Chery shook Australia’s new car market earlier this year when it announced its new entry-level SUV was launching with a starting price of under $25,000 drive-away.
The Chery Tiggo 4 Pro slots under the Omoda 5 small SUV in the Chinese carmaker’s local lineup and brings the fight to other light SUVs including the Hyundai Venue, Kia Stonic, Mazda CX-3, Toyota Yaris Cross and Volkswagen T-Cross.
Chery already achieved a record sales figure in November thanks in part to the Tiggo 4 Pro. It outsold every other model in the range for the month, and in 2025 it’s expected to be the best-selling light SUV in Australia.
At launch, there are two variants on offer, and on test here is the flagship Ultimate, which is priced from just $26,990 drive-away.
After my colleague Josh Nevett had a brief stint behind the wheel of a Tiggo 4 Pro on a closed track a few months ago, it’s now time to see how it fares in the real world.
How much does the Chery Tiggo 4 Pro cost?
Not very much at all.
On test here is the flagship variant in the Tiggo 4 lineup, the Ultimate.
| Model | Drive-away price |
|---|---|
| 2025 Chery Tiggo 4 Pro Urban | $23,990 |
| 2025 Chery Tiggo 4 Pro Ultimate | $26,990 |
To see how the Chery Tiggo 4 Pro stacks up against its rivals, use our comparison tool
What is the Chery Tiggo 4 Pro like on the inside?
Rather plush and well-equipped for the price.
It’s easy to get into the Tiggo 4 Pro thanks to its lifted ride height, which is synonymous with crossover SUVs. It’s a good example of why people who want a better view from the driver’s seat, or those with limited mobility, like these types of cars so much.
A fancy touch as you open the door and hop into the car is an illuminated Tiggo side sill plate. I wouldn’t expect something like this in a car that costs less than $30,000 drive-away.
Once you’re in, there are faux leather-appointed seats that get a bit hot and sticky when parked in the sun. During cooler months you do have the option of heating, but it’s operated through the touchscreen and not a physical button.
The driver’s seat itself is squishy, but not overly supportive, which is a common thing in budget-oriented vehicles from emerging Chinese brands.
You also feel like you’re sliding off the seat base because the angle of the cushion is too flat, though thankfully it’s not as bad as in the GWM Haval Jolion.
In Ultimate guise the driver’s seat is electrically adjustable, though there’s no adjustable lumbar support, plus the head restraint is integrated into the backrest and can’t be adjusted. Thankfully the latter is soft and squishy.
Ahead of the driver is a nicely sized leather-wrapped steering wheel that’s good to hold. While there is both reach and tilt adjustment, I wish the steering wheel came just a bit closer because I had to compromise my foot space so I could comfortably grab the wheel.
All the buttons and switches on the steering wheel have a clicky action, and are clearly labelled. Despite this, there were a few occasions when I accidentally cranked up the music volume instead of changing the cruise control set speed.
Behind the steering wheel there’s a bright and high-resolution 10.25-inch digital instrument cluster. There are three different layouts you can choose from, plus informative content in the middle that can be cycled through.
Regardless of the layout and information panel, there’s always a large digital speedometer readout.
Moving across, there’s a sizeable-for-the-price 10.25-inch touchscreen infotainment system that, like the digital instrument cluster, is bright and high-resolution. But slightly obscured by the steering wheel and where you place your left hand on it.
Both screens run a very similar-looking operating system as other current Chery models, and after you acquaint yourself it’s easy to interact with and hard to get lost in. Even if you do, there’s a home icon on the touchscreen, as well as a physical home piano key button underneath.
As standard, there are both wired and wireless forms of Apple CarPlay and Android Auto. With my iPhone 15 Pro Max connected wirelessly it was generally fine, though there was the occasional dropout that seemed random.
Strangely, the wireless smartphone mirroring connection didn’t seem fazed by known interference points, like toll booths, but would sometimes just lag and then eventually drop out around 10-15 minutes into a journey.
