Super dissatisfied with the CX-5 2.5 Turbo Part 2
- Thread starter ourlee
- Start date
Late to this thread but getting away from the pricing tangent.. I drive both the 2.5 n/a and the turbo, n/a 5 and turbo 9.
I've found this to be the case for me. I feel "turbo lag" in modern non-turbo cars I drive. So what does that tell me... what you feel may not be from what you think.
Also, after reading thru all jthj's comments in this thread, I don't think I have to post on this forum anymore. I think we may have been separated at the hospital.. If I had the 2.5t when I was in my 20's I'd probably hate the thing. I'm twice that age, so the motor's character suits me fine now. It for sure tapers off bad on the top end, but the grunt is what I need for the type of use the thing gets. 20 year old me would say "if he's ok with that power band he's given up on life." Lol.
I've found this to be the case for me. I feel "turbo lag" in modern non-turbo cars I drive. So what does that tell me... what you feel may not be from what you think.
Also, after reading thru all jthj's comments in this thread, I don't think I have to post on this forum anymore. I think we may have been separated at the hospital.. If I had the 2.5t when I was in my 20's I'd probably hate the thing. I'm twice that age, so the motor's character suits me fine now. It for sure tapers off bad on the top end, but the grunt is what I need for the type of use the thing gets. 20 year old me would say "if he's ok with that power band he's given up on life." Lol.
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- RDX Aspec Adv.
I paid KBB PP retail for my CX5 in "good" condition. It needed new tires, nothing else.
I was given KBB PP Retail in "good" condition (top of that range, too) for my Jeep. It had a leaking transmission and busted sunroof track guide.
Id say I did fine. Ymmv.
SignatureCX5
Member
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- 2019 Signature CX-5 Black Mica
This is all I could find regarding HP/Torque Curve for the 2.5T. Although this was done for a CX-9 it should be the same for the CX-5 since it is the identical motor/trans combo. If this 'manufactured/generated' chart is accurate and assuming 93 octane fuel the 2.5T falls flat on it's face at 5000 RPM. To extract the most out of the engine I would say you rev up to 5200-5300 RPM with the upshift bringing RPM down to 4000.
From the automobile-catalog website; Mazda CX-9 Signature AWD (aut. 6 speed) as offered for the year 2019 for North America
The Horsepower / Torque Curve below was generated by the ProfessCars software, based on the factory data:
SignatureCX5
Member
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- 2019 Signature CX-5 Black Mica
Horsepower / Torque values for the curve above:
1000 rpm: 151.7 lb-ft / 28.9 hp
1100 rpm: 181.7 lb-ft / 38 hp
1200 rpm: 208.6 lb-ft / 47.6 hp
1300 rpm: 232.3 lb-ft / 57.5 hp
1400 rpm: 252.9 lb-ft / 67.4 hp
1500 rpm: 270.2 lb-ft / 77.1 hp
1600 rpm: 284.4 lb-ft / 86.6 hp
1700 rpm: 295.5 lb-ft / 95.6 hp
1800 rpm: 303.4 lb-ft / 103.9 hp
1900 rpm: 308.2 lb-ft / 111.4 hp
2000 rpm: 309.7 lb-ft / 117.9 hp
2100 rpm: 309.7 lb-ft / 123.7 hp
2200 rpm: 309.5 lb-ft / 129.6 hp
2300 rpm: 309.3 lb-ft / 135.4 hp
2400 rpm: 308.9 lb-ft / 141.1 hp
2500 rpm: 308.4 lb-ft / 146.7 hp
2600 rpm: 307.8 lb-ft / 152.3 hp
2700 rpm: 307.2 lb-ft / 157.8 hp
2800 rpm: 306.4 lb-ft / 163.3 hp
2900 rpm: 305.5 lb-ft / 168.6 hp
3000 rpm: 304.5 lb-ft / 173.8 hp
3100 rpm: 303.4 lb-ft / 179 hp
3200 rpm: 302.2 lb-ft / 184 hp
3300 rpm: 300.9 lb-ft / 188.9 hp
3400 rpm: 299.5 lb-ft / 193.8 hp
3500 rpm: 297.9 lb-ft / 198.4 hp
3600 rpm: 296.3 lb-ft / 203 hp
3700 rpm: 294.6 lb-ft / 207.4 hp
3800 rpm: 292.8 lb-ft / 211.7 hp
3900 rpm: 290.9 lb-ft / 215.8 hp
4000 rpm: 288.8 lb-ft / 219.8 hp
4100 rpm: 286.7 lb-ft / 223.6 hp
4200 rpm: 284.4 lb-ft / 227.3 hp
4300 rpm: 282.1 lb-ft / 230.8 hp
4400 rpm: 279.6 lb-ft / 234.1 hp
4500 rpm: 277.1 lb-ft / 237.2 hp
4600 rpm: 274.4 lb-ft / 240.2 hp
4700 rpm: 271.6 lb-ft / 242.9 hp
4800 rpm: 268.7 lb-ft / 245.5 hp
4900 rpm: 265.8 lb-ft / 247.8 hp
5000 rpm: 262.7 lb-ft / 249.9 hp
5100 rpm: 256.5 lb-ft / 248.9 hp
5200 rpm: 248.5 lb-ft / 245.9 hp
5300 rpm: 238.9 lb-ft / 240.9 hp
5400 rpm: 227.7 lb-ft / 233.9 hp
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- RDX Aspec Adv.
