Carsieve All versions
| Variant | Running cost per month | Median price | Listings | Fuel | Engine codes | Gearbox | Production years |
|---|---|---|---|---|---|---|---|
| 2.2 SKYACTIV-D, 150 PS, 6-speed manual Research | €442 | €6,000 | 191 | Diesel | SH | Manual (6) | 2012–2015 |
| 2.2 SKYACTIV-D, 150 PS, 6-speed manual, all-wheel drive Research | €456 | €6,000 | 191 | Diesel | SH | Manual (6) | 2012–2015 |
| 2.2 SKYACTIV-D, 175 PS, 6-speed automatic, all-wheel drive Research | €476 | €8,200 | 146 | Diesel | SH | Automatic (6) | 2012–2015 |
| 2.2 SKYACTIV-D, 150 PS, 6-speed automatic Research | €466 | €7,800 | 117 | Diesel | SH | Automatic (6) | 2012–2015 |
| 2.2 SKYACTIV-D, 150 PS, 6-speed automatic, all-wheel drive Research | €465 | €7,800 | 117 | Diesel | SH | Automatic (6) | 2012–2015 |
| 2.2 SKYACTIV-D, 175 PS, 6-speed manual, all-wheel drive Research | €466 | €7,300 | 63 | Diesel | SH | Manual (6) | 2012–2015 |
At a glance
- Years: built 2012 to 2017. Engine codes: 2.0 petrol PE, 2.5 petrol PY, 2.2 diesel SH.
- Reliability: 3/5. Early 2.2 diesels suffered camshaft and turbo damage up to 2013, and the FW6A automatic wears inside. Petrol oil use is the other common fault.
- DIY: 2/5. Turbo, injector, clutch and gearbox work needs a workshop.
- Prefer: a 2.0 petrol with a manual gearbox and full oil-change records.
- Avoid: a diesel built up to 2013 with no record of turbo or camshaft work, and an automatic with no firmware record.
Engines and gearboxes
- 2.0 petrol, PE: oil use and carbon build-up, see the table.
- 2.5 petrol, PY (AWD, Europe from the 2015 facelift): oil use and carbon build-up, see the table.
- 2.2 diesel, SH: camshaft and turbo damage in cars built to 2013, oil dilution from DPF regeneration, and injector seals, see the table.
- 6-speed manual: no fault confirmed in the sources read.
- 6-speed automatic, FW6A (petrol): internal wear, see the table.
- 6-speed automatic, GW6A (diesel): no fault confirmed in the sources read.
Known issues
| Issue | Affects | Typical km | Repair cost |
|---|---|---|---|
| Diesel camshaft wear and turbo damage | 2.2 SH diesel, built to 2013 | Not stated | No confirmed price |
| Diesel oil dilution and DPF regeneration | 2.2 SH diesel | Not stated | DPF cleaning 500-1,500 EUR, new DPF 2,000-3,000 EUR (wheelstreet.lt, year not stated) |
| Injector seals and mounts | 2.2 SH diesel | 150,000+ km for injectors | About 350-500 EUR per injector (wheelstreet.lt, year not stated) |
| FW6A automatic internal wear | 6-speed automatic FW6A (petrol) | Not stated | No confirmed price |
| Petrol oil use and carbon build-up | 2.0 PE and 2.5 PY petrol | Not stated | Carbon cleaning 300-500 EUR (wheelstreet.lt, year not stated) |
| AWD angle gear and output seals | AWD models | Not stated | No confirmed price |
| Suspension and steering joint wear | All models | 150,000-200,000 km (ball joints, struts) | About 520 EUR for front discs and pads (ADAC, Germany, year not stated) |
Before you buy
- On a 2.2 diesel, check the DPF history and the oil level. A DPF regeneration that never finishes is a bad sign, and a rising oil level with a fuel smell is a bad sign too. Ask for oil change records.
- On a 2.2 diesel built up to 2013, listen for grinding or whining at about 2,500 rpm, and watch for lost power. Either is a bad sign. Ask for proof of camshaft or turbo work.
- On the 6-speed automatic, drive from N to R and from 2nd to 3rd at 3,000-4,000 rpm. Jolts are a bad sign. Ask whether the firmware update and the adaptation were done; the adaptation needs a diagnostic kit.
- On an AWD car, look for oil at the rear angle gear and its seals. Ask for angle gear oil records. A leak is a bad sign.