Although the Tiggo 4 Pro has wireless Apple and Android phone connectivity, there’s no wireless phone charger to keep your battery topped up. Sure, there’s a cute phone-sized slot in the centre console, but you need to plug into one of the USB ports to charge up the battery.
The dual-zone climate control setup is interesting as there’s a big digital display on the centre console, which I initially mistook for a touchscreen. Instead, you can use physical switches to change the temperature and fan speed, plus there are a range of touch-capacitive buttons for other climate-related functions.
When you do this however, the climate control menu on the touchscreen pops up and fills the entire screen for an annoying amount of time. This is frustrating if you’re trying to do something with the screen, or need to be watching where to make your next turn.
Looking around the cabin, there are a surprising amount of soft-touch surfaces, especially given the Tiggo 4 Pro Ultimate costs essentially $27,000 drive-away. No car at this price point has a soft-touch dashboard with faux stitching like this.
Despite this, the amount of glossy piano black material on the centre console is an ghastly sight. This is bound to get scratched and ruined very quickly once you drive away from the dealer lot.
There’s adequate storage up, including two cupholders without any teeth to help secure drinks, a centre console box and glovebox, plus a handy storage space under the centre console. The latter is common in Chinese vehicles.
The Tiggo 4 Pro’s cabin is pretty bright and airy. It’s even more so in Ultimate guise thanks to the sunroof.
Moving to the second row, it’s surprising how much space there is back there, given how small the exterior dimensions are. Like many Chinese vehicles, there’s an emphasis on second-row comfort, and this is evident with how comfortable the bench seat is.
Don’t go thinking the Tiggo 4 Pro is overly spacious in the second row, however. Squeezing three people back there wouldn’t be very fun at all due to the vehicle’s narrow width.
Second-row amenities include a singular USB-A port, fold-down armrest with cupholders, and a centre console-mounted air vent. The latter is very rare for this segment, especially at this price point.
Around the back there’s a manual tailgate that’s larger than you think. It also requires a good slam when you want to close it. I hopped in to drive a few times and didn’t realise the tailgate wasn’t properly latched until the car told me.
The boot space in this light SUV is really surprising. Chery claims that with all the seats upright there’s 380L of boot capacity, which is generous. There aren’t many amenities, but a handy feature is a light.
Lastly, it’s great that Chery has fitted the Tiggo 4 Pro with a temporary space-saver spare wheel. Although it’s not as handy as a full-sized unit, it’s a good compromise to ensure there’s still enough boot space.
| Dimensions | Chery Tiggo 4 Pro |
|---|---|
| Length | 4351mm |
| Width | 1831mm |
| Height | 1662mm |
| Wheelbase | 2610mm |
| Cargo capacity | 380L (5 seat) 1225L (2 seat) |
What’s under the bonnet?
The Tiggo 4 Pro is powered by the same 1.5-litre turbocharged four-cylinder petrol engine as core variants in the larger Omoda 5 range, paired with a continuously variable transmission (CVT).
| Specifications | Chery Tiggo 4 Pro |
|---|---|
| Engine | 1.5L 4cyl turbocharged petrol |
| Power | 108kW @ 5500rpm |
| Torque | 210Nm @ 1750-4000rpm |
| Transmission | CVT |
| Drive type | FWD |
| Weight | 1419kg (kerb) |
| Fuel economy (claimed) | 7.3L/100km |
| Fuel economy (as tested) | 8.2L/100km (400km) |
| Fuel tank capacity | 51L |
| Fuel requirement | 91 RON |
| CO2 emissions | 166g/km |
| Emissions standard | Euro 6b |
| Braked tow capacity | N/A |
How does the Chery Tiggo 4 Pro drive?
Starting up the Tiggo 4 Pro, you get a crispy engine rev followed by a fast idle rom the four-cylinder turbo-petrol engine when it’s cold. It doesn’t linger for long though as the engine doesn’t take long to warm up.
It’s easy to select drive using the no-fuss gear selector. Then once you’re moving, there’s plenty of punch from the same 1.5-litre engine as seen in the larger Omoda 5. It’s fun being able to hear the turbo do its thing when you lay into the throttle.
