Chery Tiggo 7 PRO vs Kia Sportage

What's the difference?

The Chery Tiggo 7 Pro Elite has been a very surprising car for me. Its premium features, stylish design and practical space don't match the affordable price tag! But I'm all for it because you definitely get bang for your buck. The technology needs to be improved but everything else more than makes up for it. This medium SUV is a solid all-rounder.

My son likes the red paintwork and how much space he has in the back seat.

The Sportage still feels like a super solid offering in its segment, plus the addition of more hybrid options is only going to help.

It does feel a little under-specced in the lower grades, though, considering the everything-and-the-kitchen-sink approach taken by its Chinese rivals.

I feel like I should almost whisper this bit, given it's a dirty word at the moment, but that diesel engine, it's a real peach, and if I wasn't afraid of being run out of Sydney's inner west with pitchforks, that's probably the one I'd be choosing.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

The Chery Tiggo 7 Pro looks great because it manages to do two things really well.

It's not boring to look at yet simultaneously blends into the sea of medium SUVs without ruffling any design feathers.

The Tiggo 7 Pro is well-proportioned and has some interesting focal points like the large grille that sports a dual-coloured 'diamond' motif.

It gives me some insect-like vibes while adding depth and dimension to the bonnet.

There is a full suite of exterior LED lights that look sharp, the 18-inch alloy wheels and the simplified rear rounds out the package.

The overall footprint is a good size at 4513mm long, 1862mm wide and 1696mm tall.

With those dimensions, the Tiggo earns its place in the medium-SUV category, yet it's still being easy to manoeuvre in tight city streets.

The interior style looks premium with the use of black synthetic leather upholstery and contrasting white piping.

The dashboard is headlined by a large curved screen housing the 12.3-inch touchscreen multimedia system and 12.3-inch digital instrument cluster.

There's also adjustable, coloured ambient lighting, a chunky shifter and a plethora of soft touchpoints throughout, accentuating an already pleasant cabin space.

All new Sportage models feature a redesigned front and rear end, but they actually have a slightly different look. There's one look for the cheaper models and then one for the top-spec cars, the SX+ and GT-Line.

The changes aren't overwhelming, though. There are fog lights in the more expensive models, but also just more use of black edging, as opposed to the silver edging that frames the bottom of the grille and rear end in the cheaper cars.

Either way, I still really like the way the Sportage has come together. The front end looks bold and powerful, mostly because of the vertically stacked headlights and and the DRLs that really frame the front end, but they've also done a good job of making a fairly big and spacious SUV feel small and not too imposing.

Now, inside the top-spec cars it’s very modern Kia, with a big twin-screen setup, and the dual-function bar beneath them that handles things like climate control, but also mapping and media and those kinds of functions. The cheaper models also get the same look, but swap the second 12.3-inch screen for a smaller driver display.

It means you don't have to dig through the screen for everything, which is always a nice touch. And I also like some of the materials used in the GT-Line, too, like the synthetic wood grain that’s actually nice to touch.

But there are a couple of key downsides. Not quite so much in the top-spec cars, but in the cheaper versions. I hate those constant reminders that you didn't spring for a more expensive model, and there are plenty of those in the lower-spec cars.

In the more expensive models, there are buttons alongside the gearshift, but in the cheaper cars, those buttons are still there, just blacked out and inactive. And even the cutout for the head-up display still exists in the cheaper cars, but of course, there's no head-up display.

All of that combined with some hard and scratchy plastics front and back makes you really want to dig deep for a more expensive Sportage.

The cabin space is practical and user-friendly, which is a great combo. Both rows have a decent amount of leg- and headroom (despite the massive sunroof).

Individual storage is great throughout the car with the front row enjoying an extra-deep middle console, undershelf storage cubby below it, a drink bottle holder in each door and two cupholders.

The rear row gets two map pockets, two cupholders in a fold-down armrest and drink bottle holder in each door.

There is also a (very) shallow storage nook at the back of the middle console… think packet of chewing gum or small wallet size.

The boot space is a great size at 626L but if you need extra space, you can bump it up to 1672L with the back seats folded.

The rear backrest has a 60/40 split with a level loading space. Impressively, underfloor storage is taken up by a full-sized spare wheel and you get a powered tailgate in this model.

Other amenities accentuate the premium-feeling the Elite is going for with the electric and heated front seats offering well-cushioned support, although I miss having adjustable lumbar support!

The rear seats aren't as comfortable as the front (a bit hard on the tush) but the back support is fantastic.

In terms of technology, you get a single USB-A port in each row but the front also gets a faster USB-C port, 12-volt socket and a wireless charging pad to choose from.

The multimedia system's touchscreen can be laggy at times, which is annoying while on the go and the onboard 'Hello Chery' assistant tech needs improving.

I managed to get a few voice commands to work but most of the time the response was 'I haven't learned that yet' or a garbled version of the request (despite using the same phrasing as previously approved requests).

