- In Car and Driver highway fuel-economy testing, Mazda’s CX-5 diesel kick a EPA’s highway guess by 4 mpg.
- However, in 400 miles of daily driving, the compress SUV missed a EPA’s total series by 3 mpg.
- The EPA estimates a AWD CX-5 diesel during 28 mpg combined, 27 mpg city, and 30 mpg highway.
After years of teasing, which again is gaining movement with a 6, Mazda has finally expelled a diesel four-cylinder in a United States. It is now accessible usually in a range-topping all-wheel-drive CX-5 Signature. The sequentially turbocharged 2.2-liter inline-four is rated during 168 horsepower and 290 lb-ft of torque.
On a 75-mph highway fuel-economy test, that is conducted over 200 miles, a CX-5 diesel achieved 34 mpg, 4 mpg improved than a EPA estimates for a SUV. However, it didn’t gleam as brightly in daily driving, where during a initial 400 miles in a hands it burnt one gallon of diesel fuel each 25 miles. The EPA rates a AWD CX-5 diesel during 28 mpg combined, 27 mpg city, and 30 mpg on a highway.
Mazda is seeking for an additional $4110 for a diesel over a all-wheel-drive Signature-trim CX-5 with a 250-hp turbocharged 2.5-liter 4 cylinder, in that we achieved 30 mpg on a same highway test, and so distant a long-term CX-5 with a turbo engine is averaging 23 mpg. But a small series crunching regulating a inhabitant normal cost of diesel fuel and reward gasoline shows that, given a fuel economy we’ve witnessed, you’d need to expostulate a diesel some-more than 190,000 miles before violation even in fuel-cost assets alone.
It is value observant that diesels typically perform good on a 75-mph highway test. Maybe not in comparison to their particular EPA estimate, though in comparison to a gas-powered chronicle of a same car. Take a span of 2018 Ford F-150s as an example. The diesel chronicle got 26 mpg on a highway contra a 20 mpg a identical 5.0-liter-equipped F-150 managed. Both under-performed compared to EPA numbers, though a diesel got a whopping 30 percent improved result.
We used pickups as an impassioned instance since their aerodynamic shade is anything though graceful and as speed rises a aero bucket increases exponentially. This is because a comparatively sleazy diesel sedan competence outperform a particular EPA estimate, as a 2017 Cruze diesel did with a 52-mpg C/D highway exam outcome compared to a 47-mpg EPA highway estimate, but a pickup won’t. The CX-5 is somewhere in a middle, and it does perform good in a exam even if a combined cost isn’t fast recouped.
So it’s not a automobile for pragmatists, though it is still a CX-5, that we like.