Chery Tiggo 8 PRO MAX vs Farizon Supervan

What's the difference?

This mid-sized seven-seat SUV segment is dominated by just a handful of nameplates, and it’s easy to see how some of them might be under threat by something like the Chery Tiggo 8 Pro Max.

There are a few areas where it could use some fine-tuning, but these are mainly restricted to being pedantic about the drive experience. There are no dealbreakers here as there often can be for low-cost alternatives, and so long as you’re primarily putting kids in the back seats, this Tiggo is well equipped, comfortable, plush, and surprisingly refined.

With a robust ownership proposition as well, it’s hard to see why you wouldn’t consider one of these if you’re shopping in the seven-seat SUV space - and that's why this could be Chery's shot at the big leagues.

You’d think Farizon would be onto a winner given it has created a van with cool looks and the packaging benefits that come with a dedicated EV architecture. However, the SuperVan left a sour taste in my mouth.

There are good bones here, but Farizon has a long way to go with fixing the electric motor whine and safety systems.

It’s great the company is aware of the SuperVan’s shortcomings and is currently working on software updates, but it begs the question, why wasn’t it good in the first place?

The Tiggo 8 Pro Max just looks like a mid-size SUV. Perhaps if you calculated the average design cues of every mid-size SUV on the market, this would be what you end up with.

Of all the Chinese automakers currently in the market though, the Tiggo range of SUVs are the least controversial. There’s no weird theme to the design, there’s no bizarre light fittings or controversial angles. You could stick a badge on this car from any Korean or Japanese brand and you wouldn’t think twice about it.

It doesn’t say much for innovation, but I think it will very much work in this car's favour. It provides a much more globally appealing look when compared to the controversial design of BYD products, the crazy grilles and badging on GWM products, or the derivative style of the MG range.

For this reason it won’t turn heads at the school drop-off, but that’s perfect for families who want to run incognito and would normally buy a conservative mainstream SUV from Toyota or Mitsubishi.

Inside things get a bit more interesting. The Tiggo 8 has a contemporary design, complete with a high-riding bridge-style console, and the dual-screens are encased in a single housing that spans half the length of the dash.

It’s ambitious too, with generous amounts of soft-touch surfaces and synthetic leather finishes. Clearly, it’s inspired by others in the industry. The dual-screen layout is very Hyundai or Kia via Mercedes, while the Benz influence extends to the wood grain-look plastic inserts and even the little silver finishes covering the speakers up. Rather than a naff knock-off though, the Chery interior genuinely feels its own space.

The only areas that you can see through the facade to a car built-to-a price is in a handful of places. The steering wheel buttons, for instance, feel a bit cheap, and when it comes to those big screens, the resolution isn’t as high as you might expect, and the processing isn’t as fast as it could be, leading to a slightly laggy experience.

Still, the same can be said for many mainstream manufacturers, and at least Chery’s native software has been localised and is easy to navigate. Also, none of this stops the Chery from feeling properly plush on the inside. It was also seemingly pretty well put together, free of rattles, switchgear with too much play, or nasty hollow plastics.

First impressions are good.

This electric van makes a fantastic first impression with its design. It’s futuristic and stands out on the road.

I haven’t driven a car that gets this much attention in a fair while, which is wild given this is a delivery van and traditionally they’re some of the dullest vehicles out there in terms of design.

What makes the SuperVan stand out the most is the variety of colours it comes in. Sure, you can get standard white if you want, but there’s also grey, green and blue. Our tester is finished in the latter which looks cool and modern.

The front continues the futuristic theme with a bright LED lighting signature for the headlights. They’re connected by an LED light strip, as well as an illuminated Farizon badge.

Given this van is electric, it doesn’t need a large, traditional grille to keep an engine cool. Instead there’s a small slotted opening at the bottom of the front bumper to cool the electric motor and high-voltage battery. It’s cool Farizon has made this van obviously look electric with this cue.