The system has built-in satellite navigation supplied by Turbo Dog, which is easy to use and it's simple to connect to the wired Apple CarPlay.

It also has Android Auto, Bluetooth connectivity and AM/FM radio but misses out on digital radio.

The Sportage measures 4685mm long, 1865mm wide and between 1665mm and 1680mm tall, depending on the trim.

Slip into the backseat of the Sportage and you’ll find legroom is ample, at least for my 175cm frame, and headroom is ok, without being great - though our test car had the sunroof fitted which could be eating into the space.

Elsewhere in the back though, even the top spec GT-Line just doesn't feel that plush. And by that, I mean some of the materials are a bit hard and scratchy, you don’t get your own temperature controls for the air vents, and it generally just lacks a premium air.

Now, to the all-important point in this segment, and that is boot space. The official VDA numbers are 543-1829 litres for the petrol and diesel cars, and 586-1872L for the hybrid, but the real-world reality is a boot that is deep and wide and really has enough space to carry plenty of groceries.

But there is an important caveat. Under the flat floor there is a temporary spare wheel in the hybrids, where in some of the ICE cars, you get a full-size spare wheel.

There are a lot of different numbers involved in the Sportage story. In fact, there are no less than 13 trim and powertrain combinations, and so 13 different prices you can pay. Easier, I think, if I just pop the graphic up on screen and you can jump to the one you want.

While there are four engines and five powertrain configurations to choose from, not all of them are available across all four trim levels. The SX+, for example, offers no electrified options, while the SX will give you hybrids, but no turbo-petrol choice.

The range opens with the S, which gets 17-inch alloys, LED DRLs, power-folding mirrors and roof rails, while inside there are cloth seats, power windows, a smart key with push-button start, and single-zone air-con with rear-seat vents. Tech at this level is handled by a 12.3-inch infotainment screen with wireless Apple CarPlay and Android Auto, but no wireless charging, which pairs with a six-speaker stereo. The driver then gets a 4.2-inch screen to deliver driving info.

The SX then adds 18-inch alloy wheels, dual-zone climate, standard navigation and rain-sensing wipers.

The SX+ is feeling like a sweet spot, adding 19-inch alloys, LED fog lights, artificial leather seats that are heated up front, wireless device charging, a heated steering wheel and a better Harman Kardon Premium stereo.

Finally, the flagship GT-Line gets the lot, with 19-inch black alloys, or 18-inch wheels in the hybrid, welcome lights, projection headlights, a twin-screen cabin which adds a second 12.3-inch screen for the driver, a powered driver’s seat and a head-up display.

All models also get Kia Connect, which gives you remote access to the vehicle for things like pre-setting the climate, as well as Over the Air updates.

I’ve got to say, though, the flagship Sportage offers largely what the cheapest version of most Chinese SUVs offer, showing just how much price pressure the newcomers are putting on the old guard.

The Elite variant has a 1.6-litre, four-cylinder turbo-petrol engine with a maximum power output of 137kW and 275Nm of torque. It also features a front-wheel drive drivetrain and a seven-speed dual-clutch auto transmission.

I wasn't expecting it to be as gutsy as it is and the Elite has adequate power for easy open-road driving.

The big news about this mid-life update for the Sportage is the expansion of Kia’s hybrid powertrain, which is now available with AWD, and the inclusion of an eight-speed automatic for the 1.6-litre turbo-petrol variants.

Elsewhere, the 2.0-litre petrol option produces 115kW and 192Nm, pairs with a six-speed automatic, and drives the front wheels. The other pure petrol option is a 1.6-litre turbocharged petrol unit that produces 132kW and 265Nm, paired with an eight-speed auto and powering all four wheels.

Then comes the diesel, which is a 2.0-litre unit making 137kW and 416Nm. It pairs with an eight-speed automatic and powers all four wheels.

Finally, there’s a hybrid option, now with two- or all-wheel drive. It pairs a 1.6-litre turbo-petrol engine and a six-speed automatic with an electric motor and a 1.49kWh lithium-ion battery to produce a total 173kW and 367Nm.

The official combined cycle fuel consumption figure is 7.0L/100km and my real-world usage averaged 8.2L after doing some open-road, but mostly urban, driving.

The fuel economy is great considering the driving conditions and the fact I don't hold back in making use of its power.

Based on the combined cycle fuel figure and the 51L tank, expect a driving range of around 730km.

Chery recommends minimum 95 RON unleaded petrol be used.

All pure ICE Sportage grades are fitted with 54-litre fuel tanks, while the hybrids get 52-litre tanks. But the hybrids more than make up for it when it comes to fuel efficiency, with the FWD sipping a claimed 4.9 litres per hundred kilometres on the combined cycle, while the AWD drinks 5.3 litres.

