Recalls: Mazda KE CX-5
Overview
Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.
Recalls: Mazda KE CX-5
Mazda KE CX-5: tailgate may corrode and cause injury
In September 2016, a recall was issued for Mazda KE CX-5 vehicles because an inappropriate type of paint was used on the end-cap of the external body of the Liftgate Stay Dampers (struts). In regions where exposure to salt occurred, surface corrosion may result. If the corrosion was not addressed and continued, the external body may swell such that the end-cap may split and break as the rear liftgate (tailgate) was opened. At worst, people nearby may be at risk of injury from components dislodged by the pressurised gas contained in the Liftgate Stay Damper (PRA 2016/15630).
2012-18 Mazda KE/KF CX-5 Diesel: carbon deposits in intake shutter valve
In October 2019, recall campaign R201912 was issued for 2012-18 model year Mazda KE and KF CX-5 vehicles that had diesel engines and were available for sale in Australia from 26 January 2012 to 10 August 2018. In these vehicles, carbon deposits may accumulate in the intake shutter valve and engine components may experience premature wear. These factors could cause the following symptoms:
- Gradual decrease in engine power;
- Illumination of multiple warning lights in the driver’s instrument cluster;
- A gradual increase in vehicle stopping distance;
- Potential engine stall with no re-start; and,
If any of these occurred, there was an increased risk of a collision or injury to vehicle occupants and other road users. To fix, affected engine components were to be inspected, repaired and, where required, replaced; the Engine Control Module (ECM) was also to receive a software update. For the VINs of the recalled vehicles, please see PRA 2019/17867.
2015-16 Mazda KE CX-5: daytime running lights may not illuminate
In March 2020, recall campaign R202001 was issued for Mazda KE CX-5 vehicles that were available for sale from 28 January 2015 to 31 October 2016. In these vehicles, the daytime running lights (DRL) may flicker or fail to illuminate while driving. DRLs that did not function as intended may make the vehicle less conspicuous in traffic and increase the risk of a collision and injury. For the VINs of the recalled vehicles, please see PRA 2020/18215.
Problems and faults: Mazda KE CX-5
Overview
This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.
To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.
2012 Mazda KE CX-5 Diesel: oil dilution/contamination
For Mazda CX-5 models with 2.2-litre ‘SkyActiv-D’ turbo-diesel engines, particulate matter could accumulate in the diesel particulate filter (DPF) if the vehicle was frequently used for short runs (due to insufficient heat being generated to burn the particulate matter). To stop the filter becoming clogged, diesel fuel could be discharged during the exhaust stroke to raise engine temperatures, but some diesel fuel could enter the oil sump and dilute/contaminate the engine oil. As a result, the oil level appeared to increase and Mazda issued a warning to owners that they should check the oil level every 1000 km or monthly.
If the oil was diluted, the driver would receive warnings via:
- The Master Warning Light (red triangle with exclamation mark);
- The Check Engine Light; and/or
- The Oil Light.
For engines that suffered damage due to diesel fuel contaminating the engine oil, the engines were replaced under warranty.
In December 2012, a software update for DPF cleaning and a revised dipstick was introduced which Mazda claimed fixed this oil dilution problem – this included vehicles produced prior to December 2012.
2012-13 Mazda KE CX-5: whining noise from automatic transmission
In May 2014, Mazda USA issued Technical Service Bulletin 05-004/14 for Mazda KE CX-5 vehicles with automatic transmissions, manufactured prior to 11 November 2013 and VINs preceding JM3KE2BE3E0415164. In these vehicles, the driver may notice a whining noise from the automatic transmission when driving at 16 km/h (10 mph) and above. Furthermore, the noise:
- Increased with vehicle speed;
- Occurred during all types of driving (i.e. acceleration, deceleration and maintaining a steady speed); and,
- Did not depend on engine speed, gear or automatic transmission fluid (ATF) temperature.
To fix, the automatic transmission was to be replaced.
An earlier version of this technical service bulletin attributed the whining noise to a damaged bearing in the transaxle due to improper configuration of the transaxle case. Furthermore, it was noted that a modification had been implemented on transmissions from serial numbers TR1111680 and TD1104906 (the serial number could be found on top of the transaxle case near the manual shaft lever). This information, however, was omitted from the revised bulletin.