Beyond the stylish aero covers for the 16-inch steel wheels, there really isn’t much to talk about in terms of side profile design. It’s very slab-sided which is a classic van look.

It also leans into the trope that vans are essentially boxes on wheels. This is no bad thing because at the end of the day, a van is a work vehicle that’s meant to maximise hauling potential.

At the rear, this version of the SuperVan with the ‘Low Roof’ body style is perfectly square. It looks a little funny, but again this is a work-oriented vehicle that’s the opposite of a mullet - business at the back, party at the front.

Inside, Farizon has made a big attempt to make this electric van look luxurious and contemporary. Having synthetic leather seats is a luxury that many vans don’t have, along with the big digital instrument cluster and touchscreen multimedia system.

I’m a fan of the orange highlights around the cabin as they break up the monotonous black finishes.

Once you sit in the cabin, however, the commercial roots do begin to show. Virtually every surface is rock-hard plastic, which in a way is good because it means it’ll be hard-wearing in the long run.

The interior is also thoughtfully designed, but it needs to compete with user-friendly cars like the Honda CR-V and Nissan X-Trail in this segment.

The front occupants are treated to a reasonably spacious cabin, which for the driver is quite adjustable, although the design of the dash means it sticks out into the front passenger’s knee area. Head and shoulder space is impressive, and everywhere you put your arms or knees there’s a soft-clad finish rather than hard plastic to greet you.

As already mentioned, the software isn’t half bad when it comes to ease-of-use, however the lack of tactile toggles or dials for the climate unit is a bit of a miss. It has its own dedicated set of touch controls below the screen itself, but they provide no tactile feedback, so are a little hard to use while on the move.

Storage is great, with large pockets and bottle-holders in the doors, a further two bottle holders in the centre console, a wireless phone charger, and a neat little set of drive mode buttons and a digital shift lever within easy reach.

The bridge-style console also offers a large pass-through area underneath for the storage of larger items, and there’s a deep centre armrest console box, too.

The second row is quite versatile, offering rail adjustment for the base, so you can maximise the room available to the third row if need be.

Second-row occupants (with the seats set to a decent position for myself at 182cm tall) have plenty of knee room and plenty of headroom, and the doors open nice and wide for the loading of objects or people.

Storage includes large pockets on the backs of the front seats, a bottle holder in each door, and a further two in the drop-down armrest. There is a set of adjustable air vents on the back of the centre console, with both a USB-A and USB-C port for power delivery.

The third row is a bit more challenging. I had to contort myself to get in with the second row seat either slid forward or folded flat. Once I was in there, I was surprised to find I fit, but only just.

My knees were hard up against the seat in front, while my head was touching the roof. Mercifully, I had enough room to slide my feet under the seat in front, otherwise it would’ve been too tight. It’s passable for adults then, but only in a pinch, and you wouldn’t want to be back there for long. No problem if you’re just putting kids back there though.

The third row gets air vents on either side with an independent fan speed controller on the mid-grade Elite and top-spec Ultimate, and there’s a useful storage tray, and small bottle holder on each side. You don’t get USB ports, but there’s a 12 volt outlet available just behind the rear seats in the boot.

On the topic of the boot, it is not as large as I was hoping, but then neither is the car itself.

The boot measures 479 litres with the second-row up, or just 117-litres with all seven seats deployed. It’s smaller than some mid-size rivals, but not enough for it to be a dealbreaker. We’ll get it back for a longer test to see what does and does not fit.

The floor is quite high to facilitate those fold-flat rear seats, and there’s a small under-floor storage tray where you can hide the retractable luggage cover on the Urban and Elite variants. Unfortunately the Ultimate gets a subwoofer here.

All variants get a space-saver spare wheel mounted outside underneath the car, so at least you don’t need to deal with a tyre repair kit.

While good looks can get you so far, cabin practicality is where things are a little mixed for the SuperVan.

The driver’s seat is generally comfortable, offering a decent amount of support and a centre armrest, but the driving position is heavily compromised.

