SQRE4T15B Engine

Chery 1.5 Turbo (SQRE4T15B): Experiences, problems, fuel consumption and buying used

Key points (TL;DR)

• Timing chain: The engine uses a timing chain which is generally reliable, reducing regular maintenance costs.
• LPG-friendly: Unlike many modern turbo petrol engines, this version (SQRE4T15B) often uses multi-point injection, which makes it ideal and inexpensive to convert to LPG.
• City fuel consumption: Considering the weight of the Tiggo 5x and 7 body, expect somewhat higher fuel consumption in city driving (often over 10 l/100 km).
• DCT gearbox: The dual-clutch automatic gearbox is the most sensitive point. It must be checked before purchase because mechatronics and clutch pack repairs can be expensive.
• Turbo lag: The engine has noticeable turbo lag at low revs, so it requires a more decisive press on the accelerator when setting off.
• Thermal efficiency: This is an engine that Chery developed in cooperation with top engineering companies (such as AVL) and is known for very good thermal efficiency of up to 37%.
• Maintenance: Parts prices are reasonable, but availability of specific parts can vary depending on the market and the development of the service network.

Contents

• Introduction and applications
• Technical specifications
• Reliability and maintenance
• Specific parts and systems
• Fuel consumption and performance
• Additional options and modifications
• Gearbox: Manual vs DCT
• Used car buying tips and conclusion

Introduction and applications

The engine designated SQRE4T15B is one of the most important powerplants in Chery’s modern history. It is a 1.5‑liter turbocharged petrol engine developed in response to European and global standards regarding emissions and efficiency. This engine is not a mere copy of old technologies, but the result of cooperation with renowned companies such as Honeywell (turbochargers) and AVL (Austrian engineering).

It is primarily installed in Tiggo series SUVs (5x and 7), which, due to their weight and dimensions, required an engine that offers better torque than their naturally aspirated predecessors. For drivers in Europe, this engine is interesting because it offers a balance between old school (simpler injection system in this version) and modern performance (turbocharger).

Technical specifications

Parameter	Value
Displacement	1498 cc (1.5 L)
Power	108 kW (147 hp) at 5500 rpm
Torque	210 Nm at 1750–4000 rpm
Engine code	SQRE4T15B
Injection type	MPI (Multi-Point Injection) / TCI
Charging	Turbocharger + intercooler
Engine block	Cast iron – higher durability
Cylinder head	Aluminium

Reliability and maintenance

Does this engine have a timing belt or a chain?

The SQRE4T15B engine uses a timing chain for valve timing. This is great news for owners because there is no fixed replacement interval as with a timing belt. The chain is designed to last for the service life of the engine, but in practice it is recommended to thoroughly check the condition of the chain and the tensioner after around 200,000 km. If you hear metallic rattling on a cold start that lasts a few seconds, it is a sign that the chain is stretched or that the hydraulic tensioner is failing.

What are the most common failures on this engine?

Although the engine is mechanically robust (cast iron block), peripheral components can cause problems:

• Cooling system: The thermostat housing and plastic coolant junctions are prone to cracking due to heating and cooling cycles. Symptom: Loss of coolant, rising engine temperature or the smell of antifreeze in the cabin.
• Sensors: Occasional issues with air pressure sensors or lambda sensors can cause the "Check Engine" light to come on and result in an uneven idle.
• Engine mounts: Due to four‑cylinder vibrations and torque, engine mounts can fail prematurely, which manifests as increased vibrations in the cabin while the car is stationary.

At what mileage is the major service done?

Since the engine has a chain, a classic “major service” (belt replacement) is not done at 60–80 thousand km. Instead, only the serpentine belt with tensioners and rollers is replaced, usually every 80,000 to 100,000 km or 5 years. The water pump is replaced as needed, but it is good practice to replace it when servicing the auxiliary drive if it shows signs of leakage.

Oil: quantity, grade and consumption

The engine takes approximately 4.5 to 4.7 liters of oil (depending on filter size and how it is drained). The recommended grade is 5W‑30 or 5W‑40 (fully synthetic), meeting API SN standards.

Does it burn oil? This engine is not known as a heavy oil consumer. Consumption of up to 0.5 liters per 10,000 km is acceptable. If the engine uses more than 1 liter between services, the problem usually lies in valve stem seals or (less often) piston rings, but this typically occurs only at high mileage with poor maintenance. A minor service (oil change) is recommended every 10,000 to 15,000 km, or once a year.

Spark plugs and injectors

On this turbo petrol engine, spark plugs are replaced every 30,000 to 40,000 km if you use standard plugs, or up to 60,000+ km if you use iridium plugs (highly recommended for turbo engines). Worn spark plugs can cause coil (ignition coil) failure.

Specific parts and systems (costs)

Does the engine have a dual-mass flywheel?

Yes. Models with a DCT gearbox (dual clutch) necessarily have a dual‑mass flywheel to dampen vibrations and shocks when changing gears. Versions with a manual gearbox also often use a dual‑mass flywheel, although this depends on the specific market and model year. Its service life is usually around 150,000–200,000 km, and replacement falls into the “expensive” category (depending on the market).