2012-13 Mazda KE CX-5 with automatic transmission: failsafe mode and flaring
In February 2014, Mazda USA issued Technical Service Bulletin 05-002/14 for 2012-13 Mazda KE CX-5 vehicles that had ‘SkyActiv-G’ petrol engines and automatic transmissions. In these vehicles, the fail-safe function for the automatic transmission may engage and be accompanied by the following symptoms:
- Vehicle speed does not increase with engine speed (flaring); and,
- The automatic transmission does not shift up or down as expected.
According to the bulletin, it may not always be possible to reproduce this condition and diagnostic trouble codes (DTCs) may not be stored. The bulletin attributed these symptoms to iron particles in the automatic transmission fluid (ATF) entering the automatic transmission’s valve body and causing a temporary malfunction of the valve body and/or sensor – this triggered the automatic transmission’s fail-safe function. Furthermore, the fail-safe function would be cancelled and DTCs would not be recorded if the malfunction went away and did not recur during the next drive cycle.
If these symptoms could be reproduced or a DTC was stored, then they were to be diagnosed according to the vehicle’s workshop manual. If, however, the condition could not be re-produced, the automatic transmission would be subjected to ‘initial learning’ twice – this would forcibly actuate each valve in the valve body and verify their operation. During this operation, automatic transmission fluid would circulate through the valve body and have a flushing effect.
2012-13 Mazda KE CX-5 SkyActiv-G: ‘check engine’ light, DTC P0191 and fuel pump
In April 2014, Mazda USA issued Technical Service Bulletin 01-010/14 for Mazda KE CX-5 vehicles which had ‘SkyActiv-G’ petrol engines, were produced before 1 December 2013 and had VINs preceding JM3KE******420619. In these vehicles,
- The “check engine’ light may illuminate; and,
- Diagnostic Trouble Code (DTC) P0191 (‘Fuel pressure sensor circuit range/performance problem’) may be logged in the Powertrain Control Module (PCM).
According to the bulletin, this condition was caused by the high pressure fuel pump not generating the target fuel pressure due to a manufacturing error for the inner parts. To fix, the high pressure fuel pump was to be replaced.
To prevent this problem from occurring in later models, production control of the fuel pump was improved.
2012-14 Mazda KE CX-5 SkyActiv-G: ‘check engine’ light and transmission warning light
In September 2014, Mazda USA issued Technical Service Bulletin 05-005/14 for 2012-14 Mazda KE CX-5 vehicles which had ‘SkyActiv-G’ petrol engines and six-speed automatic transmissions. In these vehicles, the check engine light and automatic transmission warning light may illuminate and the following Diagnostic Trouble Codes (DTCs) may be stored in the Transmission Control Module (TCM):
- P0842 – oil pressure switch no.1 (oil pressure switch B) stuck on;
- P0847 – oil pressure switch no.2 (oil pressure switch A) stuck on;
- P0872 – oil pressure switch no.3 (oil pressure switch A) stuck on; and,
- P0877 – oil pressure switch no.4 (oil pressure switch B) stuck on.
Furthermore, DTC P0780 (gear shifting malfunction) and P1738 (automatic transaxle internal malfunction) may also be stored together.
According to the technical bulletin, these symptoms were caused by oil pressure switch A and/or B at the control valve body temporarily or permanently becoming stuck due to contamination entering the passage. To fix, both oil pressure switches A and B were to be replaced, a new oil strainer and O-rings were to be installed; the TCM could also require re-programming. Changes in production to reduce contamination and DTC diagnostic logic were subsequently implemented.
2012-14 Mazda KE CX-5 with SkyActiv-G engine: rough idle, MIL and DTC P0015/P0524
In September 2014, Mazda USA issued Technical Service Bulletin 01-009/14 for 2012-14 Mazda KE CX-5 vehicles which had SkyActiv-G petrol engines. These vehicles may exhibit the following symptoms:
- A rough idle;
- Illumination of the Malfunction Indicator Light (MIL); and,
- Diagnostic Trouble Codes P0015 (exhaust CMP timing over-retarded) or P0524 (engine oil pressure too low) logged in the powertrain control module.
According to the technical bulletin, these symptoms were caused by a drop in engine oil pressure due to a foreign object becoming stuck in the oil pump pressure relief valve or oil control valve (OCV). While the temporary entry of a foreign object would cause illumination of the MIL, a rough idle would not occur until a later time.
