Meet the new cherry on top of Chery’s Australian lineup.
The 2024 Chery Tiggo 8 Pro Max arrives as the Chinese brand’s new SUV flagship – at least for now – and is the first seven seater to be offered in the its Australian range.
It’s a direct shot at three-row mid-size SUVs like the Honda CR-V, Mitsubishi Outlander and Nissan X-Trail; as well as slightly larger crossovers like the Hyundai Santa Fe, Kia Sorento, Skoda Kodiaq, and Volkswagen Tiguan Allspace.
Like its smaller stablemates, the Tiggo 8 Pro Max aims to shake up the establishment with upmarket design, and a high level of standard equipment for a sharp drive-away price. It also offers a powerful turbocharged powertrain that isn’t matched by anything at the price point.
Chery keeps reiterating it’s here for “a long time, not a good time” and continues expanding local development and tuning, and increasing its dealer footprint. It’ll even launch an adventure-focused Jaecoo sub-brand by year’s end.
With that said, the Omoda 5 launch in particular was marred with software complaints – largely to do with driver assistance systems – and some disjointed on-road behaviour, forcing the brand to go back to the drawing board and release running changes.
Can the Tiggo 8 Pro Max prove the brand can get it right the first time?
How much does the Chery Tiggo 8 Pro Max cost?
Pricing is sharp – the base Urban starts from $41,990 drive-away.
| Model Variant | Drive-Away Price |
|---|---|
| 2024 Chery Tiggo 8 Pro Max Urban FWD | $41,990 |
| 2024 Chery Tiggo 8 Pro Max Elite FWD | $43,990 |
| 2024 Chery Tiggo 8 Pro Max Ultimate AWD | $47,990 |
To see how the Chery Tiggo 8 Pro Max lines up against the competition, check out our comparison tool.
What is the Chery Tiggo 8 Pro Max like on the inside?
Like the Omoda 5 and Tiggo 7 Pro before it, the Tiggo 8 Pro Max offers very upmarket cabin presentation that’s clearly been inspired by luxury European brands like Mercedes-Benz.
The overall design and layout has effectively been lifted out of the Australian-market Tiggo 7 and adapted to the Tiggo 8’s larger dimensions – note the Tiggo 7 Pro is actually 2mm wider according to Chery’s specs, but over 200mm shorter in length…
It definitely feels a cut above something like a GWM Haval H6 or MG HS on first impression, though there are some indicators of its lower price point which to be fair, is expected for the money.
The upper sections of the dashboard and doors have a stitched-effect leather-like trim that looks very much like the grained leatherette trimmings offered by luxury brands – though it’s a little shiny and mismatched to the seat trims.
Meanwhile, the dual 12.3-inch displays are nicely integrated and well featured, with inbuilt satellite navigation, an intelligent ‘Hey Chery’ voice assistant, as well as wireless Apple CarPlay and Android Auto all standard.
The displays themselves are decent resolution but the processing power is not quite so impressive. Occasionally you’d find it lags while loading apps or menus, and the refresh rate on the instrument cluster wasn’t always as quick as you’ll find in some rivals.
Further, the inbuilt navigation app has a loading screen labelled “turbodog”, perhaps a fun name bestowed by software engineers. It’s little things like this these that with an added layer of polish could make Chery very competitive with some of the best in market.
Despite this, the various views and menus for the digital cluster are pretty cool, including a full map view with minimised dials, a live driver assist feed that could have come out of a Tesla or BMW, as well as multiple layouts that can be as conventional or as new-age as you like. Not bad.
Wireless Apple CarPlay worked well once we connected, though our limited time with the car meant we couldn’t gauge more long-term usability and reliability. Same goes for the intelligent (but not net-connected) voice assistant, activated by pressing the little cartoon circle with eyes or saying “Hey Chery”.
I attempted a couple of prompts like “open the sunroof” and “I’m cold”, to which the car replied with an open sunroof and an increased climate control temperature respectively. However, saying “Hey Chery” didn’t always work.
Poke and prod around and you can really see the Mercedes-Benz influence, right down to the window switches and starter button that look like they’ve been lifted from the old GLC. Even the speaker grilles look like the Burmester covers used in various Mercedes models, though without the Burmester script and not quite as metal-like in feel.
