Mazda CX-5 Common Problems

The CX-5 is one of Mazda's best sellers and one of the most common mid-size SUVs on the used market. Two generations cover it: the KE (2012 to 2017) and the KF (2017 on). Both use SkyActiv engines: a 2.0 petrol (PE-VPS) in front-drive base models, a 2.5 petrol (PY-VPS, with cylinder deactivation from 2018), a 2.2 twin-turbo diesel (SH-VPTS, upgraded in 2018) and, from late 2018, a 2.5 turbo petrol in the GT and Akera. Nearly all have a six-speed SkyActiv-Drive auto; some base 2.0 models have a six-speed manual. Petrol CX-5s have a strong reliability record. The diesel carries most of the risk, and early KE cars collected a run of service bulletins.

Diesel oil dilution and DPF clogging (2.2 SkyActiv-D, mainly 2012 to 2014)

Short trips stop the diesel particulate filter (DPF) getting hot enough to burn off soot. The extra fuel injected to clean it can end up in the sump, so the oil level climbs above the full mark and the oil thins. Warning signs are the master warning, check engine or oil light. Mazda released a software update and a revised dipstick in December 2012 and told owners to check the oil every 1,000 km or monthly, and some damaged engines are reported to have been replaced under warranty. A diesel that has lived on school runs can still show it. Caught early, the fix is an oil and filter change plus regular highway driving, roughly $200 to $400; ignored, thinned oil wears the engine.

Carbon build-up, turbo damage and engine failure (2.2 SkyActiv-D, 2012 to 2018)

The diesel's bigger problem is carbon. In 2019 Mazda recalled KE and KF diesels sold from January 2012 to August 2018 because carbon builds up in the intake shutter valve and wears engine parts early; symptoms include gradual power loss, several warning lights and stalling. The fix was an inspection, repair or replacement of affected parts and new engine software. Engines built before about late 2013 are also reported to have had a bulletin for damaged turbochargers and worn exhaust cams, shown by white smoke, poor acceleration and code P0299. Owners report full engine failures too, and leaking injector seals are a commonly cited cause. A replacement engine runs to many thousands of dollars. The ACCC also took Mazda Australia to the Federal Court, alleging it misled owners of cars with repeat failures about their consumer guarantee rights; check the case's outcome before relying on it.

Early gearbox faults (KE 2.0 and 2.5 petrol, 2012 to 2014)

Several Mazda bulletins (seen in their US versions; Australian cars use the same parts) cover early KE gearboxes. Some autos built before late 2013 can whine from low speed, getting louder with road speed, which the bulletin fixed by replacing the gearbox. Iron particles in the fluid can upset the valve body, causing flaring (revs rise but the car does not speed up) and missed shifts. Contaminated oil pressure switches can light the check engine and transmission warnings with codes such as P0842 and P0872, fixed with new switches, strainer and seals. Some manuals built before about mid-2014 can baulk into third to sixth or jump out of third, fixed with revised clutch hubs. Out of warranty, a replacement auto costs several thousand dollars.

Low oil pressure and fuel pump faults (KE 2.0 and 2.5 petrol, 2012 to 2014)

Early SkyActiv-G engines can pick up a foreign object in the oil pump relief valve or oil control valve, lowering oil pressure. Symptoms are a rough idle and a check engine light with code P0015 or P0524. The repair ranges from a new oil strainer and a cleaned sump to a new oil pump. Some cars built before about late 2013 can also store code P0191 from a high-pressure fuel pump with faulty internals, fixed by replacing the pump. A scan before purchase is worthwhile on any early KE.

Front suspension knocks and sticking rear brakes (KE, 2012 to 2015)

Mazda bulletins (again in their US versions) cover KE cars that knock or squeak from the front struts over rough roads or when the wheel is turned at a standstill, and creak from the lower arm bushes in the wet. Causes are a damaged strut top bearing, the bearing slipping against the coil spring, or a sticking bush; the fix is a new bearing, a spring protector or a new bush. Some earlier cars can clack under acceleration at full lock, from the inner tie rod joint catching the steering rack housing. Early cars can also have rear pads that stick in their carriers, causing squeal, drag and fast wear, though that bulletin was aimed at salted roads overseas and may be less common here. Strut bearings and bushes are roughly $300 to $700 per side fitted.

Infotainment and electrical niggles (KF, 2017 to 2024)

The KF is mechanically sound so far, and owner complaints focus on electrics. Owners report Mazda Connect dropping phone connections, losing Apple CarPlay or Android Auto (standard from late 2018) or showing navigation faults. Log these with a dealer while under warranty; some owners have cleared glitches by disconnecting the battery overnight. Owners also report slow restarts from i-stop, failed door mirror fold motors and, in at least one case, a clicking brake booster. A replacement mirror assembly is roughly $500 to $1,200 depending on features.

Recalls and safety

CX-5 recall themes: tailgate struts that can corrode and split (KE); daytime running lights that may flicker or fail on KE cars sold from 2015 to 2016; a batch of KF diesels sold in April and May 2018 that may not restart; a cylinder deactivation software fault on 2.5 petrol cars sold from February 2018 to May 2019 that can let an intake rocker arm move out of place, causing power loss or stalling; the diesel intake carbon recall above; and a low-pressure fuel pump on 2017 to 2019 KF cars that can deform and stall the engine. Ask a Mazda dealer to check the VIN for open recalls, and see our recalls page.

Buying a used Mazda CX-5? What to check

• Diesel oil level: Check the dipstick on level ground with the engine cold. Oil above the full mark, or oil that smells of diesel, points to fuel dilution.
• Diesel recall and smoke: Ask for proof the 2019 intake carbon recall was done, and watch for white or blue smoke and a flat spot under acceleration.
• How it was driven: A diesel that mostly did short trips is a risk. Ask the owner about their typical driving and any DPF warnings.
• Gearbox: On 2012 to 2014 autos, listen for a whine that rises with road speed and watch for revs flaring between shifts.
• Fault codes: Have the car scanned. Stored P0015, P0524, P0191 or P0299 codes need explaining before you buy.
• Front end: Turn the wheel at a standstill and drive over speed humps. Knocks or creaks point to strut bearings or bushes.
• Windscreen and mirrors: Look for chips and cracks, as some owners report CX-5 windscreens crack easily, and fold the mirrors several times.
• Electronics: Pair your phone, test CarPlay or Android Auto where fitted, and check i-stop restarts promptly.

Run a Carify PPSR check for finance owing and write-off records, and take our Mazda CX-5 buying checklist to the inspection.

The verdict

A petrol CX-5 is the safer buy. The pick is a KF 2.5 from mid-2019, or any 2018 to 2019 2.5 with the cylinder deactivation update done; the 2.0 front-driver suits city use. See our 2021 CX-5 page for a popular year. KE petrols are good value from 2014 builds, once the early bulletins are behind them. The diesel suits drivers who do long highway runs, but buy one only with a full logbook, the 2019 recall done and a clean oil check. Avoid a 2012 to 2013 diesel with patchy history.