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The Mazda CX-5 NA engine is like all modern fuel injected vehicle.
It compensates for air density and oxygen.
They have O2 sensor monitors just for that purpose to adjust air and fuel ratio.
While any engine can be tuned for specific owner requirements there is zero need to adjust anything in a fuel injected engine for changes in altitude.
The Mazda CX-5 NA engine is like all modern fuel injected vehicle.
It compensates for air density and oxygen.
They have O2 sensor monitors just for that purpose to adjust air and fuel ratio.
While any engine can be tuned for specific owner requirements there is zero need to adjust anything in a fuel injected engine for changes in altitude.
Are you saying an NA motor doesn't lose any power at altitude due to FI?
Are you saying an NA motor doesn't lose any power at altitude due to FI?
Simplified response ……..
no one said this about a fuel injection or boosted engine. Both produce (not drop) less power at elevation est. 3000+ elevations. Season and climate influenced. The amount mentioned earlier by one member is less power produced in a % value strangely the first thing you find on the internet instead of actually doing the formulas which by doing them finding that % less linear as the elevation increases and most of the time a very different % drop.
However there is some old school thoughts about what an (Mazda skyactiv gas engine ) ECU can compensate for in the VE tables for higher altitudes. The other is the lack of understanding of effects not even mentioned that operating in higher altitudes effects that are less controlled even with a custom ECU calibration.
Last edited by Callisto; Dec 30, 2024 at 11:27 PM.
Simplified response …….. no one said this about a fuel injection or boosted engine. Both produce (not drop) less power at elevation est. 3000+ elevations. Season and climate influenced. But not what was mentioned by one member.
However there is some old school thoughts about what an (Mazda skyactiv gas engine ) ECU can compensate for in the VE tables for higher altitudes. The other is the lack of understanding of effects not even mentioned that operating in higher altitudes effects that are less controlled even with a custom ECU calibration.
Actually the post by Lobstah pretty much said exactly that...
"The Mazda CX-5 NA engine is like all modern fuel injected vehicle.
It compensates for air density and oxygen.
They have O2 sensor monitors just for that purpose to adjust air and fuel ratio.
While any engine can be tuned for specific owner requirements there is zero need to adjust anything in a fuel injected engine for changes in altitude."
This suggests that the engine makes the same power to matter what altitude you are driving.
And actually it appears what was said about 3% drop per 1000ft is dead on as per this article which certainly looks pretty good to me (and is made by a pretty well known turbocharger manufacturer )
You should have let me finish my editing . With a bad WiFi it makes for responding more challenging.
and you fell right into running to the internet instead of learning the formulas. Do the simple math …if you did then the 3% tends to be inaccurate.
you really should read what you use to support your thoughts. That article is missing a BIG factor. That article is for a basic ECU functioning and did not state a custom ECU with specific for the event.
It also stated the 3% was a general rule of thumb.
And there last is to show the scary drop in power produced at 15 thousand feet .
most population in the US don’t drive above some of the elevation mentioned. Get real. And those that do should consider a ECu performance calibration after the factory warranty has expired.
To be fair Lobstah imho gave a simplified blanket statement and perhaps only left out the phrase “to some degree” ?
Last edited by Callisto; Dec 30, 2024 at 11:48 PM.
Not sure why folks worry about such mundane things.
At 14,160 ft Mount Blue Sky Scenic Byway is currently the highest paved road in the USA and the maximum speed limit is 45.
Back in 1977 I drove a slant 6, 101hp, 1966 Dodge panel van from Maine to Colorado and on the MBSSB when it was still called Mount Evans Byway.
I had no issues whatsoever.
The bottom line is the modern CX-5 2.5L fuel injected engine will make sufficient HP to be used at any altitude in the USA where there are paved roads.
If high altitude driving really bothers anyone that much, they should purchase an electric vehicle.
[QUOTE=Lobstah;231428]Not sure why folks worry about such mundane things.
At 14,160 ft is currently Mount Blue Sky Scenic Byway is currently the highest paved road in the USA and the maximum speed limit is 45.
Back in 1977 I drove a slant 6, 101hp, 1966 Dodge panel van from Maine to Colorado and on the MBSSB when it was still called Mount Evans Byway.
I had no issues whatsoever.
The bottom line is the modern CX-5 2.5L fuel injected engine will make sufficient HP to be used at any altitude in the USA where there are paved roads.
If high altitude driving really bothers anyone that much, they should purchase an electric vehicle.[/QUOTE]
I am 90% certain I am going to buy a new 2025 CX-5 in the next couple weeks. For several reasons that are not important at the moment I prefer the Premium Plus non-turbo. But I am concerned about how the non-turbo performs on steep grades at high altitude and at high speeds. I live in Denver, which means the 187 hp engine is already only 158 hp. But if you drive west on I-70, by the time you reach the Eisenhower tunnel at 11,000+ feet you are driving a 125 hp car. So for those who have actually done it, how is it? Are you white-knuckling it in the right lane with your foot on the the floor and the engine screaming or are you going 75+ without issue in the left lane passing all the campers? Coming up the 11 mile long hill climb on the "backside" from Silverthorne to the tunnel is even worse and can be scary even in a powerful car the way people drive. Anyway, very interested in real-world experiences.
The NA requires forethought , planning and finesse and its 13:1 4 pot 2.5 will deliver to anyone willing to learn how to drive as opposed to just dropping more hp - which never made anyone a better driver - in this case , therein lies a beast of a 4 ...for- someone willing to know where every single ounce of power lies - and it will deliver and learn your habits ---learn where its power delivery is and use the paddles ....Its - like the difference between flying a cessna 172 vs A Citation-10 ..which one is " real flying ?" -
- I drive on I-70 E- north of the Moab 128 turn and thru Vail - My NA holds the 80 mph speed limit with ease and will triple digit on any grade if commanded -Is it " fast " ? No - but 0-60 its quick enough - - - Break it in correctly and use premium fuel / oil - no problem- dont tow anything - tires- pressure is paramount-- its a small suv that happens to perform far better than anything else in its class - just remember its not a Porsche but often feels like one --- -A- to -B alive . -
p.s.
I Put a conair 1800 watt hair dryer on my intake withduct tape and rigged it to go full bore " cool " when I needed mod CAI - its like supercharging --+ 3% every 1000 ft -
.....uh yeah - just kidding ;-)-are we having fun yet ?
Last edited by retread888; Jan 7, 2025 at 02:06 AM.
I Put a conair 1800 watt hair dryer on my intake withduct tape and rigged it to go full bore " cool " when I needed mod CAI - its like supercharging --+ 3% every 1000 ft -
.....uh yeah - just kidding ;-)-are we having fun yet ?
It's cheaper to use an old Playmate cooler wire tied to the intake and use ice, plus you get the benefit of the melted ice to fill your water bottle
)