The diesel is the next most-efficient, using a claimed 6.3L/100km combined, while the turbo-petrol needs 7.5 litres, and the 2.0-litre petrol requires 8.1 litres.

Our calculations suggest that, taking the fuel claims at face value, a 2.0-litre petrol Sportage should carry you 666kms on a full tank, while a turbo-petrol will take you 720kms. The diesel should deliver 857kms, while the FWD hybrid (1061kms) and AWD hybrid (981kms) will take you the furthest.

The Tiggo 7 Pro is a fairly easy-going car to drive. It handles well in the city but also feels pretty solid on the road at higher speeds.

There is a good sense of power that always feel primed and ready to go, in the sense that you don't have much delay between putting your foot down and the car shooting forward.

However, if you're too aggressive with the accelerator, you will lose a bit of tyre traction which can make it feel jumpy.

The brakes aren't particularly sensitive, meaning you have to be firmer when applying pressure. This creates a jerky experience until you get used to it but is more noticeable in stop-start traffic.

Steering feel is not too heavy, not too light. There's a great balance and the car is responsive when manoeuvring, which is what makes its cornering behaviour so surprising.

It doesn't feel dynamic on a winding road, due mainly to the amount of roll the car exhibits.

The cabin is very quiet in terms of wind and road noise, accentuating the premium-feel but suspension is a little firm which can lead to some grunts over harder bumps.

I like medium SUVs because their size usually makes them easy to park and the Tiggo 7 Pro is no different.

With a super clear 360-degree camera system, you shouldn't have any issues parking it. However, I didn't notice the front and rear parking sensors sounding out all that much.

I want to start this with just a small caveat. It hasn't been the most comprehensive drive of this car so far. And remember, there are a lot of variants.

Petrol, diesel, hybrid, two-wheel drive, all-wheel drive – we haven't driven all of them, and so I feel uncomfortable giving you my rock-solid verdict across the whole range. I can, however, give you my first impressions.

The first of those is that whoever in the vast Hyundai group came up with adding a long-hold function to the stereo mute button deserves a medal. By far the most annoying of the modern safety systems is the overspeed warning, which inevitably reads some signs incorrectly, others not at all, and has no idea when school zones actually start.

Thankfully, Kia, like Hyundai, now has the shortcut to mute it. You just long-hold down mute button and voila, the bing-bongs vanish.

Now elsewhere, as is pretty typical of modern Kias, the ride in this car feels properly well sorted. We've taken it through the city, onto the freeway, along a little twisting road section, and on some typically coarse and broken country B-roads, and the Sportage handled them all really well.

And even when you're getting a little frisky with the driving, there's little in the way of body roll, with the Sportage feeling planted and solid.

I wasn't totally blown away with the refinement in the cabin. On the wrong road surface, you definitely get a bit of road noise in the cabin – mind you, that is pretty hard to avoid on the coarse chip stuff – but you can also hear the engines revving away and working hard when you put your foot down.

That said, the way the gearboxes channel that power is smooth and easy, and when you put your foot down in each of the powertrains we tested, there's certainly enough urge to get you up and moving.

And that is especially true in the diesel, which I do think is a bit of a peach of a powertrain – super torquey and super easy to get the Sportage up and moving. It might find itself on the endangered species list, that engine, so get it while you can.

Now, one small downside. While the ride hasn't changed, at least for any of the ICE-powered cars, the steering has changed for all of them, and at speed, it's really lovely. It's quite direct, confidence-inspiring, and nicely weighted.

But at low speeds it can feel a little bit darty, like it takes a really big bite when you put a little input in, and it takes a little bit of getting used to.

All Sportage models start with seven airbags, and even the cheapest S gets a pretty full suite of safety stuff, including a new SOS button should you have an accident, auto emergency braking (AEB) with junction sensing, blind-spot monitoring, lane keep and lane follow assist, a rear-view camera and the often-infuriating speed limit monitoring.

From the SX+ and up you also get Kia’s Highway Driving Assist, which pairs active cruise with a lane entering function, and the GT-Line also gets remote park assist, which allows you to remotely drive into or out of tight spots, along with a blind-spot view monitor and a rear-view monitor.

The Sportage wears a five-star ANCAP rating, which it earned back in 2022.

The Tiggo 7 Pro comes with a seven-year/unlimited km warranty, which is longer than usual for the class.
 
There is a seven-year/105,000km capped priced servicing program and services average $294 per, which is very competitive.

Servicing intervals are reasonable at every 12 months or 15,000km, whichever occurs first.

All Kia models also get the brand’s seven-year, unlimited-kilometre warranty, seven years of capped-price servicing and, should you service with Kia, eight years of roadside assistance.

Turbo-petrol and hybrid models require servicing every 12 months or 10,000kms, where the rest are 15,000km intervals. The Kia website has the full costings for each powertrain choice, but for reference, seven years of hybrid ownership will cost you a not-insubstantial $4510.