Chery Tiggo 4 Hybrid: a low price is hard to achieve, a good car harder still

A price that makes buyers reconsider familiar names

Europe’s small SUV market is in a curious position. Cars look increasingly alike, their screens keep growing and prices persistently climb. The Toyota Yaris Cross, Renault Captur, Nissan Juke, Hyundai Kona and others promise practicality, low fuel consumption and a relaxed family life. It is a sensible promise, but buyers have to pay ever more for it.

Chery starts at the other end. Depending on the market, the Tiggo 4 Hybrid starts at roughly €23,500. That buys a five-seat SUV with an automatic hybrid transmission, a large combined digital instrument panel and central screen, and a generous boot. That does not automatically make it a good car, but it does force a more critical look at rivals’ optional equipment lists.

As is typical of cheaper cars, the savings are hidden in places that are not particularly noticeable when sitting in the showroom. Steering precision only becomes apparent on the open road, the suspension’s ability to absorb bumps only on a broken street, and the hybrid powertrain’s smoothness only when the driver presses the accelerator harder than usual. The engineering has to work after the initial satisfaction with the large screens and new-car smell has faded.

The overall picture suggests that the Tiggo 4 is a credible practical family car, but its level of refinement is not yet on a par with the stronger competitors.

Chery is no unknown backstreet operation

Chery Automobile was founded in Wuhu, China, in 1997. The name may be new to European car buyers, but the manufacturer is no recent arrival. The group has been exporting cars for years, and its other brands include Omoda and Jaecoo, both active in Europe. The Tiggo 4 model family itself has been around since 2017; in some markets, its predecessor was called the Tiggo 5x.

It is important to distinguish the model name from the specific European version. Older Tiggo 4 Pro cars, petrol versions sold in other markets and the 2026 full hybrid are therefore not the same vehicle. Both the powertrain and equipment have changed. The European Tiggo 4 Hybrid uses a 1.5-litre naturally aspirated petrol engine and an electric motor, linked by a DHT hybrid transmission.

Presentable outside, but not especially memorable

The Tiggo 4’s high bonnet, large diamond-pattern grille, slim headlights, black wheelarch cladding and fairly upright rear end catch the eye. The LED lighting signature and the strip connecting the rear lights help it look modern. Remove the badges, though, and it is no longer particularly easy to say which new Asian SUV you are looking at.

The restrained roofline, rather than a coupé-style profile, deserves praise. It preserves rear headroom, while the tailgate has a sensible shape for carrying loads. The black plastic around the body gives a rugged impression and, in some situations, protects painted surfaces from scratches. Of course, it says nothing about off-road capability.

The design feels more like a carefully considered compromise: a grille large enough to make the car look more expensive, and proportions familiar enough not to alarm anyone. The Renault Captur has more character, while the MG ZS also favours a bolder appearance. Chery takes a more understated approach and hopes buyers will eventually look at the price list too.

The proportions have practical benefits. At 4320 mm long, it is not an excessively large car. Its 1831 mm width is worth bearing in mind in a narrow multi-storey car park, however. A 2610 mm wheelbase helps provide space in the rear, while the 10.9-metre turning circle is well suited to urban manoeuvring.

The 162 mm ground clearance deserves a separate explanation. The SUV label and black wheelarches might suggest more, but this is clearly a car intended for tarmac. An ordinary gravel road or a snowy yard need not be a problem; deep ruts and difficult terrain are not its territory. There is no four-wheel drive. This is a front-wheel-drive family car, not a small off-roader.

The cabin has ambitions beyond its price

At first glance, the cabin looks more expensive than the exterior. Two 12.3-inch screens beneath a shared glass surface dominate the dashboard. The digital instrument panel and infotainment system create a technology-rich environment, while soft surfaces and leatherette-like materials on higher trim levels contribute to a thoroughly respectable overall impression.

Screen size is not a measure of vehicle quality, though. Everything important must be easy to find. Drivers should not have to work through menus as though completing a tax return just to make a simple climate adjustment or change a driver assistance setting. This is where some of the model’s weaknesses show: certain functions require numerous taps, and the interface is not intuitively organised in every situation.

The design nevertheless feels cohesive. The dashboard has a broad, horizontal sweep, the centre console does not look assembled from random parts, and the seats attempt to add appeal with a sportier design. Material quality is perfectly acceptable, although some switches and harder plastic surfaces remind you of the car’s price bracket.