- On a 2.2 diesel, ask whether the injector seals were replaced. Mazda advises new seals at its 75,000-mile service, about 120,000 km. Ask about oil pressure warnings too.
- On a 2.0 or 2.5 petrol, check the oil level after a drive and ask for oil records. Oil use above about 300 ml per 1,000 km needs a workshop check.
- On a 2.0 or 2.5 petrol, a rough idle, a misfire or a hard cold start can mean carbon or clogged injectors. A scanner can read the misfire codes.
- With the front wheels off the ground, rock each wheel and check the ball joints and the steering for play. Play means a repair is due. Bounce each corner of the car too.
- Check every open recall campaign for the VIN with a Mazda dealer. The tailgate strut, injector, brake vacuum pump and daytime running light campaigns are in the Recalls table.
Running costs
| Operational | €178 |
|---|---|
| Workshop | €122 |
| Fixed costs (tax, insurance) | €164 |
| Total per month | €464 |
| New-car depreciation (not included) | €80 |
ADAC figures for 15,000 km a year over 60 months
Market
Listings on mobile.de priced up to 50,000 EUR, 29 October 2026.
- Listings
- 575
- 25th percentile
- €5,700
- Median price
- €7,299
- 75th percentile
- €9,000
- Median mileage
- 178,000 km
- Median first registration
- 2014
- Dealer share
- 49.7%
- Price at 100,000 km
- €10,129
To check a listing's price, open its variant in the table above. Each variant page has a price check.
In detail
Diesel camshaft wear and turbo damage
Worn camshaft lobes shed grit into the vacuum pump oil lines. The grit damages the turbo bearings. Warning signs are grinding or whining at about 2,500 rpm and a small loss of power (Carwiki, AMS). Sources give the end of the affected build as 2013: one puts it in June and one in October. Mazda revised the camshafts from 2013 (AMS). Mazda repaired or replaced turbos, sometimes more than once, as goodwill (ADAC). Early cars also had camshaft lobe wear that caused a loud rumble, which Mazda fixed (Za Rulem).
Cost: no confirmed price.
Sources: Carwiki, Mazda CX-5 problems, Gebrauchtwagenberater, CX-5 KE problems, AMS, CX-5 used car check, ADAC, CX-5 used car report
Diesel oil dilution and DPF regeneration
On short trips the diesel particulate filter (DPF) does not finish its regeneration. Fuel then gets into the engine oil, so the oil level rises and smells of fuel (RAC Drive, Carwiki). Switching the engine off during a regeneration does the same (Gebrauchtwagenberater). When the filter clogs, the engine goes into limp mode (wheelstreet.lt). Fix: drive far enough for the regeneration to finish, and change the oil on schedule.
Cost (one site, year not stated): DPF cleaning 500-1,500 EUR, replacement 2,000-3,000 EUR (wheelstreet.lt).
Sources: RAC Drive, CX-5 used car review, Carwiki, CX-5 problems, Gebrauchtwagenberater, CX-5 KE problems, wheelstreet.lt, buying a CX-5
Injector seals and mounts
Leaking injector seals let unburnt fuel and soot into the engine. The soot blocks the oil pickup and starves the engine of oil (RAC Drive, AMS, Carwiki). Loose injector mounts cause the same oil starvation, and Mazda ran a service campaign to tighten them (Za Rulem). Mazda advises new seals at its 75,000-mile service, about 120,000 km (RAC Drive).
Cost (one site, year not stated): one diesel injector 350-500 EUR, usually after 150,000 km or more (wheelstreet.lt).
Sources: RAC Drive, CX-5 used car review, Carwiki, CX-5 problems, AMS, CX-5 used car check, Za Rulem, CX-5 faults
FW6A automatic internal wear
The FW6A six-speed automatic (Aisin) wears inside. Za Rulem says the reverse clutch wears, mainly in pre-restyle cars and most of all on the 2.5. Symptoms are jolts from N to R or D and from 2nd to 3rd at 3,000-4,000 rpm. The fix is a firmware update, then an adaptation with a diagnostic kit (Za Rulem). Kolesa.ru calls the main-shaft bearing a common failure point and says overheating is known. It recommends an external filter and cooler. A DRIVE2 garage reports a car at 316,000 km with a failed torque converter and burned clutch packs. The shop blamed irregular oil changes and overheating.
Cost: no confirmed price.
