The 2019 Mazda CX-5 is getting Mazda's 2.5-liter turbocharged four-cylinder engine if this supposed internal document from Reddit is correct. The user claims a salesperson showed him the document in question. In addition to the availability of the turbo engine, Apple CarPlay and Android Auto appear to be added onto every trim level. Do take note that the document says it's from Mazda Canada at the bottom, so that's why the trim levels don't have the same names as they do in the U.S.

Another interesting mention in there is G-Vectoring Control Plus. We've had Mazda's G-Vectoring Control technology for a little while, but never has a car come out with the Plus moniker on there. Our best bet is Mazda has revised its original G-Vectoring system for 2019; we'll have to wait for official information to see what exactly changed though.

At the top of the page Mazda lists "substantial visual changes to the interior" as one of the highlights. The biggest change we can find related to that is a seven-inch LCD display added to the gauge cluster on what would equate to the Grand Touring trim in the U.S. At least Canada — and maybe we too — seems to be getting a fourth trim level called "Signature." This will probably consist of more expensive materials used throughout and maybe a few bonus tech features over the Grand Touring.

The page shared looks plenty legitimate, but it's still best to maintain some healthy skepticism. It's also from Canada, so there could be some slight variations between how those cars are equipped versus those coming stateside. We're excited to see the 2.5-liter turbo in the smaller CX-5, though. It should give that car the extra punch it needs to fend off faster rivals in the ever-expanding crossover segment.

Mazda has introduced a round of updates for its CX-5 small crossover SUV including the addition of a 2.5-liter turbocharged inline-4.

The updates were announced Thursday for the Japanese market and should be announced for more markets shortly.

Mazda's 2.5-liter turbocharged inline-4 is a punchy unit already found in the Mazda 6 and CX-9, where it delivers a peak 250 horsepower and 310 pound-feet of torque. Those numbers should provide plenty of poke in the smaller CX-5, especially lower in the rev range.

The other big piece of news is the introduction of the G-Vectoring Control Plus (GVC Plus) handling feature. This is an enhancement of the G-Vectoring Control system that debuted in 2016 which is designed to improve traction during cornering by controlling the vertical load on each axle by varying engine torque. GVC Plus goes a step further by adding braking function into the mix.

As the driver steers out of a corner by returning the steering wheel to the center position, GVC Plus applies a light braking force to the outer wheels, providing a stabilizing moment that helps restore the vehicle to straight line running. This is particularly helpful during sudden maneuvers like swerving to avoid an object. Mazda said the system also provides a reassuring feeling of control when changing lanes on the highway and when driving on snow or other slippery road surfaces.

The design of the updated CX-5 remains unchanged, which is a good thing considering the SUV is one of the best lookers on the market. There are new colors for some of the wheels and inside there are new designs for some of the switches, along with new materials and extra speakers in the standard audio system.

Finally, Mazda has also added a CX-5 Exclusive Mode special edition that comes standard with high-quality materials such as Nappa leather and real woodgrain decorative panels. The special edition also gets some extra tech including a surround-view camera monitoring system and a 7.0-inch display in the instrument cluster.

Mazda is yet to announce availability of the updated CX-5 in the United States. We're also waiting for information on availability of the CX-5's 2.2-liter turbocharged inline-4 diesel currently offered overseas.

Signature is the name of Mazda's awesome trim level, which offers the kind of leather you expect from an Audi or BMW. So far, it's been reserved for the flagship CX-9 SUV and the Mazda6 sedan. However, it was only a matter of time before the most popular Mazda of them all got it too.

One of the best things you get with the new CX-5 Signature is the Caturra Brown Nappa leather interior, covering the seats and so much more. You also receive rear wood veneers, not that fake stuff the Germans give you, and satin chrome.

Equipment is generous and includes LED lights, a 360-degree camera, the latest infotainment which finally has phone connectivity, black headliner and a three-year subscription to SiriusXM Traffic and Travel Link.