Unlike the Tiggo 7, the Tiggo 8 has a matching wood-effect panel across the dashboard that matches the centre console, though the interesting textured plastic in the doors remains. The infotainment display was also very susceptible to fingerprint marks.
Build quality feels pretty solid overall, though one of the Ultimates we drove on the launch had an annoying rattle in the sunroof fitting. The switchgear all has a clicky feel to it like some luxury brands, and I really love the look and feel of the steering wheel.
It’s a very clean and upmarket design with a quality feel and user-friendly switchgear – though the toggle switches don’t move up and down like you might initially expect.
The second row benefits from a 40mm increase in wheelbase over the Tiggo 7 Pro, courtesy of the stretched platform.
At just over 6’1 I had plenty of room behind my preferred driving position, even with the huge panoramic sunroof fitted to the flagship Ultimate. Two full-sized adults will be more than happy back there, and three could fit at a pinch.
You get rear air vents but no separate climate controls – though the third row gets vents and separate fan controls – and there’s both USB-A and USB-C charge ports at the rear of the console. There’s also a folding centre armrest with cupholders, as well as ISOFIX and top tether points for child seats.
The third row perhaps won’t put a Kia Sorento or Hyundai Palisade on notice, but against a Mitsubishi Outlander or Nissan X-Trail it’s a cut above. I pulled up the rear chairs and after sliding the second row forward slightly to allow for my leggy frame, I was pleasantly surprised at the space.
Smaller adults could sit here for short journeys just fine, and kids will be even better back here. I’d go as far to say it’s better than the current Skoda Kodiaq and Volkswagen Tiguan Allspace. Props.
The Tiggo 8 Pro Max offers between 117L and 739L of boot space in seven- and five-seat configurations (see table below), though the seats don’t all fold completely flat. It’s a small detail, but worth mentioning.
Chery has also included a temporary space saver spare wheel across the range.
| Dimension | Chery Tiggo 8 Pro Max |
|---|---|
| Length | 4720mm |
| Width | 1860mm |
| Height | 1705mm |
| Wheelbase | 2710mm |
| Boot capacity (VDA) | 117L (3rd row up) 479L (3rd row folded, to seatback) 739L (3rd row folded, up to roof) |
| Kerb weight | 1626kg – FWD 1731kg – AWD |
| Gross Vehicle Mass (GVM) | 2194kg – FWD 2302kg – AWD |
What’s under the bonnet?
Just one powertrain is available at launch – with the choice of front- or all-wheel drive depending on variant.
| Chery Tiggo 8 Pro Max | |
|---|---|
| Engine | 2.0L 4cyl turbo |
| Power | 180kW (5500rpm) |
| Engine torque | 375Nm (1750-4000rpm) |
| Transmission | 7-speed DCT |
| Driven wheels | Front-wheel drive (Urban, Elite) All-wheel drive (Ultimate) |
| Weight | 1626kg (FWD) 1731kg (AWD) |
| Fuel economy (claim) | 8.1L/100km (FWD) 8.7L/100km (AWD) |
| Fuel economy (as tested) | 9.1L/100km (AWD) |
| Fuel tank size | 57 litres |
| Fuel requirement | 95 RON |
| CO2 emissions | 191g/km (FWD) 200g/km (AWD) |
| Emissions standard | Euro 6b |
| Maximum tow capacity | 1300kg (braked) |
| Maximum towball download | 75kg |
You’ll notice the 390T badge on the tailgate doesn’t correlate to any of the drivetrain specs shown here. That’s because that’s the badge that adorns South African models with a 390Nm version of the drivetrain and the local arm hasn’t bothered to remove them – weird.
Chery Australia says it’s also working on bringing the Tiggo 8 Pro Max Plug-in Hybrid, which teams a 1.5-litre turbo petrol engine with dual electric motors and a 19.27kWh ternary lithium battery.
System outputs are 240kW and 545Nm, with EV range quoted at 80 kilometres on the more lenient WLTC cycle. This PHEV drivetrain will likely debut in Australia with the smaller Tiggo 7 Pro Plug-in Hybrid first, the company says.
