Skyactiv-D engine: faults and reliability

• 2.2 Skyactiv-D 150/175 (SH-VPTS, 2012-2017)

  2012–2017 · 150–175 hp · SH-VPTS, SH-VPTR

  With caution

  The first CX-5s (built up to January 2013) had higher oil dilution than expected, which Mazda corrected with a free dipstick and software campaign; German-language Wikipedia also documents insufficiently hardened camshafts on 2013-2014 models that damaged turbos. A reasonable buy if you verify that the 2013 campaign was carried out and check the oil change history.^[2][7][8]

• 2.2 Skyactiv-D 150/175/184 (SH-VPTS, 2017-2021)

  2017–2021 · 150–184 hp · SH-VPTS, SH-VPTR

  With caution

  Mazda kept the same sequential turbo and added AdBlue, but oil dilution during DPF regenerations is still documented at this stage by fiches-auto.fr, on the CX-5 II as well as the Mazda6 and the Mazda3. Check that oil changes have been done at the recommended frequency, especially on cars used mostly in town.^[3][9]

• 1.5 Skyactiv-D 105 (S5-DPTS, 2015-2018)

  2015–2018 · 105 hp · S5-DPTS, S5-DPTR

  With caution

  It has fewer published reports than the 2.2, but those available on fiches-auto.fr describe the same oil dilution pattern and the odd injector and even turbo case. Check the maintenance history before buying.^[4][10]

• 1.8 Skyactiv-D 116 (S8-DPTS, 2018-present)

  since 2018 · 116 hp · S8-DPTS, S8-DPTR

  With caution

  It is the most recent version and has the fewest accumulated kilometres on the road, so there are few reports of serious faults on fiches-auto.fr. Specialist sources describe the same design-related oil dilution risk as the rest of the family, so it is still worth watching the level.^[4][11][12]

Buy: No known serious faults, or they have already been corrected, in this version. With caution: Worth buying if something specific is verified: history, a replaced part or a completed campaign. Avoid: High risk of a serious fault that is hard to check for or prevent.

1. 1High severityCommonFrequency: CommonLubricationOil dilution with diesel during DPF regenerationsOn the Skyactiv-D (1.5, 1.8 and 2.2), particulate filter regenerations can let diesel into the sump and raise the oil level. Mazda accepts some dilution as normal, but on short urban journeys the expected margin can be exceeded and harm the lubrication of the turbo and the camshaft.
2. 2High severityCommonFrequency: CommonTurboTurbo wear or failure from lack of lubricationThe two-stage sequential turbo of the 2.2 Skyactiv-D appears as one of the most cited faults by CX-5, Mazda6 and Mazda3 owners, especially when the oil has lost lubricating ability through dilution or when the camshaft on 2013-2014 units sheds metal particles.
3. 3Critical severityOccasionalFrequency: OccasionalTimingOil pump chain breakage and camshaft wearIn the worst cases, lack of lubrication on the 2.2 Skyactiv-D (from diluted or degraded oil) can end up breaking the oil pump chain or damaging the camshaft, cutting off oil pressure and potentially destroying the engine; fiches-auto.fr documents this breakage on the CX-5, the Mazda6 and the Mazda3.
4. 4Medium severityCommonFrequency: CommonIntakeCarbon build-up in the intake, EGR and injectorsUrban use and short journeys encourage carbon build-up in the intake manifold, EGR valve and injectors of the Skyactiv-D, with loss of power and uneven running; it is documented on the CX-5, the Mazda6, the Mazda3, the CX-3 and the CX-30.

Severity colours: low, medium, high, critical. How we rate them

Manufacturer

Mazda

Family

Skyactiv

Fuel

Diesel

Displacement

—

Cylinders

4

Fuel system

Turbo

Injection

Common rail

Timing

Chain

Power

105–184 hp

Peak torque

450 Nm

Production

since 2012

Makes

Mazda

Technical data^[1][5][6]

1. 2012–2017

   2.2 Skyactiv-D 150/175 (SH-VPTS, 2012-2017)

   This is the first generation of the Skyactiv-D 2.2, with a two-stage sequential turbo (a small turbo and a large one working according to engine speed) and a very low compression ratio for a diesel (around 14:1), designed to reduce emissions without depending on urea from the start. In 2013 Mazda launched a campaign to replace the oil dipstick and update the injection software on CX-5 units built between January 2012 and January 2013.^[1][5][7]

2. 2015–2018

   1.5 Skyactiv-D 105 (S5-DPTS, 2015-2018)

   The single-turbo 1.5 Skyactiv-D arrived as a more affordable, lighter option for the Mazda3 and the CX-3, with 105 hp. It shares the same low-compression principle as the 2.2 and, according to fiches-auto.fr, the same sensitivity to oil dilution with diesel during particulate filter regenerations.^[1][13]

3. 2017–2021

   2.2 Skyactiv-D 150/175/184 (SH-VPTS, 2017-2021)

   From 2017 (with the Mazda CX-5 KF) Mazda kept the two-stage sequential turbo and added a 184 hp version; since July 2018 the engine has used AdBlue injection to meet the Euro 6d-TEMP standard, no longer relying only on the low-compression design to control nitrogen oxides. The diesel was withdrawn from the range completely in 2021.^[5][8]

4. since 2018

   1.8 Skyactiv-D 116 (S8-DPTS, 2018-present)

   Since 2018 the 1.8 Skyactiv-D has replaced the 1.5 in the CX-3 and the Mazda3, and it has also powered the CX-30 since its launch in 2019. It adds displacement over the 1.5 while keeping the same low-compression architecture and the same particulate filter regeneration design.^[1][13][14]