What the cabin does not demand is important: there is no need to learn to read instruments above the steering wheel, as in Peugeot’s i-Cockpit. The instrument panel is in a conventional position from the driver’s perspective. Unusual solutions are not always a bad idea, but simplicity has a value of its own in a family car.

With the front seats, attractive styling and long-term comfort need to be considered separately. The seats with integrated head restraints look smart, and higher trim levels may offer electric adjustment and heating. Overall seating comfort can be considered good, but cushion length and thigh support also matter on longer journeys.

One of the car’s strongest features emerges in the rear. There is a decent amount of legroom for its length, and the high roofline does not force adults to tilt their heads. Two people can travel reasonably comfortably in the back; with three, space inevitably becomes tighter. Two ISOFIX mounting points make the car suitable for families with children.

Rear air vents, a charging socket and a centre armrest are welcome in everyday use. They are no technological marvels, but provide more daily benefit than another shade of ambient lighting. Rear-seat space can be regarded as one of the Tiggo 4’s main strengths.

The 430-litre boot is another persuasive argument. It is sufficient for ordinary family life, a weekend trip or a large shopping run. The rear backrests fold in sections. However, it is worth checking the shape of the boot floor and the limitations it imposes. The litre figure in a brochure does not tell you exactly how well a pushchair or a large suitcase, for example, will fit.

95 hp from petrol, 204 from electricity, 163 in total

The Tiggo 4’s specification sheet is a clear example of why hybrid power figures need explaining. Under the bonnet is a 1498 cm³ naturally aspirated four-cylinder petrol engine designated SQRG4G15B. It develops 70 kW, or 95 hp, with torque reaching 125 Nm.

The electric motor, by contrast, is powerful: the manufacturer quotes a maximum output of 150 kW, or 204 hp, and 310 Nm of torque. Simply adding those figures together, however, would produce a fundamentally incorrect result. The motors do not necessarily deliver their peak outputs at the same time, and the hybrid system’s operation depends on limits to energy flows.

Chery’s technical data puts combined system output at 120 kW, or 163 hp. That is the correct figure for comparing the car’s overall performance. The 204 hp figure describes the electric motor’s individual peak output, not the power permanently available to the vehicle.

This layout says a great deal about the car’s character. The petrol engine’s output is relatively modest, while the electric motor is considerably more powerful. The manufacturer designed the hybrid so that electric drive can take the leading role at low speeds. This provides a more immediate response when pulling away and allows the petrol engine to switch off frequently in town.

The Tiggo 4 is a non-externally chargeable full hybrid, or NOVC-HEV. It has no charging socket; drivers do not have to look for a home charger or work out which public charging station to visit next. The battery receives energy from regenerative braking and the petrol engine. The car can run briefly on electricity under certain conditions, but it is not a plug-in hybrid.

The system is called Chery Super Hybrid, or CSH. Setting the marketing name aside, the more interesting technical feature is the DHT transmission, which combines different operating modes. The electric motor can drive the wheels, while the petrol engine can act as a generator but also help drive the wheels when conditions are suitable.

All of this should be invisible to the driver. The direction of travel is selected as in a conventional automatic, and software decides which operating mode is appropriate at any given moment. It is not, however, a conventional automatic gearbox working through individual gears. As a result, petrol engine revs do not always correspond to changes in road speed.

In gentle traffic, the result can feel pleasantly like an electric car. A moderate press of the accelerator delivers immediate power from the motor, while the petrol engine can operate at more economical load points. This kind of urban driving is precisely where the car is most convincing.

Hard acceleration reveals another side. The system has to find energy, decide how to operate the petrol engine and keep the battery’s state of charge within a suitable range. In some situations, the petrol engine becomes loud in the cabin and its revs rise faster than the increase in road speed would suggest. This behaviour is not unusual in hybrids, but Chery has not polished the process to the standard of the best rival systems.

A 1.83 kWh battery: powerful assistance for a short time

A revealing technical detail is the 1.83 kWh lithium iron phosphate battery. Its energy capacity is tiny compared with an electric car’s battery pack, but it serves a different purpose in a full hybrid. The battery must store energy recovered during braking, support acceleration and allow short stretches of electric driving.

LFP chemistry is known for good thermal stability, but battery temperature management, charging strategy and the calibration of the entire system also matter. Chery does not disclose all the details needed to assess the battery pack’s usable energy capacity or long-term durability reliably.