Depending on the results of an oil pressure test, which DTCs were present and whether it was the 2.0- or 2.5-litre SkyActiv-G engine, fixing this condition could involve replacing the oil pump, oil strainer and cleaning the oil pan.
If only P0015 was logged, oil pressure was to be tested. If oil pressure was not within specification for the 2.5 SkyActiv-G engine, the oil pump was to be replaced and the oil pan cleaned; for the 2.0 SkyActiv-G engine, the oil strainer was to be released.
Mazda CX-5: sunroof leak after car wash
In January 2014, Mazda USA issued service bulletin 04-022/14 for Mazda CX-5 vehicles because some owners experienced a slight clunk/bang/buzz noise or jolt from the front of the vehicle during the vehicle’s initial forward movement after starting the engine. As per the service bulletin, this noise was due to a normal ‘Malfunction Detection Function’ being performed by the Anti-Lock Brake System (ABS) and did not require repairs.
2012-14 Mazda KE CX-5 with SkyActiv-G engine and manual transmission: hard to shift or shifter jumps out of 3rd gear
In November 2014, Mazda USA issued Technical Service Bulletin 05-008/14 for Mazda KE CX-5 vehicles which:
- Had ‘SkyActiv-G’ petrol engines mated to manual transmissions;
- Were manufactured before 8 August 2014; and,
- Had VINs preceding JM3KE******517027.
These vehicles may exhibit the following symptoms:
- Hard to shift into third, fourth, fifth and/or sixth gear; or,
- The shifter may jump out of third gear when driving over a road bump at speeds between 40 and 60 km/h.
According to the bulletin, these symptoms were caused by a failure of the related clutch hub(s). To fix,
- The transmission was to be removed;
- The 3-4 and 5-6 clutch hubs were to be replaced with modified hubs; and,
- If third gear was jumping out, the third gear was also to be replaced.
To correct the problem of hard shifting, the shape of the 3-4 and 5-6 clutch hub was subsequently changed. Furthermore, a surface treatment was added to the 3/4 clutch hub to prevent third gear from jumping out.
2012-13 Mazda KE CX-5: noise from under vehicle when steering wheel turned left
In July 2014, Mazda USA issued Technical Service Bulletin 06-002/14 for Mazda KE CX-5 vehicles produced before 19 November 2013 and with VINs preceding JM3KE******417235. When accelerating from rest and with the steering wheel turned to the full left position, an unusual ‘clacking’ noise may be heard from under the front of the vehicle. The noise, however, is not heard when the steering wheel is in the centre or full right position.
According to the technical bulletin, the noise was caused by the edge of left side inner ball joint getting stuck within the steering gear housing. The measures required to fix the problem, however, depended on the vehicle’s production date since it may or may not be necessary to replace the inner ball joint. For further information, please refer to the bulletin.
To prevent this problem from occurring in later models, the following production changes were implemented:
- The shape of the inner ball joint edge was changed; and,
- Grease was applied to the inner ball joint edge.
2012-15 Mazda KE CX-5: knocking/squeaking noise from front shock absorber, creaking noise from front lower arm bushing
In October 2016, Mazda issued Technical Service Bulletin 02-010/16 for Mazda KE CX-5 vehicles that were manufactured prior to 16 November 2015 and had VINs preceding JM3 KE ****** 742261. In these vehicles, there may be a knocking or squeaking noise from the front shock absorber when driving on rough roads and/or when turning the steering wheel while the vehicle was stopped. According to the service bulletin, this noise may be due to:
- Upper front strut bearing damage;
- Stick/slip between the front strut bearing and coil spring; and,
- The front lower arm bushing making a stick-slip noise in wet road conditions.
Depending on when the vehicle was produced, rectification measures included:
- Replacing the front strut bearing if damaged;
- Installing a protector onto the coil spring; and,
- Replacing the lower arm bushing.
To address this problem, the following production changes were made to Mazda CX-5 vehicles produced after 16 November 2015:
- The material and production method of the front strut bearing was changed;
- A protector was installed onto the coil spring; and,
- Friction of the lower arm bushing was reduced by adding a dry coating.
2012-13 Mazda KE CX-5 2.2 SkyActiv-D: lack of acceleration and white smoke from exhaust
In February 2015, Mazda issued Technical Service Bulletin R073/15 for Mazda KE CX-5 vehicles which:
- Had 2.2-litre ‘SkyActiv’ diesel engines;
- Were manufactured prior to 17 September 2013 and had serial numbers (i.e. the last six digits of the VIN) prior to 224059; and,
- Engine numbers preceding SH3-0352072.