When it goes on sale, the Signature trim will be the only one with a 2.5-liter turbo engine under the hood. It's the same one featured in the above-mentioned Mazda models, and it features 250 horsepower and 310 pound-feet of torque. Of course, that only when you're running it on premium gas. You can also get the turbo in the CX-8, which is a +2 version of this SUV that's not available in America.

The automaker also opted to announce that 2019 CX-5s will come equipped with a new G-Vectoring Control Plus which “makes steering response more precise and consistent by using small changes in engine output to shift weight to the front tires whenever the driver turns the wheel.”

Unfortunately, we don't know the price of the CX-5 Signature, but it should fall somewhere between the most expensive trim for the Mazda6 ($34,750) and CX-9 ($44,315).

When it goes on sale, the Signature trim will be the only one with a 2.5-liter turbo engine under the hood. It's the same one featured in the above-mentioned Mazda models, and it features 250 horsepower and 310 pound-feet of torque.

Despite submitting official fuel economy figures with the Environment Protection Agency for a diesel-powered 2018 CX-5, Mazda has yet to deliver a single CX-5 diesel in the U.S. market, per Mazda North America's president and CEO, Masahiro Moro. Still, at the 2019 Chicago Auto Show, Moro insisted the CX-5 diesel remains in the company's cards. When Mazda chooses to show those cards, however, is up in the air, as a specific timeline for the model was not provided.

Nevertheless, Moro did acknowledge the CX-5 diesel will arrive at some point in the 2019 calendar year. And given that the EPA reports no fuel economy figures for a 2019 model-year CX-5 diesel, we believe the engine will officially be available in the 2020 CX-5.

Upon arrival, the diesel will surely complement the standard 187-hp 2.5-liter inline-four and 250-hp turbocharged 2.5-liter inline-four that currently power the compact crossover. Boasting 2.2 liters, the diesel engine was rated by the EPA to return up to 28 miles per gallon in the city and 31 mpg on the highway in the 2018 model year – a small improvement over the base engine’s 25 mpg city and 31 mpg highway ratings. We expect those figures to rise by a few miles per gallon for the CX-5 diesel that Mazda says it will deliver this year.

While we hope the CX-5 diesel materializes, we're skeptical the powertrain will ever make its way to U.S.-bound CX-5s. Let's hope our skepticism is proven wrong, though.

Even though diesels aren’t all that popular in the United States, Mazda still thinks that they’re a viable market. It just unveiled the 2019 Mazda CX-5 Signature AWD diesel today at the New York Auto Show, which is nice I suppose.

During today’s press conference, Mazda announced that a Skyactiv-D 2.2-liter diesel variant is coming in July for the CX-5 with the Signature trim and all-wheel drive. The engine will produce a claimed 168 horsepower and 290 lb-ft of torque, according to the company press release. Fuel economy figures are an estimated 27 mpg in the city, 30 on the highway and 28 combined.

The diesel CX-5 will be marketed as a premium feature because it allegedly offers more range at its trim level and improved towing capacity.

There’s no way that Mazda will sell many of these things, even if it is for the supposed “enthusiasts who need low end torque or longer range driving.” Yet, the automaker cited diesel growth in the Japanese market as the main push for production.

Even though the car was revealed at the end of 2016, it took this long for it to finally come to market because there was a “dialogue with the California Air Resources Board”to make sure that the engine was up to standard. Given the, uh, history of diesel engines in this country and elsewhere, this was probably a very important sign-off to get.

The CX-5 diesel will cost $41,000 and comes in four colors: black, white, red and gray. Pre-orders are being taken now.

Starting next month, Mazda says that buyers will be able to purchase its popular CX-5 crossover with two choices of turbocharged engines. The first is the existing 2.5-liter gasoline turbocharged engine. The second is Mazda's new 2.2-liter turbo-diesel engine. We've been waiting for official specifications for the diesel to appear, and now they have. We found a few surprises.

Mazda CX-5 Diesel vs. Gas Power and Torque
The new 2.2 diesel engine, which Mazda calls SKYACTIV-D, has just 168 hp and produces 290 lb-ft of torque. The 2.5T gas engine trumps both with a whopping 227 hp (on regular unleaded) and 310 lb-ft of torque (on regular unleaded). Both engines produce their peak torque at 2,000 RPM. Clearly, the gasoline engine is the stronger of the two by any measure (on paper).