Sources: Za Rulem, CX-5 faults, Kolesa.ru, used CX-5 I, DRIVE2 garage, FW6A repair
Petrol oil use and carbon build-up
The 2.0 and 2.5 petrol engines use oil. Za Rulem says the 2.5 uses more, and shell bearings fail first under oil starvation, so check the level often. Carwiki, from driver reports, names worn valve stem seals and rings on the 2.0 and crankshaft seal leaks on the 2.5. Normal use is 50-250 ml per 1,000 km. Carwiki advises a workshop check above 300 ml.
Carbon is the second fault. Direct injection leaves coked injectors and intake soot (Gebrauchtwagenberater). Carbon on the valves causes power loss and rough running (wheelstreet.lt).
Cost (one site, year not stated): carbon cleaning 300-500 EUR (wheelstreet.lt).
Sources: Carwiki, CX-5 high oil consumption, Za Rulem, CX-5 faults, Gebrauchtwagenberater, CX-5 KE problems, wheelstreet.lt, buying a CX-5
AWD angle gear and output seals
The angle gear in the AWD system is the weak point. Its output shaft seal and internal cuffs leak (Za Rulem). Kolesa.ru says the Aisin angle gear can fail, so check its oil level and the splines at the joint.
Cost: no confirmed price.
Sources: Za Rulem, CX-5 faults, Kolesa.ru, used CX-5 I
Suspension and steering joint wear
TÜV inspectors often flag axle mounts and steering joints. Springs and shock absorbers fail more often after 8 to 11 years (Gebrauchtwagenberater, AUTO BILD). ADAC names steering joints, axle joints, springs, shock absorbers and worn front brake discs. Ball joints and stabiliser struts can fail after 150,000 to 200,000 km (Za Rulem). The steering rack can take in water after a leak (Kolesa.ru).
Cost, workshop with fitting, Germany, year not stated: front discs and pads about 520 EUR, rear about 490 EUR (ADAC).
Sources: Gebrauchtwagenberater, CX-5 KE problems, AUTO BILD, CX-5 TÜV report 2026, ADAC, CX-5 used car report, Za Rulem, CX-5 2025 expert review
Recalls
| Country | Code | Years | What is done |
|---|---|---|---|
| Germany and UK | not given | Germany: campaign 9/2016, production 17.11.2011 to 26.12.2015. UK: May 2017 | Corroded gas strut end caps can let the tailgate fall. Free exchange (ADAC, Carwiki, Auto Express). |
| Germany and UK | not given | Germany: diesels from 13.02.2012. UK: July 2019 | Control software checked and updated. Faulty software can cause soot, and the engine may stop suddenly (Gebrauchtwagenberater, Carwiki). UK: soot in the induction system (Auto Express). |
| Germany | not given | Campaign February 2017, build years not stated | Injector mounting torque too low, causing leaks and oil coking that clogs the oil screen. Torque corrected, oil pressure checked, screen cleaned. Software update for voltage spikes in the injector circuit (ADAC; Carwiki names faulty injectors). |
| Germany and UK | not given | Germany: campaign May 2018. UK: September 2018. Build years not stated | Germany: injector torque check and software update. UK: loose injector bolts and ECU update (Auto Express). |
| Germany and UK | not given | Germany: build year 2016. UK: September 2018 | Brake booster vacuum pump wears early. Pump replaced and engine control updated (Gebrauchtwagenberater, Carwiki, Auto Express). |
| Germany | not given | Production 11.12.2014 to 08.12.2015 | Corrosion in the daytime running light circuit makes the lamps fail (Carwiki, Gebrauchtwagenberater). |
Maintenance
- Engine oil: change on schedule, and check the level between changes. Carwiki calls regular oil changes essential on the diesel.
- Diesel regeneration: drive far enough for the DPF regeneration to finish. Short trips only fill the filter (RAC Drive, Gebrauchtwagenberater).
- Injector seals: Mazda advises new seals at its 75,000-mile service, about 120,000 km (RAC Drive).
- Automatic: keep the oil fresh. Kolesa.ru recommends an external filter and cooler for the FW6A.
Sources
English
German
- Carwiki, CX-5 problems
- Carwiki, CX-5 high oil consumption
- Gebrauchtwagenberater, CX-5 KE problems
- AUTO BILD, CX-5 TÜV report 2026
- AMS, CX-5 used car check
- ADAC, CX-5 used car report
- wheelstreet.lt, buying a CX-5