According to the service bulletin, these vehicles may exhibit the following symptoms:
- A lack of acceleration (i.e. ‘poor acceleration performance’);
- White smoke from the exhaust while driving; and,
- Illumination of the Malfunction Indicator Light (or ‘check engine’ light) with Diagnostic Trouble Codes (DTCs) P0299, P02CB and/or P2263 stored in the Powertrain Control Module (PCM).
These symptoms may be due to damage to the small and/or large turbochargers and wear to the high-lift cams of the exhaust camshaft.
To inspect the small turbocharger, engine speed was to be raised to 2500 rpm; if any abnormal noise was heard, the small turbocharger was to be inspected for damage to its blades using a fiberscope. The damage may be apparent as a saw-toothed deformation on the outer edge of the turbine blades or deformation of the entire outer edge of the turbine blades.
If there were no abnormal noises when testing the small turbocharger, then the large turbocharger was to be inspected for:
- Scratch marks on the inside wall of the turbine housing; and,
- Scratches to the turbine blades which may cause the housing to appear whitish, or saw-toothed deformation on the outer edge of the blades.
If there was damage, the turbochargers were to be replaced after the engine oil had been flushed, new oil added and a new oil filter. If there was any engine oil leakage from around the turbocharger or intercooler, then the leak needed to be repaired before flushing the oil.
Beyond the turbochargers, the high lift cams of the exhaust camshaft were also to be inspected for wear. If wear was apparent, then the exhaust camshaft and rocker arms also required replacement.
Please note that Technical Service Bulletin R073/15 superseded R074/14 and its revisions.
2012-13 Mazda CX-5: front-end clunk after take-off
In January 2014, Mazda USA issued service bulletin 04-022/14 for Mazda CX-5 vehicles because some owners experienced a slight clunk/bang/buzz noise or jolt from the front of the vehicle during the vehicle’s initial forward movement after starting the engine. As per the service bulletin, this noise was due to a normal ‘Malfunction Detection Function’ being performed by the Anti-Lock Brake System (ABS) and did not require repairs.
2012-13 Mazda CX-5: squeaking rear brakes
In December 2015, Mazda USA issued service bulletin 04-005/15 for Mazda KE CX-5 vehicles that were produced before 9 October 2013 and had VINs preceding JM3 KE******401869. In these Mazda CX-5 vehicles, a squeaking or grinding noise may be heard from the rear brakes – this noise was caused by the wear indicators of prematurely worn outer rear brake pads. During usage of the vehicle in areas where road salt is used, the outer rear brake pad(s) may become stuck due to corrosion, causing brake dragging and premature wear. To fix,
- The rear brake caliper supports and rear brake pads were to be removed;
- The rear brake disc plates were to be inspected for damage;
- Rust was to be removed from the rear brake caliper support area and grease applied;
- Retainers to the rear caliper supports were to be installed;
- Brake pad attachments to the rear brake pad were to be installed; and,
- Modified rear brake pads were to be installed.
The treatment of the brake pad back plate was subsequently changed to eliminate this concern.
2012-13 Mazda KE CX-5: driver’s side power window does not work and DTC B10E7:17
In October 2015, Mazda issued Technical Service Bulletin 09-041/15 for Mazda KE CX-5 vehicles that were manufactured prior to 25 June 2013 (i.e. had VINs preceding JM3KE******365953). In these vehicles, water intrusion through the front door could cause of the C-15 connector terminals. The water intrusion was attributed to low ambient temperatures causing the door harness to harden and, when the door was fully opened, this could create a gap between the door and the door harness grommet that allowed water ingress.
Corrosion of the C-15 connector terminals could cause the following symptoms:
- The driver’s side power window would not work;
- The door would not open when using the proximity key;
- A warning lamp would stay illuminated even after the ignition switch was turned off; and,
- Diagnostic Trouble Code (DTC) B10E7:17 (Start Stop Unit, IG1 Relay Circuit Malfunction) and other DTCs related to communication errors may be stored in powertrain control module (PCM) memory.
For Mazda CX-5 vehicles produced after 25 June 2013, the following production changes were implemented:
- The front door harness grommet was changed to improve sealing performance; and,
- Holes inside the front pillar were covered to prevent water intrusion.