Mazda CX-5 Diesel vs. Gas - Fuel Economy
The first surprise is that the two engines use almost identical amounts of petroleum per mile or per year. 13.6 barrels for the CX-5 diesel and 13.7 for the gas version. So much for that imaginary efficiency benefit diesel fans always fib about. After the fuel is refined, the Mazda diesel does show an on-paper advantage over the gas turbo. With a combined rating of 28 MPG, the diesel seems to have a decided advantage over the gas engine's 24 MPG. But does it? It is the middle of summer and diesel prices are now at their annual pricing lows. Still, diesel is more expensive. That means that these two vehicles have an annual 15,000-mile fuel cost within $100 of one another. In the dead of winter when home heating oil demand raises diesel prices, that will likely drop to parity, or the gas engine may cost less per mile to operate. There is basically no fuel cost savings by going with the less powerful, lower torque diesel engine.

Mazda CX-5 Diesel vs. Gas - Emissions
Contrary to popular belief (perhaps helped along by the diesel lobby), diesel engines with the same power as gas engines produce dramatically more CO2 per mile. In this comparison, the much lower power diesel engine (which also has less torque) is about the same as the gas engine. The CX-5 diesel produces 365 grams of CO2 per mile, and the CX-5 gas engine produces 370 g/m.

However, CO2 is not the end of any emissions discussion. Smog-creating emissions must also be measured. Here, the diesel scores the lowest possible on the EPA scale. Just 1 out of ten (1 being the worst). The gas engine has little to brag about here with a score of 3 on the smog scale, but it does bust the myth that today's modern diesel engines are just as clean as modern gas engines. At least in this matchup, the diesel is dirtier.

Mazda CX-5 Diesel vs. Gas - Performance
We have yet to find a third-party 0-60 MPH test we can use to compare these two. However, we have tested the Mazda CX-5 gas turbo. We found that the vehicle, despite having all-wheel drive, could easily spin its wheels pulling into traffic. What performance advantage a diesel with less torque and dramatically less power can offer is a mystery. We hope to test the diesel soon to see if we can feel any benefit.

We were suspicious of the much-delayed Mazda CX-5 Diesel when it finally arrived at our office late this summer. Had it surfaced four or even two years ago, we might’ve been more bullish, but at least we weren’t cynical — yet. Even the Volkswagen Dieselgate crisis couldn’t turn our hearts against the CX-5 Diesel. We already like the CX-5, after all, we also like the eager torque, quiet ride and excellent fuel economy the Skyactiv-D engine would surely provide.

But then we got the EPA ratings for the the CX-5’s diesel engine: 27 mpg city and 30 highway. Granted, that’s in an all-wheel-drive vehicle, but it’s a serious disappointment. The turbocharged, gasoline-powered 2.5-liter I4 in the CX-5 Signature gets 24 combined mpg, while offering up to 250 horsepower and 310 pound-feet of torque. The diesel version is down 82 hp (at 168) and 20 lb-ft (at 290), while elevating fuel economy to 27 city, 30 highway and 28 combined. The non-turbo gas motor in lesser AWD trims narrows the gap to just 2 combined mpg in favor of the diesel.

So what’s the selling point for the Skyactiv-D? Mazda says it’s a premium experience, and that’s why it’s only available in the top trim level. It’s easy to flinch at that, but it makes some sense, when you look at other diesels in the U.S. market The Signature trim of the CX-5, as with the Mazda6 we’ve come to adore, is good enough to target the lower end of, say, Audi customers who are looking to get a bit more content for the buck. These might also be the same people who’ve come out of a TDI vehicle and are already sold on the diesel experience.

From the first squeeze of our right foot, the diesel CX-5 makes a good impression. In town, we diced our way through Woodward Avenue traffic, made easy mostly by the CX-5’s relative small size and agility. There is one point in the throttle tip-in when the engine sounds particularly growly, and somehow more massive than its 2.2 liters of displacement.

