SQRE4G16

SQRE4G16 1.6 DVVT (126 hp) – Experiences, issues, fuel consumption and maintenance

Introduction and applications

The engine with the code SQRE4G16 is one of the most common powerplants from the Chinese manufacturer Chery. It belongs to their ACTECO engine family, developed in cooperation with the Austrian company AVL. This is a classic naturally aspirated petrol engine with 16 valves and DVVT technology (variable valve timing on both intake and exhaust).

In our region and across Europe, this engine is best known for being installed in the Chery Tiggo 3 (2014 facelift). Its philosophy is simplicity: no turbo, no high-pressure direct injection, which makes it attractive to buyers who want to avoid modern, complicated engines.

Technical specifications

Feature	Data
Engine code	SQRE4G16
Displacement	1598 cc (1.6 litres)
Power	93 kW (126 hp) at 6150 rpm
Torque	160 Nm at 3900 rpm
Aspiration	Naturally aspirated
Injection system	MPI (Multi-Point Injection)
Cylinders/valves	4 cylinders / 16 valves
Emissions standard	Euro 5 (most common for 2014+ models)

Reliability and maintenance

Timing system: chain or belt?

The SQRE4G16 engine uses a timing chain for valve timing. This is good news for owners because there is no strict replacement interval like with a belt. The chain is designed to last the life of the engine, but in practice it is recommended to check it for noise (rattling) after 150,000 km. If the oil is changed regularly, the chain rarely causes problems before 200,000 km.

Most common failures

Although robust, this engine is not immune to problems:

• Sensors: Oxygen sensors (O2 sensors) and camshaft position sensors often fail, which leads to the "Check Engine" light coming on and rough running.
• VVT system: Variable valve timing solenoids can get clogged due to poor-quality oil, causing a loss of power.
• Thermostat and housing: The plastic thermostat housing is prone to cracking due to heating and cooling cycles, which leads to coolant leaks.
• Engine mounts: The factory mounts are somewhat softer and of lower quality, so engine vibrations can be transmitted to the cabin earlier than expected.

Service intervals and oil

An oil service is recommended every 10,000 km up to a maximum of 15,000 km. Although the manufacturer may allow longer intervals, for the longevity of the chain and VVT system, shorter intervals are crucial.

The engine takes approximately 4.5 litres of oil (always buy 5 litres). The recommended grade is 5W-30 or 5W-40 (fully synthetic), meeting API SM/SN or ACEA A3/B4 standards.

Oil consumption

This engine is known to like to "drink" a bit of oil, especially if driven aggressively on the motorway. Consumption of up to 0.3–0.5 litres per 1,000 km is often considered "technically acceptable" by the manufacturer on older examples, but realistically, a healthy engine should not consume more than 1 litre between two oil services (over 10,000 km).

Spark plugs and ignition system

Since this is a petrol engine, spark plugs are a consumable item. If you use standard nickel/copper plugs, they should be replaced every 30,000 km. If you use iridium plugs, the interval can be up to 60,000–80,000 km. Bad spark plugs are a common cause of coil failure on this engine.

Specific parts and costs

Dual-mass flywheel and clutch

Good news: In the version with a manual gearbox, this engine is most often paired with a solid (conventional) flywheel. This means that the clutch kit is significantly cheaper to replace because there is no expensive dual-mass flywheel to dampen vibrations. (Note: Always check by VIN, as some markets had variations, but about 90% of Tiggo 3 models have a solid flywheel).

Injection system and injectors

It uses a classic MPI (Multi-Point Injection) system with injection into the intake manifold. The injectors are robust, inexpensive and rarely cause problems. They are not as sensitive to fuel quality as direct injection (GDI), which makes this engine more "tolerant" of slightly poorer fuel.

Turbo, DPF, EGR, AdBlue?

• Turbo: None. The engine is naturally aspirated, which means fewer parts that can fail (no turbocharger, intercooler, high-pressure hoses).
• DPF / AdBlue: None, because this is a petrol engine.
• EGR valve: It has an EGR system for exhaust gas recirculation. It can get clogged with soot; symptoms are jerking at low revs and weaker throttle response. Cleaning is usually a sufficient solution.

Fuel consumption and performance

City driving

The Chery Tiggo 3 is not a light car (around 1350 kg empty), and the engine is naturally aspirated, developing its power only at higher revs. That is a recipe for high fuel consumption. In the city you can realistically expect between 10 and 12 litres/100 km, depending on traffic and how heavy your right foot is. In winter this figure easily goes higher.

Is the engine "lazy"?

To be frank – yes. The 160 Nm of torque is available only at 3900 rpm. This means that when driving uphill or overtaking you will often have to shift down and rev the engine above 4000 rpm. For relaxed driving it is perfectly adequate, but for dynamic driving it lacks punch.

Motorway driving

On the motorway the engine runs at fairly high revs. At 130 km/h (in fifth gear with the manual gearbox), the engine is usually at around 3800–4000 rpm. This results in increased cabin noise and fuel consumption of around 8–9 litres/100 km.

Additional options and modifications

LPG installation

Yes, this is an ideal engine for LPG. Thanks to the MPI injection system, installation is simple, inexpensive, and the engine handles LPG very well. Given the high petrol consumption, the investment in LPG pays off very quickly (often within 15,000 km). A system with OBD connection is recommended for more precise mixture control.

Remapping (Stage 1)

On naturally aspirated petrol engines, remapping is a waste of money. The gain would be negligible (3 to 5 hp), which you will not feel in real driving. It is better to invest that money in quality tyres or regular maintenance.

Gearbox

Variants

With the SQRE4G16 engine in the Tiggo 3 model there are two options:

1. Manual gearbox (5-speed): Classic, with a somewhat "stiff" feel at the gear lever.
2. CVT automatic gearbox: Continuously variable transmission that simulates 7 gear ratios.

Issues and maintenance

Manual gearbox: Very reliable. Problems are rare, occasionally oil leaks at the driveshaft seals. Replacing the clutch kit is relatively affordable (not expensive, depends on the market).

CVT gearbox: The more sensitive point. It requires an oil change every 40,000 to 60,000 km. If the oil is not changed, the metal belt inside the gearbox starts to slip, which leads to a failure that is very expensive to repair (often more expensive than the value of a used car). Symptoms of problems are hesitation when setting off, jerking or whining noises.

Buying used and conclusion

Before buying a used car with this engine, be sure to check the following:

• Cold start: Listen for chain rattling during the first 3–5 seconds of operation. If it lasts longer, the chain or tensioner needs replacement.
• CVT behaviour: If you are buying an automatic, the car must not jerk when setting off and the revs must not "flare up" without acceleration.
• Leaks: Check around the valve cover and thermostat housing for traces of oil or coolant.
• Diagnostics: Check the operation of the VVT system and oxygen sensors.

Conclusion: The SQRE4G16 is an "old-school" engine in a modern package. It is not a sports engine, it consumes more than modern turbo units, but it is cheap to maintain and simple. It is ideal for drivers who cover moderate mileage, drive calmly and want an engine that any average mechanic can repair, and with LPG installation it also becomes an economical choice.