The small battery creates a paradox. The electric motor can briefly develop very high power, but the battery cannot supply that energy indefinitely. The petrol engine can generate additional electricity, but its maximum output is only 70 kW. If the driver demands full electric assistance for an extended period, the energy balance becomes decisive.

For example, try accelerating the car repeatedly to 100 km/h. By the third or fourth attempt, the time required starts to increase by several seconds. Drivers do not usually make several consecutive standing-start acceleration runs in everyday use, but on a long climb, when carrying a load or making repeated overtakes, they cannot always expect the same reserve of power as on the first hard press of the accelerator.

This reveals the car’s most important characteristic: the hybrid powertrain was designed for economical everyday use, not consistently high power delivery. The 204 hp electric motor therefore represents a technical capability, not proof that 204 hp is available at every moment.

According to the manufacturer, the Tiggo 4 accelerates from 0–100 km/h in 8.9 seconds and reaches a top speed of 150 km/h. The first figure is quite appropriate for a small family car. The second is a reminder that fast motorway travel is not the powertrain’s priority. At normal speed limits, that is not a direct drawback, but the car has more limited reserves on a long European motorway journey.

Fuel consumption: best in town, not on the motorway

Chery’s official combined WLTP fuel consumption is 5.3 l/100 km, with CO₂ emissions of 120 g/km. With a 51-litre fuel tank, that gives a theoretical range of around 960 km on one tank.

The hybrid powertrain’s real strength emerges in slow and moderate traffic. The car can recover braking energy and switch off the petrol engine when the electric motor can cope on its own. Very reasonable urban consumption is therefore possible without external charging.

The manufacturer’s WLTP low-speed phase result is 4.3 l/100 km, with 4.2 l/100 km in the medium-speed phase. A real-world urban measurement returned approximately 4.2 l/100 km. These figures show that the car’s economy is not confined to advertising.

On longer open-road journeys, however, higher consumption must be expected. It can easily reach around 5.9 l/100 km.

The official WLTP extra-high-speed phase figure is as much as 7.0 l/100 km. That is no surprise. As speed rises, aerodynamic drag increases rapidly, opportunities for regeneration diminish, and the petrol engine has to do most of the sustained work. A small battery cannot change the laws of physics.

Cold-weather driving also matters to users. On short urban journeys in winter, the petrol engine has to warm up, the cabin needs heating and winter tyres increase rolling resistance. The battery’s operating conditions change too. There is therefore no point promising a guaranteed four-litre consumption figure in autumn traffic jams.

The Tiggo 4’s strength remains that economical use does not require a change of habits. There is no home charger, charging cable or schedule built around charging stops. A buyer who lives in a block of flats and drives extensively in town may value this most of all.

Suspension: a cheaper car need not ride badly

Chery uses MacPherson strut front suspension and a torsion beam at the rear, an entirely conventional arrangement at this price. A torsion beam does not automatically mean poor handling or a firm ride. Its performance depends on how the springs, dampers, bushes and tyres work together.

The tuning reveals one of the Tiggo 4’s bigger shortcomings: the ride feels unsettled over small, sharp bumps. Potholes and short undulations can be transmitted into the cabin more forcefully than expected, while body movement over longer undulations is not always sufficiently controlled either.

The factory tyre size is 215/60 R17. This means relatively tall sidewalls, which should help cushion small impacts. If the suspension remains unsettled despite them, its shortcomings cannot simply be blamed on excessively large wheels. The issue concerns the overall set-up. On European roads, the decisive factor would be how the car responds to short, sharp bumps, springtime potholes and longer ruts.

Body roll in corners is not a problem in itself in this segment. A taller car is bound to move to some extent. The question is whether that movement is consistent and predictable for the driver. In the Tiggo 4, the experience combines light steering, noticeable body movement and suspension intended primarily for everyday driving. Sportiness is not its strong point.

Braking and grip also need attention

The hybrid system uses regenerative braking. When the driver slows down, the electric motor acts partly as a generator, feeding energy back into the battery. Conventional brakes assist under harder braking. There are ventilated discs at the front and solid discs at the rear.

The quality of such a system depends on brake pedal feel. The transition between electrical deceleration and friction braking must be smooth and predictable. The Tiggo 4’s brake feel should not be described as class-leading.

The car has an electric parking brake and Auto Hold. The latter’s benefit in urban traffic is clear: when stationary, the driver does not have to keep pressing the brake pedal. Such a conventional convenience feature sometimes deserves more recognition than another large screen.