The illusion began to crumble when we reached our first highway entrance ramp. Putting our foot to the floor, we got the quick first hit of growly torque, followed by … well not much. This engine begins to run out of steam as it climbs the rev ladder. That’s not totally unexpected, but it was definitely disappointing.

Furthermore, as Assistant Editor Zac Palmer points out, “By opting for the diesel, you add 115 pounds to the curb weight (now 3,940 pounds) of a comparable 2.5-liter turbo (3,825 pounds). Weight hurts the fun-to-drive quotient, and the lack of power makes the extra poundage even more noticeable.” Thankfully, the extra poundage doesn’t affect handling noticeably, and the CX-5 remains a relatively nimble-ish offering in a segment whose driving dynamics are largely ho-hum, regardless of what’s under the hood.

Autoblog Associate Editor Joel Stocksdale has his own take on the engine feel. He said, “The diesel might lack the ultimate passing power of the turbo gas engine, but the torque is great around town and arrives quickly thanks to a quick-spooling turbo. And compared with other diesel engines, the power doesn’t fall off as severely at higher rpm.“

In terms of content, the differences between the gas and diesel CX-5 Signature models are negligible, and amount to badging, one fewer exhaust tip and three fewer exterior color options for the diesel. The price gap is wider than you might think, though. While the gas CX-5 signature starts at $37,935 with destination, the Skyactiv-D version costs more than 10% more, at $42,045. Let’s say you live where gas and diesel are close in price, say $3.00 (hello, West Coasters). Driving 15,000 miles a year, it would take you 15 years to make up the price difference in fuel economy.

We’re not convinced that U.S. customers will buy the premium proposition Mazda is putting forward with the diesel. Sure, the CX-5’s interior is plenty accommodating and attractive in the Signature trim level, but that has nothing to do with the powertrain. Thinking about it, to really round out a premium package, we’d prefer our powertrain to be more than just adequate. “Then there’s the price,” Palmer notes “Paying slightly more for a Mazda wouldn’t typically bug me, but this gap between the diesel and 2.5-liter turbo is the main issue at hand. You’re paying significantly more cash for an inferior experience, and that just doesn’t feel particularly Mazda-like to me.”

There is one undeniable advantage to the diesel CX-5 over its gas-powered siblings: Towing capacity. If you need to tow, the gas CX-5 can do it — up to 2,000 pounds. With the Skyactiv-D, though, can tow 3,500 pounds. That’s a make-or-break it difference when it comes to pulling something like, say an Airstream Basecamp trailer (2,585 pounds, or 3,500-pound GVWR capacity). That said, a number of other small crossovers — Escape 2.0T and Equinox 2.0T for instance — match that towing capacity.

Beyond that, “I can't think of any particularly good reason to get it over the turbo gas engine,” said Stocksdale. “The gas engine is much smoother and quieter, and it's more powerful.”

Palmer added, “The only way this crossover makes sense is if you’re the kind of person who absolutely must have a diesel. Otherwise, this is an easy model to strike from your shopping list before you head to the dealer.”

We appreciate the fact that Mazda was willing to give diesel a chance here in the U.S. It just seems to offer too little, and far too late. In a vacuum, a CX-5 Skyactiv-D could be a promising proposition. But when it comes to quality, efficiency and fun in a small crossover that embodies the spirit of the brand, the existing powertrains already had that covered. And that’s not to say it’s bad, even if it’s a poor bargain. As Joel mentioned earlier, we’d love to try it out in a smaller Mazda offering. But with Mazda whiffing its chance to introduce this diesel engine on better footing in the U.S., we’d be surprised to see that happen.

The 2020 Mazda CX-5 is getting a little more desirable in the new model year. It’s also slightly more expensive.

Most of the benefits are realized with the 2.5-liter turbocharged four-cylinder. This engine gets a small boost in torque, going from 310 pound-feet to 320 pound-feet. Horsepower stays the same at 250 horses, and the max power is still made using 93 octane fuel. We saw a similar torque gain in the 2020 CX-9. Mazda says it also added a new “Engine Harmonics Enhancer” that “tunes to the engine with a much more refined and powerful sound.” We’re guessing the turbocharged engine is going to sound just a hair better in 2020.