The worst offender are the pedals as they’re mounted so high that I need to take my foot off the floor to press them. Then the steering wheel only offers tilt adjustment and not reach.

As a result I need to have the seat pushed further back than I’d like to make sure I can press the pedals without making my right ankle hurt in stop-start traffic. Then even with the backrest virtually upright I still need to have arms extended almost fully to reach the wheel.

It’s not the kind of place I’d like to spend a considerable amount of time, which is disappointing because many people who drive this van will likely spend hours behind the wheel at a time.

Thankfully both seats offer both heating and ventilation, which is rather luxurious.

Ahead of the driver, the steering wheel is wrapped in buttery soft synthetic leather, like the seats, and is nice to hold. I appreciate the amount of physical buttons on it. They’re all clearly marked and easy to click.

The steering wheel is also heated and gets hot super quickly. There’s only one setting – on or off.

The digital instrument cluster looks flashy and has a range of informative pages you can cycle through. One even displays a vehicle weight page which is great if you’re unsure if you’re close to the gross vehicle mass (GVM).

Moving across, the touchscreen infotainment system looks glossy and high-definition, but there’s not much to do on it. This also means it’s hard to get lost and even if you do there are shortcut buttons on the right-hand side of the screen.

As standard there’s wireless Apple CarPlay connectivity which is great if you’ve got an iPhone, but terrible if you have an Android phone. This car has no Android Auto support whatsoever.

It’s great to see a continued use of physical switchgear around the cabin for things like the drive modes, regenerative braking settings and most notably the climate control settings. The latter are big and chunky, meaning they’re hard to miss.

In terms of storage up front, it’s fairly mediocre beyond big door pockets. There’s a slide out drawer with two cupholders and another small storage section, as well as another small storage drawer and a glovebox.

Around the side you'll find one of this van's most unique features. When you open up the passenger side front door and slide open the side cargo door, you’ll see this van doesn’t have a B-pillar. There’s only a plastic partition between the passenger and cargo areas.

As a result, the seatbelt for the passenger is mounted on the door. This feels a bit weird in the passenger seat because the seatbelt cuts across more than usual and doesn’t rest on your shoulder.

The SuperVan only comes with a single sliding door. You can’t opt for one on the driver’s side in Australia which is a little disappointing from an ease-of-use standpoint.

At the back there are rear barn doors that have stops at 90 degrees and 180 degrees, before opening all the way up to 270 degrees. This is great because you’ll be able to put whatever is on a forklift into the cargo area.

Speaking of the cargo area, it’s massive. This SWB Low Roof version measures in at 2690mm long, 1795mm wide and 1440mm tall. This equals 6.95 cubic metres, which is considerably more than any similarly sized van, whether that be diesel or electric.

It’s another major benefit of this van being built on a dedicated electric vehicle architecture, rather than a combustion platform that needs to take drivetrain and exhaust components into account.

Payload is 1300kg which is fairly standard for mid-size electric vans.

I like how low the load lip is at the back. This means you don’t have to lift things too high in order to get them in the cargo area.

In terms of amenities there are some lights, tie-down points, as well as three powerpoints for vehicle-to-load (V2L) support at up to 3.3kW. Disappointingly the latter didn’t work in our tester no matter how hard I tried…

Surprisingly under the cargo area is a full-size spare wheel. This is incredibly rare for an EV, especially one that’s all about maximising cargo capacity. It’s great peace of mind if you do long-distance travelling.

The Farizon SuperVan is being offered in Australia in three trim levels. On test here is the entry-level short-wheelbase (SWB) Low Roof option.

Pricing for this variant starts at $71,490 before on-road costs. It’s worth noting that this is for private buyers. If you’re an ABN holder or are buying a fleet of SuperVans, pricing will likely be different.

This is more affordable than the Ford E-Transit Custom, Peugeot E-Expert and Volkswagen ID. Buzz Cargo, but the LDV eDeliver 7 is cheaper again. However, that rival Chinese electric van isn’t built on a dedicated electric platform and doesn’t offer as much range.