I’ll also note fuel efficiency. The Tiggo 8 Pro Max got mighty close to its advertised claim carrying two passengers and luggage on board, with road conditions including highways, spirited driving on B-roads, as well as stop-start urban driving.
To see how the Tiggo 8 Pro Max lines up against the competition, check out our comparison tool.
How does the Chery Tiggo 8 Pro Max drive?
It’s no secret that the Omoda 5 and Tiggo 7 Pro have needed some improvement in the driving department – the Tiggo 8 Pro Max easily feels like the brand’s most complete and refined product yet.
Having attended the Tiggo 7 Pro launch and being a little underwhelmed about a disjointed feel and some driver assistance quibbles, I was hoping it wouldn’t be the same experience with the Tiggo 8. Thankfully, it wasn’t (mostly).
From the moment we set off from the Qantas Valet carpark at Sydney Airport and started our journey to the central coast settlement of Terrigal, the Tiggo 8 Pro Max felt noticeably more responsive and refined than its smaller sibling.
A key part of that is the more powerful 2.0-litre turbocharged petrol engine, which offers smoother and torquier response at city speeds. It pairs well with the seven-speed wet-type dual-clutch transmission, though it’s not always perfect.
Occasionally a quick stab at the throttle will see it lurch forward after an initial moment of delay, but measured and gradual throttle inputs in typical low-speed urban scenarios are met with pretty agreeable response.
It’s not a slouch either. Compared to a naturally aspirated Outlander or X-Trail this thing will feel suitably more urgent, and a couple of uphill climbs and freeway onramps demonstrated the Tiggo 8’s impressive pace.
We spent most of our time in the Ultimate AWD, which gets all its 180kW and 375Nm down pretty well. A shorter stint in the Elite FWD revealed the front tyres can be easily overwhelmed by the engine’s grunt, which would only be made worse by inclement weather, no doubt.
The 2.0-litre boosted four is a pretty refined operator overall, and even under heavy throttle never was overly thrashy or intrusive like some rival powertrains can get when getting up to freeway speeds or overtaking.
Road noise wasn’t quite as well insulated as I was expecting, though there was a difference between the big-wheeled Ultimate and the chubbier-tyred Elite. It’s acceptable, but not class-leading.
The Tiggo 8 Pro Max rides and handles much more in line with its stated goal than its stablemates. It’s softer and more fluid in its controls and calibration, which ties in well with its larger footprint.
It was only really upset by the odd bridge join down the Pacific Hwy at 110km/h, namely at the rear. This was felt in the Ultimate with its larger 19-inch alloys and skinnier-profile 235/50 rubber. Chery did note the Tiggo 8 went through some Australia-centric engineering to achieve its tow rating, which could be the cause of the terser rear.
The Tiggo 8 runs a MacPherson strut front suspension system and multilink rear, and through some windier section of backroad heading into the central coast impressions it’s clearly paid off when it comes to road holding, body control, and steering response.
Will it topple something like a Skoda Kodiaq or Kia Sorento for on-road prowess? No, but for the money and the relative youth of the brand’s local operation, it’s a pretty solid effort.
Now the driver assistance systems. They’re mostly good, and better than previous Chery models I’ve driven, but not quite perfect.
The adaptive cruise control does a much better job at maintaining speed and following gaps, and offers the ability to adjust the speed based on the detected speed limit.
It often crept 1-2km/h over the set speed up and down hills, which can be a worry on Australia’s heavily-policed highways, and the Integrated Cruise Assist still isn’t there yet.
I tried it on suburban freeways as well as the high-speed Pacific Highway, and like other Chinese vehicles I’ve tested it had a tendency to hug the left side of the lane and tug at the wheel – which is a little annoying, and at times unsettling when one side of the lane isn’t a painted line, but a wall.
While I completely understand how much engineering, development and money goes into recalibrating systems and technologies specifically for the Australian market, let alone local handling and durability tests, it’s frustrating none of the new Chinese brands – perhaps with the exception of BYD – have got this stuff right yet.
It seems silly to quote long lists of assistance systems if they cannot work as described on the spec sheet. With that said, everything else worked pretty well – including the handy standard 360-degree camera system with 3D view.
What do you get?
Three trim levels are available – Urban, Elite and Ultimate.
