SQRE4T15C Engine

Introduction: Chery 1.5 TCI (SQRE4T15C) – A Chinese heart with Austrian pedigree

The engine with the code SQRE4T15C is the backbone of Chery’s lineup for international markets. Although many drivers are prejudiced against Chinese powertrains, it is important to note that this engine is part of the ACTECO family, developed in close cooperation with the renowned Austrian engineering company AVL, and it uses components from well-known suppliers such as Honeywell (turbo) and Bosch (electronics).

This 1.5-liter turbo petrol engine is installed in large models such as the Chery Tiggo 7 Pro and Tiggo 4 Pro. Its philosophy is not “maximum power at any cost”, but rather “longevity and simplicity”. Unlike European downsized engines, which are often overcomplicated, this unit keeps some old, robust solutions, making it very interesting to used-car buyers who are afraid of expensive repairs.

Technical specifications

Feature	Data
Displacement	1498 cc (1.5 L)
Power	108 kW (145 - 147 hp) @ 5500 rpm
Torque	210 Nm @ 1750-4000 rpm
Engine code	SQRE4T15C
Injection system	MPI (Multi-Point Injection) – Port injection*
Induction	Turbocharger (Honeywell) + Intercooler
Block material	Cast iron – extremely durable

*Note: Most SQRE4T15C versions come with MPI injection, which is rare for modern turbo engines. However, always check the specific vehicle, as there are variations for stricter markets.

Reliability and Maintenance: Does it break down?

Timing system (Belt or Chain?)

Good news for your wallet: this engine uses a timing chain. The chain is designed to last the entire service life of the engine, but in practice you should expect to have it inspected or replaced at around 200,000 km. There is no fear of a belt snapping at 60,000 km like on some older engines. A worn chain will usually cause metallic rattling (a rustling sound) on cold start.

Most common failures

The mechanical side of this engine is “bulletproof” (cast-iron block). Still, problems occur around the engine:

• Coolant leaks: The thermostat housing and some plastic hoses tend to fail after 5–6 years or 100,000+ km. Symptom: dropping coolant level in the expansion tank and a sweet smell of vapor under the hood.
• Sensors and electronics: Occasional “phantom” check-engine issues related to the lambda sensor or MAF sensor, often caused by poor fuel quality.
• Engine mounts: Due to vibrations (especially at idle with the A/C on), engine mounts can wear out prematurely, transmitting vibrations into the cabin.

Service intervals and Oil

Major service: Since it has a chain, the classic “major service” comes down to replacing the auxiliary (serpentine) belt, tensioner and water pump. It is recommended to inspect the system at around 100,000 - 120,000 km.

Minor service and Oil: The engine takes about 4.5 to 4.8 liters of oil (buy a 5L can). Recommended viscosity is 5W-30 or 5W-40 (synthetic). API SN standard or newer. Oil change interval: Maximum 10,000 - 12,000 km or one year. Do not follow 20,000 km recommendations if you mostly drive in the city!

Oil consumption: This engine should not consume oil in any significant amount. Up to 0.5 liters per 10,000 km is tolerated (evaporation), but anything above that points to issues with piston rings or valve stem seals, or more often – leaks on gaskets and seals.

Spark plugs

As this is a turbo petrol engine, spark plugs are exposed to higher thermal loads. It is recommended to replace them every 30,000 to 40,000 km. Use only iridium or platinum plugs according to the manufacturer’s specification. Worn plugs can kill the ignition coils, which is an expensive repair.

Specific Parts (Costs and Design)

Dual-mass flywheel

This is a common misconception. Since this engine comes paired with a CVT transmission, it DOES NOT have a classic dual-mass flywheel like the ones you know from diesel manuals (the 600€ part that bangs and rattles). The CVT uses a torque converter and a flexplate. This is a much more durable solution and rarely fails.

Injection system and Injectors

This is where the SQRE4T15C shines. Most variants use MPI (Multi-Point Injection). Fuel is injected into the intake manifold, not directly into the cylinder.
Advantage: Injectors are cheap, simple and not as sensitive to poor fuel as GDI injectors. The valves are “washed” by petrol, so there is no issue with heavy carbon buildup on the intake valves.

Turbocharger

The engine has a single turbocharger (Honeywell). The turbo is water-cooled, which extends its life. With regular oil changes and letting the engine cool down before switching off after fast driving, the turbo can easily exceed 200,000 km.