When equipped with the turbocharged engine and all-wheel drive, the CX-5 also gets an off-road traction assist feature. Similar to the CX-9’s system, Mazda says “when the diagonal wheels lose traction, off-road traction assist will stop reducing the engine torque and increase the brake force on the wheels without traction.”

Mazda says all CX-5s will also take advantage of improved NVH, making the CX-5 feel a bit more premium and isolated from the road. Every CX-5 will also be equipped with Mazda’s suite of i-Activsense safety features as standard in 2020, as well. This means adaptive cruise control and lane-keeping assist are both standard features now.

As Mazda tries its best to move into the premium space, it’s changed all the fonts on the badging and displays on the car. Although, Mazda neglected to include any photos of the new look, so we’ll wait to judge on that front.

The premium look and feel comes with a slightly higher price than 2019. A base Sport is $740 more expensive than last year, coming in at $26,135 after the $1,045 destination charge. The most luxurious Signature trim is just a touch more expensive than last year (by $165) at $38,100.

What Mazda hasn’t included in its 2020 rundown is the Skyactiv-D diesel option. We’ve reached out to Mazda to see if we can determine its fate in 2020 and will update this story upon hearing back. Update: Mazda responded to our request for comment. Since the 2019 diesel variant was on a different release schedule than the rest of the 2019 CX-5 lineup, the company isn't talking 2020 diesel yet. The company is treating it as a "future product," therefore it's not commenting on it.

We can only speculate as to what that means for the diesel CX-5, so we'll wait on official information from Mazda whenever it may come.

The 2020 CX-5 is set to enter dealers sometime this fall.

Just last month, rumors emerged that Mazda was set to replace its mid-size 2020 Mazda6 sedan with a new rear-wheel-drive platform powered by an inline-six engine. This news obviously created quite the stir for enthusiasts, who were thrilled to rear about a new RWD sedan. We know that developing new architecture isn't cheap, so we don't expect the Mazda6 to be the only model based on this RWD platform. According to leaked information obtained by Coche Spias, this new architecture could also be used on a replacement for the Mazda CX-5.

The CX-5 is by far Mazda's best-seller, so much in fact that it outsells the rest of the company's portfolio combined. Mazda can't afford to have a misstep with the CX-5 but according to this new information, the company's most popular crossover could get even better.

This third-generation model is expected to arrive in 2022, which would make sense timing-wise since the second-generation CX-5 arrived in 2017. Much to our surprise, the CX-5 nameplate could be replaced by a new CX-50, which would be more in line with the recently released CX-30 crossover. As with the rumored Mazda6, this new CX-50 will be powered by a slew of new SkyActiv engine options.

The leaked information outlines a 2.5-liter SkyActiv-G engine with a 48-volt mild-hybrid system producing 187 horsepower, which could act as the base engine. 2.2-liter and 3.3-liter SkyActiv-D diesel engines are also mentioned but would likely be exclusive to markets outside of the United States.

A 2.5-liter turbocharged SkyActiv-G engine producing 226 hp sounds like the engine that is currently found in higher trim versions of the CX-5 but the leak also includes information about a new 3.0-liter SkyActiv-X 48-volt mild-hybrid engine producing 281 hp. Mazda has already filed for the 'CX-50' name with the European Union Intellectual Property Office, which could signal some truth to this latest information.

Last July, Mazda went on a patent spree, filing like crazy in the US and Europe for a slew of monikers. At the time, we didn’t know what to make of Mazda’s move, though it occurred after the company revealed the CX-30 crossover. Now, a new report from Spyder7 (translated) says that one of those patent filings, for the CX-50, could become the CX-5 successor that could arrive in a couple of years.