As standard the SuperVan comes with a plastic cargo partition, a single sliding side door, as well as rear barn doors that swing up to 270 degrees. You can’t option any other configuration, currently, beyond different wheelbase lengths and heights.

Standard equipment across the line-up includes LED headlights, a 7.0-inch digital instrument cluster, a 12.3-inch touchscreen multimedia system with wireless Apple CarPlay, a heated steering wheel, as well as heated and ventilated synthetic leather seats.

This is generous for a commercial vehicle that’s going to be a workhorse and will need to stand the test of time.

There is only one engine option in the Tiggo 8 Pro Max range, a 2.0-litre turbocharged four-cylinder petrol unit that produces 180kW/375Nm.

No matter which variant you choose, it’s also mated to a seven-speed dual-clutch automatic transmission. The Urban and Elite variants are front-wheel drive, while the Ultimate scores a Borg-Warner-sourced all-wheel-drive system with additional off-road drive modes.

The outputs are more than competitive with a lot of rivals, but there’s no fuel-saving hybrid option in the line-up just yet. It’s something Chery wants to add in the future.

Especially for Australia, the folks at Chery also made sure to get the Tiggo 8 Pro Max certified to tow. It can do that at up to 1300kg braked, or 750kg unbraked.

All versions of the Farizon SuperVan in Australia are powered by a single, front-mounted electric motor that produces 170kW and 336Nm.

This is fed by an 83kWh lithium iron phosphate (LFP) battery which is sourced from Chinese battery producer CATL.

Farizon doesn’t quote an official 0-100km/h time, though it claims the top speed is 135km/h.

The 2.0-litre turbo engine has an official/combined consumption rating of 8.1L/100km for the front-wheel drive variants, or 8.7L/100km for the all-wheel drive Ultimate.

On our drive route for the day which took place on curvy country roads and expressways, my Ultimate all-wheel-drive test example produced a figure of 9.5L/100km which seems reasonable.

Unfortunately the engine also requires mid-shelf 95RON unleaded fuel, so this will push your running costs up slightly.

The Tiggo 8 Pro Max has a 57-litre fuel tank, indicating an estimated maximum cruising range of 703km for FWD variants.

Claimed range for the SuperVan depends on the body configuration, but it’s up to 376km according to WLTP testing for the SWB Low Roof body style.

The battery pack can be DC fast-charged at rates up to 140kW, which would see the battery charge from 20 to 80 per cent in 36 minutes.

The battery pack can also be AC charged at rates up to 11kW, which would see the battery charge from 15 to 100 per cent in seven hours.

The SuperVan also offers vehicle-to-load through Australian domestic household plugs at up to 3.3kW of continuous power. This allows you to use the van’s battery pack to power appliances, tools, or other emergency backup systems.

Farizon doesn’t quote an official energy consumption figure for the SuperVan, but during my unladen testing I saw an average of 23.5kWh/100km, which would give a theoretical range of 350km. This would likely drop with a heavier load onboard.

Cars from Chinese brands often fall short of expectations when it comes to the drive experience, but the Tiggo 8 Pro Max moves everything in the right direction, and importantly it doesn’t add any deal-breaking characteristics along the way.

Visibility is great out of the cabin, with large windows all-round. The wing mirrors are great, but the centre rear-vision mirror is a quirky piece with a wide viewing angle. In a way this is great for parents, because with one glance you can see both out the rear of the vehicle and the rear seats to keep an eye on kids, but it does mess with your depth perception a bit.

On multiple occasions I felt like the car behind was tailgating, only to peer in the side mirrors to find that it was actually quite far back. Odd!

The steering is very light, and a bit disconnected as a result. While this sounds like a negative, I actually think suburban buyers who often negotiate with shopping centre parking lots, apartment towers, and school drop-offs will love it. It makes a big SUV feel really easy to steer and position.

Sure, it feels a bit doughy out on the open road, meaning it's hardly a confident corner-carver, but that’s not really the point of this car.