The importance of tyres should not be underestimated either. A front-wheel-drive hybrid must handle traction, steering and a large proportion of braking through its front wheels.

Noise levels depend on the load on the powertrain. Under electric power, the car can travel quietly. During hard acceleration or on a longer climb, however, the petrol engine becomes noticeably more audible. Sustained heavy loads force it to run at higher revs, because the small battery cannot provide extra energy indefinitely.

This contrast shapes the overall driving impression. In gentle urban use, the Tiggo 4 can feel better than its price suggests. On motorways, uneven roads or during repeated acceleration, limitations emerge that the cabin finish cannot conceal.

A digital cabin does not guarantee intuitive operation

Chery uses two 12.3-inch screens, with two Qualcomm 8155 chips handling the processing behind them. This is a capable in-car platform, but good hardware does not equal good software. Menu structure and shortcut placement determine how long the driver has to look at the screen.

Wireless Apple CarPlay and Android Auto are useful because familiar navigation and media apps can be used without learning a new system. Yet many of the car’s own functions remain buried in the main menus. The difficulty of finding driver assistance settings and occasionally slow responses are particular points of criticism.

Lane-keeping assistance and adaptive cruise control can intervene too readily or behave unnaturally in some situations. A good safety system prevents accidents, but should not turn the driver into a passenger arguing with their own car. The length of the equipment list is not an adequate yardstick here. A modern car’s quality increasingly shows in the fine-tuning of its software.

Four Euro NCAP stars are not five

Euro NCAP awarded the Chery Tiggo 4 four stars in 2025. It scored 79% for adult occupant protection, 85% for child occupant protection, 78% for pedestrian and cyclist protection, and 80% for safety assistance systems.

The most significant criticisms concern the full-width frontal impact test, in which protection of the driver’s chest was rated weak and neck protection poor. Results were better in other parts of the testing. Nevertheless, the overall assessment shows that Chery is not among the class leaders in this respect.

Safety is not an optional extra in a family car. It may not be the easiest thing to charge for in a showroom, but accidents do not come with advance warning.

Rivals: a low price gives a head start, not victory

The Tiggo 4’s main rivals are the MG ZS Hybrid+, Toyota Yaris Cross Hybrid, Renault Captur E-Tech and Dacia Duster Hybrid. All offer the usefulness of a small family car, but their priorities differ.

The MG ZS Hybrid+ is Chery’s most direct price rival. MG also focuses on a powerful hybrid powertrain, equipment and space. Buyers seeking as much car as possible for as little money as possible need to compare these two very seriously. The decision may come down to the actual price, warranty terms, servicing arrangements and which is more comfortable to drive.

The Toyota Yaris Cross Hybrid is less impressive in terms of screens and probably the sense of space too, but the long experience of using its hybrid powertrain and its reputation for economy are significant advantages. Toyota buyers are paying partly for a cohesive system and established reliability. That has a different value for different people, but it cannot be assessed solely through a specification sheet.

The Renault Captur E-Tech is a particularly interesting opponent for Chery, combining an economical hybrid with a well-considered cabin. Its sliding rear seat allows a choice between luggage space and legroom, whereas Chery offers a simpler layout. Renault’s driving feel is also often considered more mature.

The Dacia Duster Hybrid focuses on a different kind of practicality. Its strengths are a more rugged environment for use, greater emphasis on travelling over poor roads and a distinctly utilitarian character. The Chery looks more sophisticated inside, but its 162 mm ground clearance and front-wheel drive do not make it a more off-road-capable alternative to the Duster.

The Nissan Juke Hybrid belongs in the comparison for buyers seeking a moderately sized automatic full hybrid. The Juke may offer more distinctive looks, but Chery has stronger arguments on space. The Honda HR-V and Hyundai Kona Hybrid bring a different level of technical refinement, but also a different price point.

The question, then, is not whether the Tiggo 4 can outperform its rivals in everything. It cannot. Rather, it is which qualities justify paying for a more expensive car. For one buyer that is steering feel, for another the safety rating, for a third the service network, and for a fourth simply having a sufficiently large rear seat and boot.

Chery becomes especially tempting when the difference in purchase price is substantial. Money saved is a real advantage, not merely a theoretical figure.