The publication suggests that the CX-50 will move to Mazda’s new rear-wheel-drive platform, which will also underpin the upcoming redesigned Mazda6 sedan. That means the crossover could get the automaker’s slew of new inline-six and hybrid powertrains. Top trims would get the 3.0- and 3.3-liter inline-six mills. The larger one is a diesel, while there’ll be two smaller 2.5-liter powertrains. One will be a hybrid. There’ll also be a 2.2.liter inline-four diesel available.

Spyder7 says the crossover’s design will change, with Mazda following other automakers by giving the crossover a coupe-like appearance with slanted A and C pillars. However, the CX-50 will continue Mazda’s Kodo design language at the front with the expansive grille and thin headlights, though the publication expects some changes like a bold diffuser. It could borrow the sleek-looking design of the CX-30.

Mazda always seems to have several rumors ricocheting around the internet at any given time. The hope of the rotary’s return has been on life support for years, though the sputtering bits of info from Mazda has kept fans faithful. We’re still waiting for more details on the new Mazda6, too. Then we have to contend with reports that Mazda won’t have any product launches through March 2022, which makes us wonder when we’ll see the sedan and the rumored CX-5 successor. Unsurprisingly, Spyder7 says it could arrive in 2022, though it mentions a 2021 reveal as well.

Mazda has updated the 2021 Mazda CX-5 with a couple notable changes in the new model year. It’s the brand’s best seller by a longshot, and we think buyers of the 2021 car will like what Mazda has done.

The infotainment system is new this year, as Mazda has yanked its new screen and software out of the Mazda3 and CX-30 for duty in the CX-5. That means there’s a new 10.25-inch high-resolution widescreen sitting atop the dash, and the software it’s running is much improved over the previous Mazda infotainment. It’s also the end of the touchscreen, because Mazda has designed this new system to be exclusively operated by a rotary dial. Previously, you could operate the CX-5’s screen via touch if the vehicle was stopped. We prefer the new system greatly over the old interface, so this is a big upgrade. The new screen comes standard on the base Sport trim, and both Apple CarPlay and Android Auto are also standard.

Secondly, Mazda has added availability of more safety systems this year. Both rear automatic emergency braking and a driver attention monitor (alerts the driver when it senses fatigue or inattentiveness at the wheel) come standard on the Signature trim. For those who buy the Signature (or any trim with the 2.5-liter turbo engine), Mazda has added a new “Turbo” badge to distinguish the cars with the more powerful engines.



There are a couple trim/packaging changes for 2021, as well. The first we’ve already covered: the Carbon Edition. Two Carbon Edition models will be available; one has the turbo engine, and the other has the standard 2.5-liter four-cylinder. You get Polymetal Gray paint, gloss black trim on the exterior, 19-inch black wheels, red leather seats, red stitching and black honeycomb patterned interior trim. The second new trim package is called the Touring Preferred SV Package, and it costs $1,445. It fills the small gulf between the Touring and Grand Touring trims by stealing some of the features from the Grand Touring and splitting the difference on price. This package adds the Bose 10-speaker audio, leather seats, power liftgate, power moonroof, auto-dimming rearview mirror with Homelink, six-way power passenger seat and eight-way power driver’s seat with lumbar and memory.

The 2021 CX-5 starts at $26,370, which amounts to an $80 increase over the 2020. We’ve listed out prices for the rest of the trims below.

• Sport: $26,370
• Touring: $28,110
• Carbon Edition: $29,955
• Carbon Edition Turbo: $31,760
• Grand Touring: $31,560
• Grand Touring Reserve: $36,385
• Signature: $38,505

Add $1,400 to get the price with all-wheel drive for every trim except for the Grand Touring Reserve and Signature — all-wheel drive is standard on those two top trims. It’s great to see the turbocharged engine at such a low price point compared to previous years — it’s also newly pairable with front-wheel drive. Thank the Carbon Edition, coming in $4,625 lower than the next cheapest CX-5 with the turbo engine.

We haven't heard any news on whether or not the 2021 CX-5 will feature the diesel model, but we've put in a word with Mazda. Last we saw about the Skyactiv-D's fate, it was MIA for the 2020 model year. Mazda says the 2021 CX-5 will begin to arrive in dealerships in September.