Chery Tiggo 7 PRO vs Suzuki Fronx

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.

If you’re considering a small car, particularly if an SUV is the goal, a Suzuki should in most cases be on the shopping list. Back-to-basics motoring is key to the brand’s identity. Its most popular model is a tiny ladder-frame 4X4, for example. Hi Jimny.

The Fronx doesn’t break new ground in any practical sense, but it does come in with a decent price and list of features that should sway plenty of small-car fans in the showroom.

It’s decent to look at, comfortable for the segment, and easy to get used to and drive. The numerical rating on this review betrays just how likeable the car is.

It’s not extremely refined and it starts to lose its dynamic shine on rough roads, but in an urban setting the Fronx should excel.

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.

‘Fronx’ as a name doesn’t exactly scream ‘cute’, but the little SUV has a pretty classically Suzuki design. This is not a complaint at all.

The Fronx is 3995mm long, 1765mm wide and 1550mm tall, but despite its diminutive dimensions the brand has opted to lean into a ‘coupe’ style with a sloping roofline that creates a relatively sporty look, especially for something with a two-digit power figure.

So while some of Suzuki’s designs have been divisive in Australia (Ignis, anyone?) the Fronx takes a slightly more conservative approach by leaning into more design trends than just the coupe-back SUV shape. 

For example, its tail-lights span the width of the tailgate rather than simply flanking the boot as was standard for decades.

The LED daytime running lights at the front are also arranged in a slim, high-up position with a set of headlights below.

Inside is arguably more conservative than out, as the Fronx goes with a fairly standard formula in terms of its layout, with few premium materials (the synthetic leather on the seats feels cheap for example) or adventurous design elements to be found.

But that’s not such a bad thing.

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.

Because for all the conservative, even outdated, styling in the cabin, the fact is it’ll be refreshingly familiar to someone who’s getting out of a car from perhaps even before the year 2000.

Suzuki’s place at the budget end of the new-car market means its customers are likely either quite young and buying their first new car, or relatively old and looking for a cheap, rarely used runabout as the ‘last car’.

For the former, a lack of techy distractions is paramount. For the latter, ease of use wins over cutting-edge tech in most cases. Which is why it’s probably okay that the Fronx’s multimedia touchscreen and software wouldn’t feel out of place almost a decade ago.

It can be a tad fiddly to use at speed, but it’s still more straightforward than the ‘iPad-like’ systems Tesla has made popular, and there are physical controls for important functions like climate control.

There’s also a row of ever-present haptic buttons for volume controls and navigation shortcuts.

The ergonomics of the interior are quite basic, but there are no red flags in terms of visibility, reach, or placement. 

The head-up display is a bonus, but the physical dials on the dash rather than a digital driver display are clear enough, despite again feeling nabbed from a time before head-up displays even existed. 

Space for the front passengers is decent, it’s not cavernous but it’s far from cramped. Elbow rests and seating positions allow for a relaxed ride.

The back seat is a slightly less comfortable place, but at 178cm I can sit behind my own seating position without my knees touching the seat in front, and my head has just enough space above to accommodate the top of a mullet.

Behind that, luggage capacity in the boot is 304 litres, or 605 litres with the rear 60/40 split seats folded.

There’s also no space-saver spare tyre, just a repair kit as standard.

There’s only one variant of the Fronx, and it lands at $28,990 before on-road costs. It’s also relatively stacked when it comes to features, and Suzuki is even working on a sub-$30K drive-away offer for its on-sale date in September this year. We’d expect that means about $29,990 DA, though that’s to be confirmed down the track.

For something at that price point, features aren’t lacking. While things like wireless phone charging and wireless Android Auto and Apple CarPlay have become almost expected for even entry-level cars in Australia, the Fronx also features heated synthetic leather seats and a leather steering wheel.

It’s the first Suzuki in Australia to feature a head-up display, and there’s also a standard surround-view parking display thanks to a set of cameras.