The engine on the other hand has loads of poke. Power of 180kW sounds like a lot because it is (once upon a time not so long ago this was well into V6 territory) and actually for the front-wheel-drive versions it might be a little bit too much power. It will readily spin the front wheels with slightly too much throttle input, which brings us nicely to the dual-clutch automatic which is responsible for communicating that power to the ground.

Dual clutches rightly raise a bit of a red flag for some because they can be particularly jerky from a standstill and have some pretty questionable gear shifts once you’re rolling. For the most part though, the Tiggo 8’s dual-clutch unit is pretty good. The brand stressed that it had done significant software tuning to this transmission to try to iron out nasty characteristics, and while it's still occasionally caught off-guard, I’ve certainly driven worse. It will occasionally produce a bucking feeling rather than a full second of lag like some rivals, but its enthusiasm to deliver power to the ground quickly gives the front-drive versions that slightly skittish feel.

It is one of those rare occasions when it’s worth splashing for the all-wheel drive. I found the Ultimate to be much more sure-footed and confident on the road, able to handle the engine’s relatively mountainous torque with ease.

On the open road I was impressed by the Tiggo 8’s level of refinement. The amount of sound entering the cabin in both variants was low, with minimal tyre roar or wind noise. Thuds from the suspension and roar from the engine under load were also pleasingly distant, even at freeway speeds.

When it comes to the ride it’s built to a certain cadence. It’s soft and comfortable, matching the semi-luxurious cabin feel nicely, but it can be a bit springy and lose a bit of body control over undulations and corrugations. Again, it’s not exactly an athlete, but then for most people, it won’t have to be.

Importantly, it filters out sharper bumps like potholes, road imperfections, and speed bumps with relative ease. It’s even better in the 2WD versions thanks to larger tyres and smaller alloy wheels.

Mercifully, the active safety systems don’t intrude on the driving experience either. Chery has apparently learned some hard lessons after the feedback it received on the overbearing lane assist equipment on the smaller Omoda 5, and applied those learnings here in the Tiggo 8.

The lane systems are still there, but they only intervene when they really have to, while warning chimes from things like the traffic sign recognition, blind spot monitoring, and driver attention alert are, at worst, background. It’s a good thing too because of all the systems, the driver attention alert is the one that triggers most often as you look away from the road to adjust the touch-based climate systems.

Where does that leave us? Actually pretty impressed. The Tiggo 8 Pro Max might not have the balancing act between ride quality and performance quite as well tuned as some of its Japanese and Korean rivals, but this is a comfortable, quiet, and refined SUV that, importantly, feels very normal. There’s no deal-breaking safety bugs, or a terrible transmission or frustrating software that takes away from the experience. Chery is learning, and it’s learning fast.

Driving this van is punishing. It’s quite unlike any other modern van I’ve experienced as they can be fun to drive. This SuperVan, however, leaves me feeling like a lot of the elements need finessing.

First up there’s the electric motor. It makes a decent amount of power and easily gets this big box on wheels moving. In Sport mode the front wheels can get overwhelmed if you’re not careful.

However, this van has an incredibly loud electric motor whine. It builds as you gain speed, then once you reach your desired speed it hovers at an annoying high pitch. Some extra sound deadening would likely help.

Additionally, there’s a pedestrian warning sound that plays under 25km/h, as well as a beeping tone when reversing. While this is common for EVs, this one feels like it’s louder on the inside rather than the outside. This somewhat defeats the purpose.

There are three levels of regenerative braking as standard and all of them require you to use the brake pedal to come to a complete stop. This means there’s no one-pedal driving mode.

With all the settings the regen braking is either completely on or off. There’s no in between which creates a thrashy feeling in the cabin, especially when travelling down a hill and you’re trying to coast along without activating regen braking too much. As a result, I like the weakest regen setting the most.

Surprisingly the interaction between the regenerative braking and the traditional friction brakes is rather seamless. Even the brake pedal feels relatively normal, compared to a regular combustion vehicle, which is sometimes uncommon for EVs.

