There’s no getting around the fact that the Toyota Zenix is a hot item in the highly contested MPV segment, especially with one key advantage that the Q HEV variant has over the rest (electrification).

Being a ground-up rework with nothing carried over from the IMV-based Innova, there’s a lot to be skeptical about. Front-wheel-driven. Unibody construction. And a gasoline engine, which is a pain point for the many Filipinos who grew up with the do-it-all diesel-powered AUVs and MPVs.

But with a price tag of P1,670,000, the Zenix V offers a compelling look into the future of one of Toyota’s most popular nameplates.

The biggest question comes with the new gasoline engine (M20A-FKS).

The 2.0-liter mill has no electrification or forced induction, so one might think it will struggle to move this big car with people inside.

On the contrary, it doesn’t feel labored even with a full load, but the problem comes from the CVT it uses to put down the 171hp/205Nm through the front wheels.

It feels confused, hesitant even. Even outside the dedicated Eco mode, the transmission prefers to keep revs low, presumably for comfort and economy.

When it’s time to overtake on the expressway or climb, the transmission waits for a bit, then jumps to the rev range where it makes the most power and a good bit of engine noise.

You can use the manual gate or the paddle shifters to smoothen the shifting out, but I presume most drivers will stick it in Drive and let the car do its own thing. Perhaps the story could have been different if Toyota stuck in a traditional automatic transmission.

It feels more like a large crossover that is very easy to drive. The driving position is a high SUV-like position with lots of visibility, thanks to the TNGA-C platform it shares with the Corolla Cross and the Altis.

Apart from the light steering and the car-like handling, the inherent bounciness of a body-on-frame platform is completely eliminated, and it still manages to have a decent 185mm of ground clearance and a turning radius of 5.7m.

Couple that with the thick 215/60 Dunlop Enasave EC300+ rubber around the 17-inch alloy wheels, and the Zenix V offers one of the most pillowy and cushioned rides in the MPV segment. The only downside is the noticeable wind and traffic noise that permeates into the cabin at expressway speeds.

But I’d be damned if I didn’t say that this cabin was incredibly cozy.

Sure, the chestnut-and-black scheme TMP has picked over a more conservative black-on-black cabin splits opinions, and the acres of hard plastics (it is a mainstream vehicle after all) can make it feel cheap, but that’s not the point.

The interior space is cavernous. The fabrics used in all the seats have a soft, suede feel, making them extremely comfortable.

Oodles of second-row space for the two lucky passengers with manually adjustable captain’s seats, and a third row that’s actually livable for adults are nice. Just don’t expect to fit seven comfortably, even if the add-on headrest for the third row suggests you can.

The Zenix V has a good amount of amenities.

Sure, the rear may not have seat-back tables or a screen, but a rear climate zone with automatic fan controls, a fold-out tray table with cupholders, two strips of blue ambient lighting, and two USB-C charging ports with a 12V socket for the third row are enough to satisfy passengers.

The six speakers are fine for general listening, but you’ll want to upgrade them for more punch and clarity.

While it seems the Zenix is perfect for senior citizens with its captain’s seats and rear doors that open wide, getting into the cabin is more of a “step-up” rather than a “step-in” affair, akin to a crossover instead of a minivan.

My grandfather who has mobility problems needed a stool to enter and exit. Toyota does sell a step board as an option, but those shopping for seniors must consider this.

When you don’t need to carry people in the back, the third-row bench folds flat, unlike the previous flip-to-the-side bench, allowing for up to 958L of cargo capacity with a hidden compartment underneath the false floor.

A spare tire is also found underneath the car. The second-row seats don’t fold forward, so you may need to recline them all the way back if you need to carry long items.

If you’re the driver, a vertically stacked dashboard layout greets you. The instrument cluster utilizes the older seven-inch display sandwiched by two analog dials. Nothing wrong here.

The center stack features a 10.1-inch touchscreen, air vents, and controls for the single-zone automatic climate control and the shifter, and USB-A and USB-C ports. The passenger has a 12V socket, an illuminated shelf, and a large glove box.

The infotainment is another head unit made for Southeast Asia, not the new global head unit found in more expensive models.

It’s responsive and comes with both wireless Apple CarPlay and Android Auto, but I was dismayed by the five times it crashed on me without me doing anything with the CarPlay, even when using a wired connection and after a full system reset.

However, this is one of those vehicles in the lineup that comes with connected services.

As for safety features, it may be a bit concerning to know that there are only two airbags for this variant. It comes with Isofix child seat anchors, ABS-EBD, stability control, regular cruise control, and hill-start assist.

Other convenience features include speed-sensing locks, smart entry with push-start ignition, a power tailgate, an electronic parking brake with auto brake hold, automatic headlights, and front and rear parking sensors to augment the single rearview camera.

We finally end with the design.

Sure, it lacks the bumper-mounted DRLs, and the lack of over-fenders with the 17-inch wheels may make it look like something is missing, but there’s no getting around how mature the vehicle now looks. This would be perfectly at home on the streets of high-end exclusive villages.

Admittedly, the Zenix V’s biggest competition comes from within the Toyota stable itself, as the Innova G is literally P2,000 cheaper (P1,668,000), and has a diesel engine and the ability to seat at least eight. If you want captain’s seats and a diesel mill, the Innova V conveniently slots itself between the Zenix Q HEV and the Zenix V CVT at P1,808,000.

The Zenix as a whole is an excellent demonstration of how far the MPV has come. With massive improvements to refinement, driving dynamics, and comfort, it’s easy to see how much more family-oriented the Zenix is over its do-it-all sibling.