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Mazda
CX-5
KE / KF·
2012-2026
suv-soft
Top pick
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.
Common problems (all variants)
low
MZD Connect infotainment glitches
The MZD Connect head unit can suffer freezes, reboots, Bluetooth dropouts, ghost-touch and faded/mottled screens; some KF units need a screen/unit replacement.
Fix: Software/firmware update first; replace the display or head unit if hardware-faulty.
low
Reversing brake groan / squeal
Range-wide groan or squeal from the brakes when reversing - widely reported, with no single definitive fix; almost always noise rather than a defect.
Fix: Anti-squeal shims, clean and lubricate caliper slides, quality pads; many owners simply tolerate it.
low
Thin paint / dark-colour chipping
Paint is thin and chips easily, particularly on dark colours and the popular Soul Red; stone chips on the bonnet/front are common.
Fix: Paint protection film up front; touch-up or respray affected panels.
low
Cabin / road noise (especially KE)
Early KE in particular was criticised for coarse road and tyre noise on Australian surfaces; KF improved insulation but it remains a known trait.
Fix: Quieter tyres and added sound-deadening help; not a fault.
medium
Automatic transmission fail-safe (early KE auto)
Iron particles in the ATF reaching the valve body could trigger the transmission fail-safe (limp) on very early KE autos - subject of Mazda investigation/service action.
Fix: ATF service/flush and valve-body inspection; confirm any related service action was carried out.