As standard there’s an electric power steering system which, unlike some other new Chinese vehicles, feels like it’s actually connected to the wheels. While you can tell the steering is electrically assisted, you can still feel what the wheels are doing.

Thanks to the dedicated electric architecture, the turning circle is surprisingly good for such a large vehicle. It measures in at 12.2 metres kerb-to-kerb.

Like many commercial vans, the SuperVan has a double wishbone independent front and a rear leaf spring suspension setup. This typically prioritises cargo-carrying ability rather than on-road comfort.

When unladen the SuperVan’s suspension is incredibly jittery and harsh. You can feel every single bump in the road and crossing a speed bump makes me grit my teeth. It doesn’t help that the tyres need to be pumped up high. As standard the rear tyres need to be pumped up to 61psi.

With some added weight onboard the SuperVan’s suspension does settle, but it’s still quite choppy. We didn’t get a chance to test this vehicle at the full GVM, but it would be interesting to see whether the rear springs get a little more compliant then. Range would likely plummet though.

In terms of visibility, you sit up high in the cabin and there’s a large windscreen. These are both big ticks. It also helps there are large side windows and side mirrors that make seeing kerbs easier.

Like many vans however, over-the-shoulder checks aren’t possible in the SuperVan as there are no rear windows, plus seeing out the back through the tiny envelope is virtually impossible.

Thankfully there are front and rear parking sensors as standard, as well as a surround-view camera that has good quality but a choppy camera feed. Having the standard sensors and camera system is great while doing tricky parking manoeuvres.

Lastly, let’s talk about the chimes… They are some of the loudest and most incessant I have ever experienced in a new car. They’re so loud that they honestly scared me at first.

There are a variety of different tones for all the different safety systems. One that grates the most are the intelligent speed limit assist which bongs each time it detects a new speed limit, then again if the system thinks you’re travelling over that limit. It’s particularly annoying because it picks up 40km/h school zones even when it’s not school zone times.

Another chime plays for the driver monitoring system when it can’t detect your eyes. This is annoying if you want to wear sunglasses while driving.

You can turn off these settings in a menu on the touchscreen, but they all default back to on when you restart the car.

Other loud bongs play when you change the drive mode, the regenerative braking setting, even when you turn on the adaptive cruise control. You just can’t escape it.

The Farizon SuperVan hasn’t been crash tested by ANCAP just yet, however it was awarded a five-star rating by Euro NCAP earlier this year.

As standard there’s autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, traffic sign recognition, intelligent speed limit assist, a driver monitoring system, front and rear parking sensors, as well as a surround-view camera.

This is a lot of safety kit, especially for a commercial van, but as mentioned above a lot of safety systems are rather intrusive and have obnoxiously loud chimes.

Thankfully Farizon is currently working on a software fix that’ll see all the chimes reduced by 20 decibels. It’s also planning some tweaks to the lane-keep assist and reverse camera which may form as part of the same update.

Chery offers its line-up with seven years and unlimited kilometres of warranty, seven-years of capped-price servicing, and seven years of roadside assist.

The roadside assist is topped up on a 12 monthly basis so long as you service with Chery. At the time of writing, Chery was yet to provide costings for its capped-price servicing program, but if it follows the same scheme as the Omoda 5 and Tiggo 7, it will be competitive.

The Farizon SuperVan is covered by a five-year, 200,000km warranty, while the high-voltage battery pack is covered for eight years or 200,000km.

There’s also five years of complimentary roadside assistance.

Logbook servicing is required every 12 months or 30,000km, which is relatively standard for commercial vehicles.

The first five services are capped and all up cost $2730. This averages out to around $550 per service, which is a little on the expensive side for an EV. However, diesel vans can be much more expensive to maintain in the long-term.

Farizon currently doesn’t have a dealer network in Australia and only sells vehicles in Queensland through its website. The company is working on setting up a dealer network in the coming months and is prioritising the eastern seaboard.