What kind of injection system does it have and are the injectors problematic?

The 147 hp version (SQRE4T15B) most often uses an MPI (Multi‑Point Injection) system, where fuel is injected into the intake manifold rather than directly into the cylinder. This is excellent for reliability because the intake valves are “washed” by fuel, so there are no issues with carbon buildup as with direct injection. The injectors are simple, inexpensive and very rarely cause problems.

Turbocharger

The engine uses a single Honeywell turbocharger with low inertia, water‑cooled. Its service life is long (often over 200,000 km) with regular oil changes. Its biggest enemy is switching off a very hot engine immediately after hard driving.

EGR, DPF and AdBlue

• DPF: As a petrol engine, it does not have a DPF filter. Newer models (Euro 6d) may have a GPF (Gasoline Particulate Filter), but older 147 hp variants generally do not.
• EGR: It has an EGR valve, but on petrol engines it gets much less dirty than on diesels and rarely requires cleaning.
• AdBlue: This engine does not use AdBlue fluid. That is reserved exclusively for modern diesel engines.

Fuel consumption and performance

Real-world city fuel consumption

Let’s be honest: the Tiggo 5x and 7 are heavy, boxy cars. The 1.5 Turbo has to work hard to move them.

• City driving: Expect between 10 and 12 liters per 100 km. In heavy stop‑and‑go traffic and in winter, this figure can go up to 13 liters.
• Highway / extra-urban: Things are better here, with consumption dropping to around 7.5 to 9 liters, depending on speed.

Is the engine “lazy”?

The engine is not sporty, but it is not underpowered either. With 210 Nm of torque available from 1750 rpm, it offers decent in‑gear acceleration. However, there is a noticeable amount of turbo lag below 1800 rpm. Until the turbo spools up, the car can feel sluggish, especially on inclines. Once the turbo “kicks in”, the pull is linear and more than adequate for overtaking.

Motorway and cruising

At 130 km/h, in top gear (6th gear on the DCT), the engine spins at around 2800 to 3200 rpm (depending on the gearbox and tyre size). Cabin noise is acceptable, and the engine has enough breath to maintain that speed on inclines without excessive strain.

Additional options and modifications

LPG conversion

Great news: Thanks to indirect (MPI) injection, this engine is a perfect candidate for LPG conversion. A standard sequential system can be installed, which is significantly cheaper than systems for direct‑injection engines. Given the petrol consumption in city driving, LPG pays off very quickly. There is no need to burn petrol while driving (apart from starting), which brings huge savings.

Chiptuning (Stage 1)

The engine has power reserves. A safe Stage 1 remap can raise power to around 165–170 hp and torque to around 250–260 Nm. However, be careful if you have a DCT gearbox – increasing torque can shorten clutch life.

Gearbox: manual and automatic (DCT)

Types of gearboxes

This engine is most commonly paired with a 6‑speed manual gearbox (Aisin or locally produced under licence) or a 6‑speed DCT (Dual Clutch Transmission), often the Getrag 6DCT250 (dry clutch).

Failures and maintenance

• Manual gearbox: Very reliable. Failures are rare and mostly limited to normal clutch wear. An oil change in the gearbox is recommended every 60,000–80,000 km.
• DCT (automatic): This is the weakest point of the entire drivetrain.
  • Issues: Dry dual clutches are prone to overheating in city traffic. Symptoms include juddering when setting off, indecisive shifting or harsh shifts from 1st to 2nd gear.
  • Mechatronics: The gearbox control unit can fail, which is an expensive repair (very expensive).
  • Maintenance: Although manufacturers often claim the oil is “lifetime fill”, on DCT gearboxes it is essential to change the oil every 40,000 to 60,000 km to preserve the mechanics.

The cost of replacing the clutch pack on a DCT gearbox is significantly higher than on a manual and also includes software recalibration.

Buying used and conclusion

Before buying a car with the SQRE4T15B engine, pay attention to the following:

1. Chain noise: Listen to the engine at the first cold start in the morning. Any rattling lasting longer than 2–3 seconds is a red flag.
2. DCT test drive: Warm up the car and drive it in city traffic. Set off gently, stop, then set off again. If the car jerks, shudders or hesitates, the clutches are near the end of their life or the mechatronics are causing problems.
3. Leaks: Check the area around the thermostat housing and water pump. Traces of pink or green fluid (antifreeze) mean you are facing an upcoming expense.

Final verdict

The Chery 1.5 Turbo (147 hp) engine is mechanically sound, durable and user‑friendly, especially thanks to the possibility of an inexpensive LPG conversion. Its cast‑iron block and chain promise longevity.

However, caution is needed when choosing the gearbox. If you are buying a high‑mileage used car, the manual gearbox is by far the safer and cheaper option to maintain. The DCT automatic offers comfort but carries the risk of costly repairs if it has not been properly maintained or has been driven aggressively. This engine is intended for family‑oriented drivers who want comfortable motoring, not for racers.