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Sorry, I wasn’t thinking. Actually both low pressure and high pressure fuel “filters” are in the gas tank. Low pressure fuel pump is in the gas tank too, but the high pressure fuel pump is in the engine bay. Not sure which fuel pump this settlement refers to.

Mazda should have done the DRL setting this way to all of its car models to control the DRLs: This’s the same Mazda infotainment system found on my 2018 Toyota Yaris iA which is a Mazda2 in disguise.

No, Mazda has DRLs on CX-5 since the introduction to the US market on 2013 MY. The 1st-gen CX-5 (2013 ~ 2016.5) uses high-beam with lower power. The only exception is the 2016 / 2016.5 CX-5 with Tech Package which uses LED accent strips as the DRLs. The 2-gen CX-5 uses low-beam (80% power?)...

Agreed. There’re 2 pumps (low pressure and high pressure) both are inside of gas tank. Not sure which one this settlement is referring to. Still it’s going to be costly for Mazda if they have to replace any of the fuel pumps and it’s safety hazard to open the gas tank.

So sounds like MNAO is trying to mark up US OEM parts price a lot to recoup too many losses from fixing cracked heads? :p

We’d hope the oil seepage or leak isn’t from the expensive OCV itself. But unfortunately that’s a wishful thinking based on many reports. The leak isn’t from the OCV seal / gasket / grommet, but from wire harness pins inside the OCV connector. The OCV seepage / leak would affect the exhaust...

Yep, this’s a known issue and the leak is coming from the VVT solenoid / oil control valve (OCV), part no. PE01-14-420A, which is operated by PCM and controls the hydraulic oil passages to the hydraulic variable valve timing actuator for variable exhaust valve timing. Unfortunately you have to...

Yes, cylinder head cracking is also happening after Mazda modified the 2.5L NA head for cylinder deactivation. The crack area is different from the 2.5T, and oil leak instead of coolant leak is the symptom. 2.5 NA Cracked Cylinder Head with Oil leaking...How common is this?

Nobody can guarantee, not even Mazda itself, the thin 2mm wall on the cylinder head of the 2.5L NA with cylinder deactivation can hold the stress without cracking for the life of the engine. It could crack the next 1,000 miles, it could last another 105,000 miles. It’s the unknown factor...

My point is, back in 2018 when I was planning to get a new 2018 CX-5 and immediately dropped the plan once I learned Mazda had added cylinder deactivation to a reliable 2.5L NA, why Mazda spent that much effort and money to a feature which is historically having the bad reputation of failure...

When Mazda added cylinder deactivation to the 2.5L NA in MY 2018 CX-5, the “coolant control valve” was introduced to replace the traditional thermostat. I thought it was an electrical thermostat like Toyota uses on its Dynamic Force 2.0L/2.5L NA. Turned out It still uses a traditional...

2016 CX-5 is a totally different vehicle from the 2018. The 2016 doesn’t have cylinder deactivation and the 2018 has it which is inherent many potential major problems on engine (cylinder head cracking) and transmission (torque converter failure).

The idea of installing a second external ATF filter on our SkyActiv-Drive automatic transmission isn’t possible as there’s no external ATF lines available to hook up. Yes we can find a third party ATF cooler adapter to get ATF circulating access, but that seems to be only a temporary solution...

Keep in mind the automatic transmission for the 2.5L with CD is different from the one used on the 2.5L without CD. Here is the latest TSB about torque converter failure on CD equipped automatic transaxle: TSB No.: 05-005/23 Chirp Noise from Automatic Transaxle on 3-4 Upshift “DESCRIPTION...

Here is the ATF filter cartridge / strainer for Mazda’s SkyActiv-Drive automatic transmission showed in Mazda’s Workshop Manual: It’s not a fine mesh screen.