Although there’s plenty of available oomph for such a small vehicle, the way the Tiggo 4 Pro delivers its power is a little disjointed. This can be put down to its throttle calibration, as well as how the continuously variable transmission (CVT) works.
There are also only two drive modes – Eco and Sport. When you swap between the two the car almost shouts ‘It is now in Eco mode’, or ‘It is now in Sport mode’, which never made me giggle.
In Eco mode initial acceleration is really rapid, which took me off-guard a few times, but then once you’re above 20km/h or so, forward progress dies off and the engine revs plummet to minimise fuel consumption.
I’ve experienced a very similar acceleration curve in the current Nissan Qashqai, which funnily enough is also a four-cylinder turbo-petrol powered vehicle with a CVT.
If you push the throttle a bit harder, or meet a steep hill, the Tiggo 4 Pro’s engine will flare as the revs rapidly. It’s not the best-sounding engine ever, however, and it sounds a bit shrill in the cabin.
Although this engine is Euro 6b emissions-compliant, it doesn’t come with an engine idle stop/start system. This means that in urban traffic the fuel consumption blows out considerably, though on open roads it settles down.
On the road, an immediate downside with the Tiggo 4 Pro is its steering is way too light. There’s virtually no feel whatsoever and at times it seems like you’re driving in a video game.
The light steering makes this car way too easy to throw around, and it isn’t an overly dynamic car to begin with. The Mazda CX-3 is much more rewarding to thread city streets in, thanks to its weightier steering feel.
Thankfully, an upside of the light steering feel is it makes navigating tight urban streets and carparks a lot easier.
On the parking front, there are rear parking sensors as standard across the range. The Ultimate, as tested here, also picks up a surround-view camera that has decent quality for the price point.
Around town and on pimply metropolitan streets the Tiggo 4 Pro is considerably more settled than I initially thought it would be, especially given how hit-and-miss other Cherys ride. It strikes a nice balance between being not overly soft and wallowy, and too harsh. Goldilocks would approve.
Out on the open road the turbo-petrol engine gets up to speed well, and it’ll sit at highway speeds with no worries. If you meet a steep hill or want to overtake a car, however, the engine will rev well above 3000rpm at the drop of a dime, which made me cringe every time.
While the engine is up to the task of long-distance highway touring, the cabin doesn’t have much sound insulation, which means there is copious amounts of road and tyre noise. This is common in cheaper small cars, but the Tiggo 4 Pro remains relatively loud and the sound system can barely drown out the noise.
Another annoyance is the excess steering assistance at higher speeds. During my week of testing I drove to Geelong in torrential rain, and I was terrified the Tiggo 4 Pro would spin out if I accidentally yanked the steering wheel just that bit too hard.
An upside is ride quality remains comfortable and compliant at higher speeds. It isn’t fussed by singular hard bumps, and surprisingly it doesn’t bounce around too much on undulating roads.
On the safety front, the Tiggo 4 Pro is fully loaded, but the way these systems are calibrated leaves a fair bit to be desired. This is a common trait with many current Chinese vehicles, though Chery says it’s working on driver assist system calibration.
As standard, there’s adaptive cruise control and it’s generally fine in terms of its operation, though it does like to brake too hard when it detects a car ahead. This is frustrating as other cars cut in front of you frequently.
Also, when it no longer detects a car and you’re travelling under the set speed, the engine revs the bejesus out of itself to get back to speed as quickly as possible. I’d much prefer the car keep its revs under 3000rpm and the acceleration be more measured.
The lane-keep assist system is very hands-on when you get close to a lane marking. This is made worse due to the incredibly light steering, requiring you to yank it back in the right direction with sometimes too much force. Poorly marked roads make this even worse.
There’s also a lane centring system that can be used in conjunction with the adaptive cruise control, but when active it makes the steering apply almost non-stop micro-adjustments, and it frequently ping-pongs the car in its lane.