DPF, GPF, EGR and AdBlue

• AdBlue: NO. This is a petrol engine; it has no AdBlue system.
• EGR: There is an exhaust gas recirculation system, but on petrol engines it rarely clogs to the point of blocking the engine like on diesels.
• GPF (Gasoline Particulate Filter): This depends on the market. For the European Union (Euro 6d standards), the engine likely has a GPF. In countries with lower standards (Euro 5/6 without “d”), it often comes with just a catalytic converter. GPFs rarely clog because petrol exhaust reaches higher temperatures that passively clean the filter.

Fuel Consumption and Performance: Real-life on the road

Is the engine “lazy”?

With 145 hp and 210 Nm, the engine looks solid on paper. However, the Tiggo 7 Pro is a heavy car, and the CVT transmission “eats” part of the perceived power. It’s not lazy for the average driver, but it lacks that “kick in the back” that European competitors with 250 Nm of torque have. For overtaking you need to floor the throttle and wait for the transmission to raise the revs.

Real-world fuel consumption

• City driving: This is where you pay the price of weight and older injection technology. Expect between 9.5 and 11.5 l/100 km. In heavy traffic it can go up to 12 l/100 km.
• Country roads: Here it’s economical, around 6.5 - 7.5 l/100 km.
• Highway (130 km/h): Consumption is around 8.5 - 9.5 l/100 km. The CVT keeps revs relatively low (around 2600–2800 rpm at 130 km/h), which reduces noise, but the SUV’s aerodynamics take their toll on fuel use.

Additional Options and Modifications

Is it suitable for LPG?

YES, ABSOLUTELY! This is one of the biggest advantages of this engine. Thanks to the MPI injection system, LPG installation is simple, inexpensive (standard sequential system, approx. 400–600 EUR depending on the market) and the engine handles LPG very well. There is no need for expensive liquid-phase systems like on GDI engines. This drastically reduces running costs.

Remapping (Stage 1)

The engine has potential because the block is strong, but the transmission (CVT) is the limiting factor. The CVT25 gearbox is rated for a maximum of 250 Nm (some sources say 280 Nm).
Stage 1 remap can raise power to about 165–170 hp and torque to 250–260 Nm.
Editor’s advice: Aggressive remapping is not recommended because of the CVT transmission. The gain in performance is not worth the risk of belt slip inside the gearbox.

Transmission: How does the CVT behave?

In modern versions (Tiggo 7 Pro), this engine comes exclusively with a CVT transmission (code WLY CVT25).

• Characteristics: It uses a steel belt (Bosch) and simulates 9 gears to avoid the “scooter-like” constant high-rev drone. Driving is very smooth, with no jerks.
• Most common failures: The biggest enemies of this gearbox are overheating and old oil. If you drive aggressively, tow heavy trailers or skip oil changes, the belt can start slipping and metal shavings can appear, which then destroy the valves inside the transmission.
• Transmission maintenance: The CVT fluid MUST be changed every 40,000 to 60,000 km (maximum). Do not believe anyone who tells you it is “fill for life”. The oil change is (depending on the market) moderately expensive, but still ten times cheaper than a gearbox overhaul.

Buying used and Conclusion

What to check before buying?

1. Cold start: Listen to the chain during the first 3–5 seconds. There should be no metallic rattling.
2. Test drive – transmission: The gearbox must start moving smoothly as soon as you release the brake. Any jerking, hesitation or thumps when shifting from P to D are a red flag.
3. Leaks: Look at the engine from below and from the side (around the thermostat) to see if there are traces of red/pink coolant.
4. Service history: If the car has done more than 60,000 km, ask for proof that the CVT oil has been changed.

Editor’s conclusion

The SQRE4T15C engine is a “workhorse”. It is not as refined as the latest VW TSI engines, nor as fast as BMW petrol units, but it is simpler and cheaper to maintain. Its biggest drawback is fuel consumption in city driving, but this is easily solved by installing an LPG system, thanks to the MPI technology.

This is an ideal engine for family people who want comfortable transport from point A to point B and do not want to worry about clogged injectors, DPF filters and expensive dual-mass flywheels. If you regularly change the oil in the engine and transmission, this Chinese unit will serve you for a very long time.