trails the RAV4, CR-V, and Tucson total passenger space at just 97 cubic feet.

The Mazda offers a solid 8.1 inches of ground clearance, identical to its rivals from Toyota and Honda.

The Mazda CX-50 Hybrid is powered by a 2.5-liter, 176-horsepower, naturally aspirated four-cylinder engine paired with a 118-horsepower electric motor up front, a 54-horsepower unit on the rear axle, and a 1.59-kWh battery pack.

The total system output is 219 horsepower.

The CX-50's engine and hybrid system are sourced from Toyota. It's the exact same powertrain found under the hood of the rival RAV4 Hybrid.

The CX-50 is also made in Huntsville, Alabama, at a factory jointly owned and operated by Mazda and Toyota.

My test car's EPA fuel economy figures are 39 mpg city, 37 mpg highway, and 38 mpg combined.

Compact hybrid SUVs are generally designed to be sensible, fuel-efficient transportation for the masses.

The CX-50 Hybrid is certainly that, but it also brings a good dose of Mazda zoom-zoom to the party.

The CX-50's steering is well-weighted and offers a decent amount of feedback for a vehicle of its type. The Mazda's suspension is a bit stiffer than most of its rivals, which helps it approach corners with great composure, but it does compromise ride comfort a tad.

The hybrid powertrain delivers peppy performance, especially in Power mode, thanks to the ample torque from its electric motors.

As in other applications of the Toyota Hybrid System, intrusive engine noise can be problematic, especially under hard acceleration.

According to Car and Driver, the Mazda CX-50 Hybrid can do 0-60 mph in a solid 7.6 seconds, which is on par with the Honda CR-V Hybrid.

The CX-50's cabin is simply terrific. Material and build quality are top-notch, while its overall design exudes a truly premium feel.

The smartly located audio controls on the center console are easy to reach for both the driver and passengers.

I loved the optional panoramic moonroof, a Mazda first, that bathed the cabin in lovely sunshine.

Unfortunately, the seat was lacking in cushioning and support, making long trips uncomfortable. It felt like you were sitting on the seat instead of in it.

The CX-50's instrument cluster features a pair of analog gauges flanking a configurable central 7-inch LCD display that's designed to mimic a circular gauge.

My test car also came with an optional color head-up display.

The 10.25-inch touchscreen looks great, but the software behind it makes daily use a bit weird.

The CX-50's infotainment screen is only a touchscreen when Apple CarPlay or Android Auto are initiated. In all other instances, the system requires the use of the cumbersome rotary controller on the center console.

Fortunately, Carplay and Android Auto are standard on all trim levels.

The CX-50 Hybrid is equipped with a standard backup camera. A 360-degree camera system is available on the CX-50 but not on any hybrid models.

With 37.8 inches in legroom, the CX-50 matches the Toyota RAV4 Hybrid but trails the Honda CR-V Hybrid by over three inches.

The CX-50 Hybrid's cargo compartment is significantly smaller than 38.7 cubic feet in the back of the Tuscon and the 34.7 cubic feet behind the CR-V's rear seats.

Fold the down rear seats, and cargo capacity expands to 56.3 cubic feet. But that's still far short of the 76.5 cubic feet in the CR-V Hybrid and 69.8 cubic feet in the RAV4 Hybrid.

The spare tire is a rarity for hybrid SUVs in this segment that usually comes with a tire inflation kit.

The spare tire shares the storage compartment with the subwoofer for the CX-50's stellar 12-speaker Bose audio system.

Even the entry-level CX-50 Preferred comes standard with important assistance tech, such as adaptive cruise control, blind spot monitoring, lane keep assist, and rear cross-traffic alert.

The Mazda CX-50 is not perfect. It's got hard seats and a weird infotainment setup, and it is a bit short on cargo room.

But it also boasts handsome styling, a premium cabin, great fuel economy, and great driving dynamics.

At the end of the day, the pros greatly outweigh the cons with the CX-50 Hybrid.

The Mazda CX-50 Hybrid might have the heart of a Toyota, but it still drives with the soul of the brand that brought us legendary sports cars like the RX-7 and MX-5.