This system is intended to make a driver less fatigued on long drives, but in practice it does the opposite because you’re constantly fighting against it.
However, the driver attention monitoring system is nowhere near as intrusive and annoying as such systems in other vehicles. It barely intervened at all during my time in the Tiggo 4, and one of those times was when I had my sunglasses on and the sun was glaring straight at the cabin.
What do you get?
There are two trim levels available. On test is the flagship Ultimate.
Tiggo 4 Pro Urban equipment highlights:
- LED headlights
- Rear fog lights
- Rain-sensing wipers
- Heated side mirrors
- 17-inch alloy wheels
- 10.25-inch touchscreen infotainment system
- 10.25-inch digital instrument cluster
- 4-speaker sound system
- AM/FM/DAB+ radio
- Wireless Apple CarPlay and Android Auto
- Intelligent voice assistant (Hello Chery)
- Dual-zone climate control
- 2 x front-row USB-A ports
- 1 x rear USB-A port
- 12V socket
- Proximity key with remote engine start
- LED first-row interior lights
- Boot light
- Leatherette steering wheel
- Cloth upholstery
Tiggo 4 Pro Ultimate adds:
- Automatic LED headlights
- Automatic high-beam
- Red brake calipers
- Power sunroof
- Chrome window surround
- Power-folding mirrors
- 6-speaker Sony sound system
- LED second-row interior lights
- Leatherette upholstery
- Heated front seats
- Power-adjustable driver seat
- Surround-view camera
Is the Chery Tiggo 4 Pro safe?
The Chery Tiggo 4 Pro is yet to receive a safety rating from ANCAP or its European counterpart Euro NCAP.
Standard safety equipment includes:
- 7 airbags
- Autonomous emergency braking (AEB)
- Adaptive cruise control
- Traffic jam assist
- Integrated Cruise Assist (adaptive cruise + lane centring)
- Lane change assist
- Lane-keep assist
- Lane departure warning
- Blind-spot monitoring
- Rear cross-traffic alert
- Driver monitoring system
- Tyre pressure monitoring
- Rear parking sensors
- Reversing camera
Ultimate adds:
- Surround-view camera
How much does the Chery Tiggo 4 Pro cost to run?
The Chery Tiggo 4 Pro is covered by a seven-year, unlimited-kilometre warranty. As standard, you get one year of roadside assistance, but if you service at a Chery dealer and follow the logbook servicing intervals, this is extended for up to seven years.
| Servicing and Warranty | Chery Tiggo 4 Pro |
|---|---|
| Warranty | 7 years/unlimited kilometres |
| Roadside assistance | 1 year (standard) Up to 7 years (service activated) |
| Service intervals | 12 months/15,000km |
| Capped-price servicing | 7 years/105,000km |
| Total capped-price service cost | $2071.18 |
CarExpert’s Take on the Chery Tiggo 4 Pro
Now this is the type of vehicle that deserves to sell in droves.
The Chery Tiggo 4 Pro is a breath of fresh air in the Australian new car market for its asking price alone, especially given the cost of living crisis we’re experiencing.
It’s considerably more modern inside than many of its light SUV rivals, plus the amount of soft-touch cabin finishes is astounding for the price point.
Better yet, this tiny SUV isn’t horrible to drive! The turbo-petrol engine pinched from the Omoda 5 is even sweeter in this smaller package, though the CVT transmission’s somewhat crude calibration dulls the overall driving experience.
I would appreciate more feel through the steering wheel because it’s way too light and vague, and for the driver assist systems to not be so exuberant.
Although this top-spec Tiggo 4 Pro Ultimate has a lot of appeal, especially given it’s not much more expensive than the base Urban, I’d argue the latter is the sweet spot as it still comes with loads of standard equipment.
If I was looking at getting a first new car and wanted an SUV for under $25,000, the Tiggo 4 Pro would be firmly at the top of my list. It’s time for rivals to lift their game because Chery has levelled up this popular market segment.
Interested in buying a Chery Tiggo 4 Pro? Get in touch with one of CarExpert’s trusted dealers here
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