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The 2019 Mazda CX-5 Diesel Is Finally Here—but Is It Impressive Enough
After years of delays and promises broken, Mazda's diesel engine is finally he
re, but the news is somehow underwhelming.
By ALEXANDER STOKLOSA
APR 17, 2019
https://i.imgur.com/cVjxwym.jpg
imageMichael SimariCar and Driver
After first announcing the plan in 2010, Mazda has finally introduced a diesel
-powered CX-5 to the U.S. market.
The engine's 168 horsepower and 290 lb-ft of torque fall short of the optional
turbocharged 2.5-liter inline-four in the gasoline-engined CX-5, which makes
250 hp and 310 lb-ft.
https://i.imgur.com/Umfni6Z.jpg
Only the top Signature trim level of the CX-5 gets the diesel option.
Mazda's talk of bringing a diesel engine to the United States was starting to
feel like that friend of yours who insists he has a girlfriend, but whose girl
friend totally, definitely sounds made up. It'd be great, Mazda said, back in
2010, to have a new diesel that's efficient, powerful, and able to pass string
ent emissions standards without a costly exhaust aftertreatment system. The id
ea sounded gorgeous, but for nearly a decade its execution has proved elusive.
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https://i.imgur.com/gm2ksJI.jpg
After years of delays, games of musical vehicle applications (it'll be in a Ma
zda 6—no, wait, a CX-5!), not to mention the chilling effect of Volkswagen's
sprawling emissions-cheating scandal, Mazda's diesel flame is finally real—ev
en if it's not quite the stunner Mazda originally made it out to be. Yes, the
brand will sell a diesel-powered vehicle in the United States this year (the e
xcellent 2019 CX-5 crossover is the first to get the long-promised engine), bu
t getting that diesel to market appears to be just about the only target Mazda
has actually hit here.
VIEW PHOTOS
image
Michael SimariCar and Driver
The 2.2-liter diesel-fed Skyactiv-D four-cylinder engine powering that CX-5 ha
s drifted far from the moonshot promises Mazda has made—and changed—since 20
10. It's neither particularly efficient nor particularly powerful, and it reli
es on a urea injection system to clean up its emissions enough to pass muster.
Mazda surely believed, back then, that its diesel could achieve the enviable
goals of gas-engine-rivaling power, exceptional fuel economy, and clean emissi
ons without relying on exhaust aftertreatment equipment. After all, Volkswagen
had done just that with its cult-popular TDI diesel models.*
*As it turns out, Volkswagen had not actually achieved the technologically cha
llenging goal of delivering gas-engine-rivaling power, exceptional fuel econom
y, and clean emissions without relying on exhaust aftertreatment. Instead, it
cheated on emissions tests, a mistake that blew up in spectacular fashion when
the fraud was uncovered in 2015.
While Mazda likely will never go on the record and say it realized an aftertre
atment-free, emissions-compliant diesel with decent drivability wasn't possibl
e only after Volkswagen's epic diesel fiasco, it doesn't really matter. The au
tomaker could have figured it out on its own. Either way, you need only to kno
w that the 2.2-liter diesel engine eventually needed aftertreatment to make it
to U.S. dealerships.
VIEW PHOTOS image
Michael SimariCar and Driver
Engine Specs Are Disappointing . . .
Harder to explain is why the engine only makes 168 horsepower and 290 lb-ft of
torque, two figures that trail those of the gasoline-fueled turbocharged 2.5-
liter four that is also offered in the CX-5. (A naturally aspirated 180-hp 2.5
-liter four is standard.) The real humdinger is that the diesel's torque figur
e fails to match that of Mazda's turbocharged 2.5-liter engine; diesels are re
nowned for their torque and typically produce less horsepower (thanks to their
lower peak engine speeds) but much greater torque than their gas-fueled count
erparts.
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The CX-5 diesel's EPA-estimated fuel economy presents another letdown: At 28 m
pg combined, the diesel (which only comes with all-wheel drive) only beats its
gasoline-fed siblings by a few miles per gallon. (The all-wheel-drive CX-5 wi
th the base engine nets a 26-mpg combined estimate from the EPA, while the AWD
CX-5 with the available turbo engine earns a 24-mpg label value.) In fact, if
you opt for the base engine without all-wheel drive, the CX-5's EPA-estimated
combined fuel economy is the same 28 mpg as the diesel's, while its 31-mpg hi
ghway fuel economy beats the diesel's by 1 mpg.
Still, the CX-5 diesel represents the most efficient all-wheel-drive CX-5 you
can buy, if barely. And it's absolutely creamed by the diesel-powered Chevrole
t Equinox and GMC Terrain, both of which post 32-mpg combined EPA figures and
nearly 40-mpg highway numbers.
For now, Mazda is allocating the diesel engine only to CX-5s in range-topping
Signature trim. Pricing is set to begin at $42,045, which is both steep and li
kely well chosen. After all, the brand enjoys strong demand for its pricier tr
im levels—and given how diesels are likely to be known about and demanded by
a selective, premium buyer, bundling the 2.2-liter Skyactiv-D engine with the
leather-lined, beautifully appointed Signature model seems like the right move
. Granted, for those unimpressed by the CX-5 diesel—we cautiously count ourse
lves among that lot, at least until we drive one—there's still the classy CX-
5 Signature with the smooth, torque-rich turbocharged gas engine. It starts at
$37,935.
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厲害了我的馬～現在2.2D柴油在台灣泰國鬧得沸沸揚揚！結果選在這個時間點在美國發表
上市？這麼有信心？到底是台灣特別用路環境的問題還是這顆引擎的問題蛤！