Price and ownership costs: there is more to consider than petrol

Every car’s purchase price is accompanied by the real cost of ownership. Fuel consumption is only one part of it. Scheduled servicing, insurance, tyres, potential repairs and depreciation must all be considered. The complexity of the hybrid system means that the expertise of the manufacturer and local service network matters.

Chery offers a seven-year warranty in several European markets, but a warranty claim in a sales pitch is no substitute for the actual contract. Battery cover, mileage limits, servicing obligations and exclusions must be checked before buying. A warranty represents the manufacturer’s promise to rectify potential faults; reliability means having as few faults as possible in the first place.

There is no point inventing a residual value. European buyers do not currently have the same length of experience with the Tiggo 4 hybrid as with several established Toyota or Renault models. A lower purchase price may reduce the absolute financial risk, but it does not guarantee a high used-car value.

The Tiggo 4 does not require the costs or organisational changes associated with external charging. That is a plus for drivers living in a block of flats. On the other hand, it does not offer a plug-in hybrid’s ability to cover a long daily route using electricity charged at home. The purpose of a full hybrid is to reduce petrol consumption within an existing usage pattern.

Who is this car for?

The Tiggo 4 makes most sense for buyers who want a small automatic family car but do not want to pay a substantial premium for a familiar badge. Its strengths emerge in town, in relaxed local driving and on ordinary open roads, where the hybrid system does not have to deliver full power constantly.

The spacious rear seat and 430-litre boot suit a small family’s needs. The high seating position makes getting in easy, while the moderate body length helps with urban parking. Drivers who do not demand much steering feedback may find Chery’s compromises entirely acceptable for the price.

The most sensible version is the one whose additional equipment genuinely benefits the buyer. If the basic specification already includes the necessary safety and comfort features, more expensive upholstery or the visual appeal of extra screens may not be worth a substantial premium. The particular car’s camera system, seat heating, driver assistance settings and tyres should be checked separately.

A few details that say more than an advertising slogan

One of the most striking facts is the relationship between the electric motor’s output and the petrol engine’s. The electric motor develops 150 kW, the petrol engine 70 kW. Yet system output is 120 kW. This is not a mistake, but a reminder that a hybrid system’s peak output cannot be calculated by adding its components together.

The second fact concerns the 1.83 kWh battery. A battery with such a small energy capacity has to support a relatively powerful traction motor. The result is convincing during short bursts of acceleration, but weaker under repeated hard acceleration.

The third is the comparison between fuel consumption test phases. In the WLTP low-speed phase, the figure is 4.3 l/100 km; in the extra-high-speed phase, it is 7.0 l/100 km. A hybrid’s economy cannot be assessed using a single combined figure.

Fourth, the Tiggo 4 is one of those cars whose price exposes the difference between technical equipment and the refinement of its driving dynamics. A manufacturer can offer large screens, numerous driver assistance systems and an impressive electric motor, but good steering and suspension also require engineering work. They cannot simply be added from the options menu.

Pros and cons

Pros. Competitive starting price; good rear-seat space; 430-litre boot; generous comfort and connectivity equipment; economical urban driving; immediate electric motor response at low speeds; no need for external charging.

Cons. Vague steering feel on the open road; unsettled suspension over small bumps; reduced hybrid performance under repeated hard acceleration; petrol engine noise under heavy load; over-eager intervention from some driver assistance systems; inconsistent infotainment usability; four Euro NCAP stars; limited long-term European ownership experience.

Verdict: a good deal can come with an average drive

The Chery Tiggo 4 Hybrid does not turn the small SUV market upside down with a technological revolution. Its chance of success is far more down to earth: enough space, an economical hybrid, a long equipment list and a price that makes life easier for buyers and harder for rivals.

The car is most pleasant in relaxed use. The electric motor helps it pull away smoothly, the small petrol engine can work economically in town, and there is enough room for a family. The biggest shortcomings emerge when the driver starts asking for more: sharper steering, softer bump absorption, less engine noise or the same reserve of power time after time.

This is where the difference between a well-priced car and a genuinely well-sorted one becomes apparent. Chery is not a poor proposition in its price bracket — far from it. But a low price does not make its shortcomings disappear. Equally, a more expensive rival is not automatically a better buy simply because it wears a familiar badge.

The overall assessment can be considered conditionally positive. For relaxed family and urban driving, the Tiggo 4 is one of the most affordable full hybrids. But if a car must also offer a strong connection with the driver, consistent ride comfort and unwavering performance under heavy loads, it is worth taking an extended test drive in a Renault or Toyota before deciding.