Turbocharged 2.5-liter Appears in Japanese-market Mazda CX-5

turbocharged 2 5 liter appears in japanese market mazda cx 5

According to California Air Resources Board (CARB) certification documents, the Japanese won’t be the only ones enjoying the gutsy turbo 2.5-liter that just landed in that country’s CX-5 crossover. The hotter inline-four would be just the thing to bring additional customers to Mazda’s best-selling model, and it seems the automaker’s U.S. arm has done the groundwork for a potential launch.

Getting the kids to daycare faster is nice, but the changes coming to Japan’s CX-5 aren’t solely about horsepower.

Of course, it’s still worth touching on. The Skyactiv-G 2.5T engine is already available in the U.S.-market CX-9 and as an upgrade in the Mazda 6, but this is the first application of the engine in Japan. Odd that they’re getting it first. From its well-aspirated innards comes 250 horsepower and 310 lb-ft of torque — a very healthy upgrade from the current 2.0-liter CX-5’s 156 hp and 150 lb-ft, as well as the 2.5-liter’s 187 hp and 186 lb-ft.

The CX-5 is universally regarded as the practical, mass-market crossover to own if you’re at all a driving aficionado. Mazda’s compact CUV earns high marks for its handling and looks, but not that many accolades for its power.

With the updates coming to Japan’s CX-5, Mazda covers both bases. In addition to the new engine, the automaker has added an upgraded torque vectoring system named G-Vectoring Control Plus. Besides tinkering with the torque sent to each wheel, GVC Plus adds braking to the stability system’s functions.

From Mazda:

GVC Plus uses the brakes to add direct yaw moment control for further enhanced handling stability. 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. The system realizes consistently smooth transitions between yaw, roll and pitch even under high cornering forces, improving the vehicle’s ability to accurately track sudden steering inputs and crisply exit corners

To say the CX-5 is Mazda’s most important vehicle would be an understatement. In the U.S., sales of the CX-5 are more than double that of the next best-selling model (the 3 sedan and hatch). Over the first nine months of 2018, the CUV’s volume rose 26.1 percent, outselling the other model by 65,432 units.

[Image: Chris Tonn/TTAC]

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  • Juehoe Juehoe on Oct 11, 2018

    There is no lack of power with the 2.2 Turbo Diesel - which is not available in all markets. We (living in Thailand) drive the CX-5 Diesel versions since it's introduction. It is the car with most power in the market - far more powerful than the Honda CR-V. European brands are also available - but they are twice as expensive because of the import taxes and fees. But I will probably change to the new 2.5 l Turbo - depending on price, features and fuel economy.

  • Roadscholar Roadscholar on Oct 12, 2018

    I used to be a manuals-only guy. After two Evo SST's and a WRX auto I'm done with manuals. Even the M2 I drove this week would have been more fun with a dual-clutch auto.

  • 2ACL What tickles me is that the Bronco looks the business with virtually none of the black plastic cladding many less capable crossovers use.
  • IBx1 For all this time with the hellcat engine, everything they made was pathetic automatic scum save for the Challenger. A manual Durango, Grand Cherokee, Charger, 300C, et al would have been the real last gasp for driving enthusiasts. As it is, the party is long over.
  • MaintenanceCosts The sweet spot of this generation isn't made anymore: the SRT 392. The Scat Pack is more or less filling the same space but it lacks a lot of the goodies, including SRT suspension, brakes, and seats. The Hellcat is too much and isn't available with a manual anymore.
  • Arthur Dailey I am normally a fan of Exner's designs but by this time the front end on the Stutz like most of the rest of the vehicle is a laughable monstrosity of gauche. The interior finishes suit the rest of the vehicle. Corey please put this series out of its misery. This is one vehicle manufacturer best left on the scrap heap of history.
  • Art Vandelay I always thought what my Challenger really needed was a convertible top to make it heavier and make visability worse.