SQRE4T15B Engine

Chery 1.5T (SQRE4T15B) – Experiences, issues, fuel consumption and maintenance

Introduction and engine applications

The engine designated SQRE4T15B is a showcase of Chery’s engineering. This is not a cheap copy of old Japanese engines, but a unit developed in a strategic partnership with the renowned Austrian company AVL and suppliers such as Honeywell (turbo) and Valeo. It is known for its high thermal efficiency (around 37%, which was an excellent result for its time).

You will most often find it under the hood of the Chery Tiggo 7 (first generation, facelift), but it was also installed in other models from the Chery group (Tiggo 4/5x, Arrizo sedans). Its main philosophy is a balance between durability and modern emission standards, although in terms of performance it lags behind European competitors of the same displacement.

Technical specifications

Specification	Data
Engine code	SQRE4T15B
Displacement	1498 cc (1.5 L)
Power	108 kW (145/147 hp) @ 5500 rpm
Torque	210 Nm @ 1750-4000 rpm
Injection type	MPI (Multi-Point Injection) – indirect
Induction	Turbocharger (Honeywell), intercooler
Cylinders/valves	4 cylinders / 16 valves
Engine block	Cast iron – high durability

Reliability and maintenance

Timing system: chain or belt?

The good news for owners is that the SQRE4T15B uses a timing chain to drive the valves. The chain is designed to last the lifetime of the engine, but in practice a thorough inspection is recommended at around 200,000 km or earlier if you hear rattling on cold start. This significantly reduces regular maintenance costs compared to a belt.

Most common failures

Although the mechanical parts (pistons, rings, block) are very durable, the peripherals can cause issues:

• Sensors: Problems with fuel pressure sensors or camshaft position sensors are common, which can trigger the “Check Engine” light and cause rough running.
• Coolant leaks: Pay attention to the thermostat housing and hose connections; plastic can degrade due to thermal cycles.
• Engine mounts: The rubber engine mounts are somewhat lower quality and can fail early, transmitting vibrations into the cabin.

Service intervals and oil

An oil service is recommended every 10,000 km to 15,000 km (or once a year). Even if the manufacturer lists longer intervals, given the turbocharger, shorter intervals are key to longevity.

• Oil capacity: The engine takes approximately 4.5 to 4.7 liters of oil.
• Viscosity: Fully synthetic oil 5W-30 or 5W-40 is recommended (API SN standard or newer).
• Oil consumption: This engine is not known for high oil consumption. Up to 0.5 L per 10,000 km is considered acceptable; anything above that points to an issue with the turbocharger or valve stem seals.

Spark plugs and ignition system

Since this is a turbocharged petrol engine, the spark plugs are under higher thermal load. It is recommended to replace iridium spark plugs every 40,000 to 60,000 km. Symptoms of worn plugs include hesitation or jerking under hard acceleration (misfire).

Specific parts (costs)

Dual-mass flywheel and clutch

Yes, this model in the DCT version has a dual-mass flywheel (DMF). Its role is to dampen engine vibrations before they reach the gearbox. Replacement is very expensive (depends on the market) and is usually done together with the clutch kit.

Turbocharger and fuel injection

The engine uses a Honeywell low-inertia turbocharger. It is very reliable if the oil is changed regularly and the engine is not switched off immediately after hard driving. There are no twin turbos, just one.

The fuel injection system is, fortunately for many, MPI (port injection into the intake manifold), not direct injection (GDI). This means the injectors are less prone to clogging, there is no carbon buildup on the valves like in GDI engines, and the injectors themselves are cheaper to replace.

Emissions (EGR, DPF/GPF)

This petrol engine does not have a DPF (that’s for diesels), but newer models (depending on the market and Euro standard) may have a GPF (Gasoline Particulate Filter). However, the 2018 model (Euro 5/6) often has no GPF, only a standard catalytic converter. There is an EGR valve and it can get dirty, but cleaning it is simpler than on a diesel. This engine does not use AdBlue fluid.

Fuel consumption and performance

Real-world fuel consumption

Don’t trust the official figures. The Chery Tiggo 7 is a heavy car with a not-so-aerodynamic shape.

• City driving: Expect between 9.5 and 11.5 l/100 km. In heavy traffic with the DCT, this can easily go up to 12 l/100 km.
• Country roads: At 80–90 km/h, consumption drops to around 6.5–7.5 l/100 km.
• Motorway (130 km/h): Consumption is around 8.5–9.5 l/100 km.

Is the engine “lazy”?

With 210 Nm of torque, this engine is just on the acceptable limit for this body. In the city it is perfectly adequate, but on open roads, when overtaking or on climbs, you will feel that it lacks “breath”. You have to rev it higher to get it to pull, because maximum torque is available in a narrower band than on modern European TSI engines.

At 130 km/h the engine runs at about 2,800 to 3,000 rpm (in the highest DCT gear), which is not too noisy, but wind noise becomes noticeable.

Additional options and modifications

LPG installation

This is the biggest advantage of the SQRE4T15B engine. Thanks to the MPI injection system, this engine is ideal for LPG conversion. A standard sequential system can be installed, which is significantly cheaper than systems for direct-injection engines. The valves are quite robust, but a quality system with good mapping is recommended.

Chip tuning (Stage 1)

The engine has some headroom because of its cast-iron block. With a Stage 1 remap, power can be raised to about 165–170 hp and torque to about 250–260 Nm. However, be careful because of the DCT gearbox. Dry DCT gearboxes have a torque limit, and pushing it too far can lead to clutch slip and rapid gearbox failure.

Gearbox: DCT (Dual Clutch Transmission)

With this engine in the Tiggo 7 I (facelift), you most often get a Getrag 6-speed DCT gearbox (dry clutch, often code 6DCT250). This is the critical point.

Most common DCT issues

• Jerking and hesitation: In stop-and-go traffic, the gearbox can be rough, jerking when shifting from 1st to 2nd gear or reacting with a delay.
• Overheating: Dry clutches heat up in traffic jams. If you smell burning clutch or get a warning on the dashboard, that’s a sign of overheating.
• Mechatronics: The gearbox control unit can fail, resulting in loss of gears (most often either the even or odd ones).

Gearbox maintenance

Even though many manufacturers claim the oil is “lifetime”, you MUST change the gearbox oil every 40,000 to 60,000 km. This is the only way to extend the life of the mechatronics and gears. Replacing the clutch pack is expensive (depends on the market, but count on it being “expensive”).

Buying used and conclusion

If you are looking at a used Chery with this engine, here is what you should check:

1. Cold start: Listen to the chain. If it rattles for more than 2–3 seconds, the tensioner or chain needs replacing.
2. Test drive (gearbox): Warm up the car and drive slowly in traffic. If the gearbox jerks heavily, hesitates, or you hear thuds when shifting, skip that car. DCT repairs are expensive.
3. Turbo: Check for smoke from the exhaust under sudden throttle and whether the car accelerates smoothly without “flat spots”.

Conclusion: The SQRE4T15B engine is mechanically very good, durable and suitable for LPG, which makes it an economical choice. Its “Achilles’ heel” in this configuration is not the engine itself, but the DCT gearbox. If you find a car with a manual gearbox, that is a safe purchase. If you choose the automatic, be prepared for potential costs related to the clutch and mechatronics, but in return you get a comfortable SUV with decent performance.