SQRE4T15C Engine

SQRE4T15C 1.5T (156 hp) – Experiences, issues, fuel consumption and maintenance

1. The most important in short (TL;DR)

• Timing drive: Uses a chain, which reduces regular maintenance costs, but requires high‑quality oil.
• Fuel injection system: Most versions of this engine use MPI (Multi-Point Injection), which is great news for valve longevity and cheap LPG installation.
• Reliability: Considered one of the most reliable Chinese engines (winner of “China Heart” awards), with high thermal efficiency.
• Transmissions: Mostly comes with a CVT (9 simulated gears) or DCT (dual-clutch). CVT is more durable for city driving, DCT is better for open road.
• Fuel consumption: In heavier models such as the Tiggo 8, city fuel consumption can easily be in double digits.
• Hybrids: In Plug-in Hybrid versions (Tiggo 7/8 Pro), this engine serves as the base unit and is less stressed, but the overall system becomes significantly more complex.

Contents

• Introduction and applications
• Technical specifications
• Reliability and maintenance
• Specific parts and costs
• Fuel consumption and performance
• Additional options (LPG/Tuning)
• Transmission: CVT and DCT
• Buying used and conclusion

Introduction and applications

The engine with the code SQRE4T15C represents the third generation of Chery Acteco engines. This power unit marked a turning point in the perception of the Chinese car industry, offering exceptionally high thermal efficiency (declared at 37.1%). It was designed in cooperation with renowned global suppliers such as Honeywell (turbo), BorgWarner and Bosch.

Its application is wide – from more compact crossovers like the Omoda 5, all the way to large family SUVs such as the Chery Tiggo 8 Pro. In newer variants, this engine is the heart of the Plug-in Hybrid (DHT) system, where, together with electric motors, it delivers a system output of over 300 hp.

Technical specifications

Parameter	Data
Displacement	1498 cc (1.5 L)
Power	115 kW / 156 hp (petrol), hybrid versions go up to 326 hp system output
Torque	230 Nm (at 1750–4000 rpm)
Engine code	SQRE4T15C
Injection type	MPI (Multi-Point Injection) – indirect injection
Forced induction	Turbocharger (Honeywell) + intercooler
Emission standard	Euro 6 (various revisions depending on market)

Reliability and maintenance

Does this engine have a timing belt or a chain?

The SQRE4T15C engine uses a timing chain for valve timing. The chain is designed to last the entire service life of the engine (or at least over 200,000 km with regular maintenance). This is a big advantage because there is no mandatory “major timing service” with belt replacement at 60–80 thousand kilometers, but it does require regular oil changes so that the chain does not stretch due to poor lubrication of the hydraulic tensioner.

What are the most common failures on this engine?

The engine has proven to be extremely robust, but there are some specific points to watch:

• Sensors and electronics: Occasional issues with intake pressure sensors or lambda sensors (symptoms: Check Engine light and increased fuel consumption).
• Thermostat and thermostat housing: As with many modern petrol engines, plastic housings can crack after higher mileage, leading to coolant leaks.
• Idle vibrations: Sometimes caused by engine mounts that can fail earlier than expected, especially on heavier models such as the Tiggo 8.

At what mileage is the major service done?

Since the engine has a chain, the classic “major service” (preventive timing replacement) is not done at a fixed mileage. However, at around 100,000 to 120,000 km it is recommended to thoroughly check the auxiliary drive (alternator belt, tensioners, idler pulleys) and the water pump. The chain is replaced only if you can hear rattling at cold start.

Oil: quantity and grade

The engine takes approximately 4.5 to 4.8 liters of engine oil (always check the dipstick). It is recommended to use only fully synthetic oil of grade 5W-30 or 5W-40 (depending on climate and manufacturer’s recommendation for the specific market, most often API SN/SP standard). The change interval should not exceed 15,000 km or one year, and for predominantly city driving it is advisable to shorten it to 10,000 km.

Oil consumption

This engine is not known for oil consumption. Thanks to good build quality and the MPI system (less cylinder washing with fuel than with poor GDI systems), the oil level should remain stable. Consumption of up to 0.5 liters per 10,000 km is considered acceptable, but anything above that points to an issue with piston rings or the turbocharger.

Spark plugs and ignition coils

The use of iridium spark plugs is recommended. Although they can last longer, on this turbo engine it is advisable to replace them every 40,000 to 50,000 km in order to protect the coils. Worn plugs are the most common cause of coil failure (they are of the “pencil” type – each plug has its own coil).

Specific parts and costs

Does the engine have a dual-mass flywheel?

Here the situation depends on the transmission:

• CVT versions (most Omoda 5, Tiggo 7/8): Do not have a classic dual-mass flywheel as we know it from manual diesels. They use a torque converter or a specific damper, which is a cheaper solution to maintain until the transmission itself fails.
• DCT (Dual Clutch) versions: These models do have a dual-mass flywheel. Its role is to absorb vibrations before they reach the transmission. Replacement is expensive (falls into the “very expensive” category), but it usually lasts over 150,000 km on petrol engines.

