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Top issues
12 known problems · 3 high
high
Oil dilution / rising oil level (DPF regen)
2.2L SkyActiv-D twin-turbo diesel
high
Intake / swirl (shutter) valve and EGR carbon coking
2.2L SkyActiv-D twin-turbo diesel
high
Turbo wastegate / VGT and exhaust pressure sensor faults
2.2L SkyActiv-D twin-turbo diesel
Recalls
2 on recordREC-000894
2019-10-10
Defect: Diesel-engined vehicles may accumulate carbon deposits in the intake shutter valve, alongside premature wear of certain engine components.
Remedy: Contact your nearest Mazda dealer for inspection and repair, free of charge.
Affected: 34,122 units, CX-5 (KE, KF) diesel, 2012-2018
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-29
REC-005009
2021-12-02
Defect: The low-pressure fuel pump impeller may become deformed, which can cause the fuel pump to stop working.
Remedy: Contact your nearest Mazda dealer for inspection and repair, free of charge.
Affected: 90,363 units, CX-5 (KF), 2017-2019
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-29
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Before and after
Before: Mazda CX-7 (ER, 2006-2012)
After: Next-gen Mazda CX-5 (2025/2026 redesign)
Price (AUD)
$12k-$50k
Body styles
5-door wagon
Drivetrain
Front-wheel drive (2.0 petrol, base diesel), On-demand AWD (i-ACTIV, 2.5 petrol and most diesels)
Origin
Japan
Built in
Japan
Overview
Australia's best-selling medium SUV for most of the 2010s, sold as Maxx, Maxx Sport, Touring, GT and Akera across two generations: the first-gen KE (2012-2017) and the heavily revised KF (2017-2026). It is a monocoque on-road soft-roader with SkyActiv petrol and diesel engines, a conventional torque-converter 6-speed auto (no CVT, no DCT - a genuine reliability advantage over many rivals), and Mazda's on-demand i-ACTIV AWD on the higher grades. The petrols (2.0 SkyActiv-G PE-VPS, 2.5 SkyActiv-G PY-VPS) are the smart used buy: timing-chain, naturally aspirated, no DPF, and very robust. The 2.2 twin-turbo SkyActiv-D diesel (SH-VPTS) is torquey and economical on the highway but is the one to scrutinise hard - early KE diesels are notorious for DPF/oil-dilution, intake and shutter-valve coking, and turbo/injector issues, especially on short city trips. Note: the 2.5 turbo petrol (PY-VPTS) sold in the US CX-5 was NOT offered in the Australian CX-5 (it appeared here in the CX-8/CX-9 instead). Common Mazda quirks across the range include the MZD Connect infotainment glitches and reversing brake groan.
Engines & variants
2.0L SkyActiv-G petrol
Engine
2.0L SkyActiv-G high-compression direct-injection petrol I4
Config
I4 NA
Displacement
1998cc
Power
114-121kW @ 6000rpm
Torque
200-210Nm @ 4000rpm
Drivetrain
FWD
Economy
6.9-8.0 L/100km combined (real-world ~8-9)
Tow (braked)
1500kg
Tow (unbraked)
750kg
Transmission
6MT, 6AT
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Simple, tough naturally aspirated petrol - no DPF, no turbo
- Timing chain, no belt to replace
- Conventional 6-speed torque-converter auto, not a CVT or DCT
- Cheapest CX-5 to buy and run; excellent reliability record
Cons
- Modest performance - the 2.0 feels underdone in a loaded AWD-sized body
- FWD only in this engine in Australia
- Only 1500kg braked tow
- Direct-injection intake-valve carbon possible at high km
Known problems
medium
Oil pump pressure-relief / OCV blockage (2012-2014)
On early KE SkyActiv-G engines a foreign particle can lodge in the oil pump pressure-relief valve or oil control valve, dropping oil pressure and lighting the warning. Subject of Mazda service action.
Fix: Replace oil pump/strainer and clean the oil pan; confirm the fix history. Keep to clean oil and intervals.
low
Direct-injection intake-valve carbon
Like most direct-injection petrols, carbon can build on the intake valves over time (no port-injection wash), causing rough idle or minor misfire at high km.
Fix: Walnut-blast / intake clean if symptomatic; quality fuel and regular oil changes slow it.
low
Reversing brake groan / squeal
A widely reported groan/squeal from the brakes when reversing; usually cosmetic noise rather than a fault.