The Fronx’s 9.0-inch multimedia touchscreen is joined by a small 4.2-inch driver display nestled between physical dials for the speedometer and tachometer. Exterior lighting is LED front and rear, with auto headlights and manual levelling.

The only extra-cost option for the Fronx is a choice of ‘premium’ single- or two-tone paint - Arctic White Pearl is the standard no-cost colour. Single-tone paint is $745 extra, while two-tone options are $1345, which is a lot pricier than many premium paint options in the market.

The Fronx comes in at the same price as a mid-to-high spec Hyundai Venue, Kia Stonic or Chery Tiggo 4, but some rivals like the Mazda CX-3 or Toyota Yaris Cross (with its Hybrid drivetrain) are more expensive even in their lower variants.

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 Fronx is powered by a 1.5-litre four-cylinder engine with mild-hybrid assistance, driving the front wheels via a six-speed automatic transmission. 

Its outputs are quoted at 76kW and 137Nm, not exactly high-grade stuff and part of the reason the Fronx feels like it takes more than 10 seconds to hit 100km/h.

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.

Suzuki claims fuel consumption at 4.9L/100km. With its 37-litre fuel tank, the Fronx should be able to manage more than 600km on a single tank, though theoretically its maximum range given its claimed fuel efficiency is 755km.

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.

How you plan to use the Fronx will make a big difference in whether what you’re about to read is a good thing or not. 

The Fronx is a light SUV for a start, so expecting brilliant handling, effortless acceleration and a dead-quiet cabin is going to mean you’re disappointed.

But if you want something easy, engaging and fun, the Fronx might work for you.

Our brief test loop wasn’t entirely indicative of what the Fronx is likely to face day-to-day. With limited time and no preset drive program, the roads within a 20-or-so minute drive of Nagambie, Victoria had to suffice.

The Fronx fared well on the average road, it turned out, with the 1064kg Suzuki managing to feel planted enough to hurl along 100km/h back-roads without complaints. It rides on the same platform used recently by the Suzuki Baleno, something I’ll admit to not having driven.

The rougher roads didn’t faze the light SUV too much, though consistently uneven surfaces made it feel unsettled in some cornering.

Its steering and suspension give enough feedback to make the right inputs easily, though the nature of its light weight and minimal accoutrement in terms of driver assistance make the Fronx feel very rudimentary from the driver’s seat.

At low speeds around the centre of town, the Fronx manages the state’s terrible roads well, though taking off from intersections can be laborious. Much like overtaking, the drivetrain will complain.

And don’t expect its mild hybrid system to do a lot in the way of hard work - or any work at all, really. You could take the hybrid badge off the car, let someone have a drive, and they’d be none the wiser.

From the limited observations on the launch, the Fronx would feel best at home in suburbia or a metropolitan centre more so than on the Hume Highway or the towns dotted alongside it.

Essentially, this is not a refined road trip car for the highway, but its no-fuss approach to getting around means you shouldn’t be surprised if you start seeing them in the car parks at universities or bowls clubs.

A big part of many buyers’ decisions about a new car is safety, and the Fronx is pretty basic on this front.

Six airbags cover front and sides for the front passengers, and there are curtains down the sides of the car, but there’s no front centre airbag and no ANCAP rating has been applied to the Fronx as yet.

In terms of active safety, the Fronx has listed among its standard features auto emergency braking (AEB), ABS and brake assist, lane departure warning, hill hold control, weaving alert, blind spot monitoring, traffic sign recognition, rear cross traffic alert and a surround-view parking camera with front and rear sensors.

There are also outboard ISOFIX seat fastenings in the second row.

The only safety system that activated during the test was a lane departure warning, but only when (under normal conditions) it would have been necessary as the car approached the road’s centre line.

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.

Suzuki has a five-year, unlimited kilometre warranty for its new cars, which is a little behind the curve compared to many budget-friendly brands these days. 

Suzuki does have a five-year servicing schedule, with intervals every 12 months or 15,000km, whichever comes first. Total cost is $2005 over the five years, with services averaging $401, which is not particularly cheap.