Injection system and injectors

A major advantage of the SQRE4T15C engine is that it uses MPI (indirect injection into the intake manifold). Injectors are simple, cheap to refurbish or replace and are not as sensitive to fuel quality as GDI injectors. Also, this system means that you won’t have issues with carbon buildup on intake valves, which is a common problem with modern direct-injection petrol engines.

Turbocharger

It uses a single Honeywell (Garrett) low-inertia turbocharger. It is very reliable. With regular oil changes and allowing the engine to cool down after hard driving (idling for a minute or two), the turbo can last as long as the engine itself. Rebuilding is possible and falls into the mid-price range.

DPF, GPF and EGR

This petrol engine does not have a DPF (that’s for diesels), but newer versions (from 2019/2020 onwards for the EU market) have a GPF (Gasoline Particulate Filter). Unlike diesels, GPF on petrol engines regenerates much more easily in passive mode (higher exhaust temperature) and rarely causes problems. An EGR valve is present, but thanks to MPI injection it is less prone to clogging than on diesels.

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This engine does not have an AdBlue system. That is reserved exclusively for diesel engines.

Fuel consumption and performance

Real city fuel consumption

Do not trust the factory figures of 7 liters. Reality is different, especially due to the weight of the vehicles it is installed in:

• Omoda 5 / Arrizo GX: 8.5 – 10 l/100 km.
• Tiggo 7 / Tiggo 8: 9.5 – 11.5 l/100 km.

The Tiggo 8 is a large 7‑seater SUV; in heavy stop‑and‑go city traffic, consumption can easily reach 12 liters.

Is the engine “lazy”?

With 230 Nm of torque available from just 1750 rpm, the engine is perfectly adequate for the Omoda 5 and Arrizo. However, in the Chery Tiggo 8 (especially when loaded with 7 passengers), the engine has to rev to pull properly. It is not tuned for sportiness, but rather for linear acceleration. In Plug-in Hybrid versions (326 hp system output), the story is completely different – there it “flies” thanks to the electric motors.

Behavior on the motorway

At 130 km/h the engine is relatively quiet.
With the CVT transmission, at 130 km/h revs are usually around 2200–2500 rpm, which is excellent in terms of noise and fuel consumption.
With the DCT transmission, in 7th gear the revs are also low.
Overtaking on the motorway requires a decisive push on the accelerator (kick‑down), where the engine becomes noisier until the turbo spools up.

Additional options and modifications

Is it suitable for LPG installation?

YES, absolutely. Because it uses MPI (indirect) injection, installing an LPG system is simple, cheap and very cost‑effective. You do not need an expensive “Direct Injection” LPG system that also consumes petrol while running on gas. This is one of the biggest advantages of this engine in markets where petrol is expensive.

Chiptuning (Stage 1)

The engine can be remapped, but be careful with the CVT transmission. The engine itself can easily be taken to 175–180 hp and 260–270 Nm. However, the CVT25 transmission is rated for a maximum input torque that is close to that limit. Overly aggressive tuning can drastically shorten the life of the CVT (belt slip). On DCT and manual versions, the headroom for tuning is somewhat safer.

Transmission: CVT and DCT

Which transmissions are used?

• CVT25: A modern CVT transmission that simulates 9 gears. Winner of the “World Top 10 Transmissions” award. Uses a steel belt.
• 7DCT (Getrag/Magna): A robotized dual‑clutch transmission (wet clutch).
• DHT (Hybrid): A specialized transmission for hybrids that combines the operation of the petrol engine and electric motors.

Most common failures and transmission maintenance

CVT transmission: Requires an oil change every 40,000 to 60,000 km (depending on driving conditions). If the oil is not changed, whining noises and jerks may occur. The most common failure is overheating during prolonged uphill driving under full throttle.

DCT transmission: Since it is “wet” (clutches in oil), it is more reliable than the old dry DSG gearboxes. Still, changing the transmission oil and filter is mandatory at 60,000 km. Failures manifest as jolts when shifting from 1st to 2nd gear or delays when setting off.

Clutch replacement cost

On a CVT there is no classic clutch replacement; instead, the transmission is overhauled, which is very expensive. On DCT transmissions, the clutch kit is also expensive (depends on the market, but expect a serious cost), although it does last a long time.

Buying used and conclusion

Before buying a car with this engine, pay attention to:

1. Cold start: Listen for any chain “rattling” in the first 3–5 seconds. If you hear it, the hydraulic tensioner or the chain itself needs replacing.
2. Transmission (crucial!): On a CVT, the car should start moving smoothly as soon as you release the brake. There must be no jerking or rev fluctuation at a constant speed. On a DCT, check uphill starting without throttle (hill hold).
3. Service history: Due to the turbocharger and timing chain, proof of regular oil changes is essential.

Conclusion: The SQRE4T15C 1.5T engine is an excellent choice for the average driver. It offers a great balance between simplicity (MPI injection) and modern performance. It is an ideal purchase for those planning to install LPG or who want an engine without expensive issues with carbon buildup on valves. It is not a racer, it consumes a bit more in heavy bodies, but mechanically it is very durable and easy to maintain.