Fix: Pad shims/anti-squeal, clean and lube slides; some live with it. Not a safety issue.
2.5L SkyActiv-G petrol
Engine
2.5L SkyActiv-G high-compression direct-injection petrol I4 (with cylinder deactivation on later KF)
Config
I4 NA
Displacement
2488cc
Power
138-140kW @ 6000rpm
Torque
250-252Nm @ 3250-4000rpm
Drivetrain
FWD or on-demand AWD (i-ACTIV)
Economy
7.4-8.2 L/100km combined (real-world ~9-10)
Tow (braked)
1800-2000kg
Tow (unbraked)
750kg
Transmission
6AT
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Best all-round CX-5 engine - smooth, willing and very reliable
- Available with i-ACTIV AWD; no DPF/turbo to worry about
- Timing chain and a proven 6-speed torque-converter auto
- Strong resale and the value pick for most used buyers
Cons
- Cylinder-deactivation (later KF) adds minor complexity
- Direct-injection carbon possible at high km
- Real-world economy not as low as the diesel on the highway
- Cabin road noise criticised, especially on earlier KE
Known problems
low
Cylinder deactivation lifter / mount wear (later KF 2.5)
KF 2.5 engines with cylinder deactivation can show minor vibration/noise as deactivation hardware and engine mounts age; mounts losing damping fluid is a known cheap-to-fix vibration source.
Fix: Replace failed engine mount(s); diagnose deactivation hardware only if a fault code is present.
low
Direct-injection intake-valve carbon
Carbon build-up on intake valves over high km, common to DI petrols, can cause rough running.
Fix: Intake/walnut clean if symptomatic; regular oil changes and quality fuel help.
low
Reversing brake groan / squeal
Same reverse-brake noise as the rest of the range; almost always noise, not a fault.
Fix: Anti-squeal shims, clean/lube caliper slides.
2.2L SkyActiv-D twin-turbo diesel
Engine
2.2L SkyActiv-D twin (sequential) turbo common-rail diesel I4 with DPF
Config
I4 twin-turbo
Displacement
2191cc
Power
110kW (early FWD) / 129kW (KE AWD) / 140-147kW (KF)
Torque
380-420Nm (KE) / 450Nm (KF)
Drivetrain
FWD or on-demand AWD (i-ACTIV)
Economy
5.5-6.0 L/100km combined (real-world ~6.5-8)
Tow (braked)
1800-2000kg
Tow (unbraked)
750kg
Transmission
6MT, 6AT
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Strong low-down torque and genuinely low highway fuel use
- Timing chain and conventional 6-speed auto - no DCT/CVT
- Low compression diesel is smooth and quiet for the class
- KF (2017+) improved on the troublesome early KE diesel
Cons
- Oil dilution / DPF problems are well documented, especially short-trip city use
- Intake and swirl/shutter-valve coking and EGR soot are common
- Turbo wastegate, injector-seal and exhaust-pressure-sensor issues reported
- A poor fit for buyers who only do short urban runs - avoid unless touring
Known problems
high
Oil dilution / rising oil level (DPF regen)
Post-injection during DPF regen washes diesel past the rings into the sump; on short urban trips the regen never completes, the oil level rises, oil thins and engine wear/damage can follow. A signature SkyActiv-D issue, worst on early KE.
Fix: Apply Mazda's DPF software update and revised dipstick; do a 20-30 min highway run weekly; change oil early and monitor level. Avoid for short-trip-only use.
high
Intake / swirl (shutter) valve and EGR carbon coking
Heavy soot coking of the intake manifold, swirl/shutter valves and EGR causes rough running, limp mode, lost power and can break a shutter valve - debris risk to the engine. 'Coked-up inlets' are increasingly common on these.
Fix: Intake/EGR clean or manifold replacement; address regen behaviour and short-trip use so it doesn't recur.
high
Turbo wastegate / VGT and exhaust pressure sensor faults
The sequential-turbo system can suffer wastegate/actuator breakage and exhaust-pressure-sensor faults, causing boost faults, limp mode and power loss.
Fix: Diagnose and replace the affected turbo/wastegate or sensor; verify boost control before purchase.
medium
Injector-seal leaks and oil-pickup strainer blockage
Leaking injector copper seals let combustion gases/soot in, and carbon can block the oil-pickup strainer dropping oil pressure - both reported on the 2.2 diesel.
Fix: Reseal/replace injectors; clean or replace strainer and sump if oil pressure is low. Insist on full diesel service history.