Horsepower should peak maybe 4-800rpm prior to redline, depending on how "peaky" it is, and depending on how many gears are in the box. With a 6-speed, and a relatively non-peaky manner, I'd say 800rpm is something I wouldn't complain too much about. I think this is fine. Let's see some real data first (like 0-60, 0-100, 1/4 mile).
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- San Antonio, Texas
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- '15 CX-5 Miata AWD
All thee people so worried about max performance probably never take the car out of D..you cannot get max performance on these engine/ecu unless you learn what rpm is good for blipping/throttle combo or when to manual shift during WOT to blip before the fuel cutoff... like if you are in 5th at 67 mph and need to manually go into 3rd (tops out about 80) for a hard accelerate because the kickdown might put you in 4th and not use 500-8000rpms available in 3rd for WOT.. little things that mean the difference between getting the power you want (in the context of your specific engine) and getting a disappointment when you press the gas. I'd imagine the 2.5t would benefit greatly from this assuming tires/motor mounts can transmit on the ground and not in the suspension or spinning (resulting in a ECU powercut). Knowing how the 2.0/2.5 perform, a lot of useable power is probably wasted to skinny eco tires, soft motor mounts, and long suspension.
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- San Antonio, Texas
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- '15 CX-5 Miata AWD
Because they know most of the market would not use the top end potential of a 300hp/300 tq engine in this car, or in general really care about the difference between 220 and 300 hp on their daily drive.. I overtake people all the time and always see faster vehicles than mine driving like they are in a slow car with no passing or merging power. Unless your an enthusiast, it probably doesn't matter to you. How many people do you know or see on forums that act like going into high RPM is "bad" or will damage your engine .. mid range performance makes sense for the average driver because that's where they'd notice it most. I don't like test driving things I don't intend to buy but I might have to give it a try and see what kind of data I can get from the reader.
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- RDX Aspec Adv.
Mazda. "We know you wont ever use more horsepower, so we don't bother with it."
Glad I bought a Gen 1 before they numbed the whole thing up.
SignatureCX5
Member
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- 2019 Signature CX-5 Black Mica
These numbers show 270 lbft from 1500 RPM to 4700 RPM (3200 RPM Range) Although not very wide it is a lot better range than diesels I'm used to. Yes, Mazda designed this to have a power band for typical use without having to wind it out. It's not going to feel progressive like your typical turbo but then again it makes up for what it doesn't have at the top end with what you get down low. Never going to feel like a rocket and wasn't designed to.
Compared to the NA engine which has only 131 lbft @1500 and get to only 183 lbft @ 4700 the Turbo has twice the torque at 1500 RPM and 50% more torque at 4700 RPM.
Feel wise it's not going to blow anyone away...I know it didn't for me and yet we still bought the Turbo. I hate vehicles that are always searching for the right gear before it gets moving...one of the reasons I hate automatics. At least with the torque curve similar to a diesel you step on the go pedal and it moves forward.
SignatureCX5
Member
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- 2019 Signature CX-5 Black Mica
I just hope nobody is buying a compact SUV to be their sports car...that is not going to happen. These are great cars for their class but no match for much outside of it with it's high center of gravity, soft suspension, etc which can all be fixed including extracting much more power out of the engine...but if people want thhat why don't they just buy a sports car in the first place...and this will never be a sports car no matter what is done to it. But it is an excellent package and the perfect car for my wife's daily driver and one I can enjoy to a point. When I really want some fun I take out the Z06, or if I really need to haul something I used the Duramax...both of which has their own short comings.
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- RDX Aspec Adv.
Torque doesnt matter for 0-60 or other acceleration matrices as long as you uave a proper diff and transmission setup. Absolutely irrelevant.
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- 2021 CX-9 Sig
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- 2021 CX-5 GT
Thanks. That is very useful. What I see is that there is lots of torque available from 1200 RPM all the way to 5000 RPM. And there is no point of going beyond 5000 RPM. I wonder what this would look like with 87 octane? Exactly the same up to 4000 RPM and different after?
Tesla drag races beg to differ.
Thanks to all those who replied to my last post.
I agree those torque figures are excellent, actually better than the 190ps Vag diesel I've ordered which only gives 295 from 1900 to 3300 rpm, which is plenty for my use, but the 2.5T blows it away.
Shame we don't see the NA 2.5 so not much chance of seeing a 2.5T, but who knows perhaps next year. When Mazda do a new model CX-5 or a updated interior and offer a decent petrol for towing, I may well return to the brand.
True max torque at the start with electric motors used.
I mostly agree with you here and think all this obsession over power curves is getting a bit silly. I also suppose Im one of those people in a more powerful car not driving like it. Thats because Im on my commute not a race track. If I fully wound out the engine in 3rd Id be going way to fast in most situations and its simply not necessary. Ive found going with the flow and being courteous doesnt get me to work late vs trying to race everyone and never letting anyone pass or merge in front of me. Also a lot less stressful.
Yup thats why it shifts at like 5500 not redline if youre flooring it. I hear reviewers calling that short shifting. It really isnt. Mazda knows there is no point winding it out to redline and programmed the at accordingly.