Ultimate shown 
Tiggo 8 Pro Max Urban highlights:
- 18-inch alloy wheels
- LED headlights
- LED tail lights
- 12.3-inch digital instrument cluster
- 12.3-inch touchscreen infotainment system
- Satellite navigation
- Voice assistant
- Wireless Apple CarPlay, Android Auto
- Wireless phone charger
- Ambient lighting
- 8-speaker Sony sound system
- Black leatherette upholstery
- Heated, ventilated front seats
- 3 x drive modes
- Air quality management system
Tiggo 8 Pro Max Elite adds:
- Power tailgate
- Heated exterior mirrors
- Built-in dashcam
- Third-row air vents with fan speed control
- Illuminated door sills with Tiggo lettering
- Retractable cargo blind
Tiggo 8 Pro Max Ultimate adds:
- All-wheel drive
- 19-inch alloy wheels
- Fragrance system
- Puddle lamps
- Panoramic sunroof
- 10-speaker Sony sound system
- Privacy glass
Colours
Exterior
- Lunar White
- Star Silver
- Rhine Blue
- Loran Violet
- Mercurial Grey
- Technical Grey
- Aurora Green
- Space Black
Interior
- Black leatherette
- Brown leatherette (no cost-option on the Ultimate)
Is the Chery Tiggo 8 Pro Max safe?
The Chery Tiggo 8 Pro Max has yet to be tested by ANCAP or Euro NCAP.
Standard safety features include:
- 10 airbags
- Front airbags x 2
- Front side airbags x 2
- Curtain airbags x 2
- Front centre airbags x 1
- Driver knee airbag x 1
- Rear side airbags x 2
- Forward collision warning
- Autonomous emergency braking (AEB)
- Emergency lane keeping
- Lane departure warning
- Lane-keep assist
- Adaptive cruise control
- Traffic Jam Assist
- Integrated Cruise Assist
- Adaptive cruise + lane centring
- Blind-spot assist
- Rear collision warning
- Rear cross-traffic assist
- Safe exit warning
- Speed limit information
- Speed Control Assist
- Traffic sign recognition
- Driver monitoring system
- 360-degree cameras
- Parking sensors front, rear
How much does the Chery Tiggo 8 Pro Max cost to run?
Chery Australia covers its lineup with a seven-year, unlimited-kilometre warranty.
It also offers seven years of capped-price servicing and roadside assistance.
Scheduled maintenance is required every 12 months or 15,000 kilometres – whichever comes first.
2024 Chery Tiggo 8 Pro Max service pricing:
| Interval | Tiggo 8 Pro Max 2.0T FWD | Tiggo 8 Pro Max 2.0T AWD |
|---|---|---|
| 12mth/15,000km | $280 | $280 |
| 24mth/30,000km | $280 | $280 |
| 36mth/45,000km | $280 | $280 |
| 48mth/60,000km | $280 | $280 |
| 60mth/75,000km | $280 | $280 |
| 72mth/90,000km | $465.60 | $614.07 |
| 84mth/105,000km | $295.09 | $295.09 |
| Total: | $2160.69 | $2309.16 |
CarExpert’s Take on the Chery Tiggo 8 Pro Max
The Tiggo 8 Pro Max is the best car Chery sells in Australia, so far.
Clearly the brand is taking on feedback from media and customers to constantly fine-tune and polish its products, and the Tiggo 8’s price positioning and level of equipment compares very favourably with established competition.
It also drives relatively well, offers a relatively efficient powertrain homologated to cleaner EU6 standards, and offers above-average interior space and practicality for the class. Even better, it don’t look half bad either.
There are still some minor kinks to iron out, namely the overzealous highway lane centring function and the occasional shudders of the DCT, and perhaps the company should look into torque limiting the FWD version in the first two gears to avoid it turning into the car personification of the Looney Tunes Roadrunner each time it sets off.
But all told this is a much more well-rounded offering than the Omoda 5 and Tiggo 7. You don’t just consider this as an alternative to segment stalwarts because it’s ‘cheap‘. It’s definitely a sign that the Chinese brand has making moves and is improving with each and every launch Down Under.
Let’s just stop adding so many badges, please Chery?
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