DIY repair cherry chigo

In detail: DIY repair of cherry chigo from a real master for the site my.housecope.com.

Copying design and borrowing technical solutions, engines and even platforms from eminent automakers is a feature of many Chinese cars. One such example is the Chery Tiggo, which has become a very successful reincarnation of the second generation Toyota RAV4 crossover. Let's check how things are going with its maintenance? We assess maintainability in points - they correspond to the total standard hours (according to the official grid) spent on certain operations.

There are two gasoline engines and two types of drive available for the Tiggo in our market. The older 2.0 engine is paired only with an all-wheel drive transmission and a five-speed manual gearbox. Unfortunately, we were not able to touch this modification due to the extremely low demand for it. Most dealers do not keep such machines in their warehouses and only bring them to order.

But the most demanded Tiggo was dismantled to a screw: with a 1.6 engine and no alternative front-wheel drive - such versions come with both a variator and a mechanics.

Regardless of the configuration, the Tiggo has a very peculiar maintenance schedule. The time interval is the usual year, and the service mileage was reduced to 10 thousand km. In addition, the list included works long forgotten by most manufacturers with suspiciously frequent deadlines.

The 1.6 petrol four with a maintenance-free timing chain drive was created on the basis of the Mitsubishi engine, which was slightly modernized, equipped with two variable valve timing couplings and a variable-length intake manifold.

Video (click to play).

Surprisingly, all attachments are driven by one belt. It is fortunate that there is an automatic roller tensioner with a quite convenient release mechanism. When replacing the belt, be sure to sketch or photograph how it stood, otherwise you will waste a lot of time later without prompting. We change the belt from below, additionally removing the side boot.

An interesting ignition system is used on this engine, again borrowed from Mitsubishi. Two-lead coils are installed in the wells of the second and fourth cylinders. Outwardly, they resemble individual ones - with one lead the coil sits directly on the candle, and the high-voltage wire goes to the neighboring "pot". There will be no problems with replacing candles (according to the regulations - every 20 thousand km). All this exotic is covered only by a decorative motor cover on simple clamps.

The coils are fixed with bolts "8", and their connectors have simple fastenings. For candles you will need a familiar "16" head.

Strange, but the regulations do not indicate the timing of replacing the engine air filter. And he usually does not live more than 20 thousand km. The upper filter cover is fixed with two self-tapping screws and three projections in the grooves on the lower housing. When replacing the filter, it is enough to unscrew the fasteners. Lift the cover, but do not remove it from the case, otherwise you will then fall into the grooves for a long time.

Antifreeze replacement is prescribed every 40 thousand km - very often! Fortunately, there is a divine drain plug on the radiator. Additionally, we remove the half of a small boot on the bumper under it.

Pleased with the presence of a separate filter outside the tank. The fuel lines are fixed on it with convenient quick-release couplings. To remove the filter, unclench the metal bracket that tightens it and unscrew the "ground" wire fixed to the body with a bolt "8". It would seem that everything is fine, but the matter is overshadowed by the ultra-short interval for replacing the element - every 20 thousand km!

I was also struck by the presence of a mandatory operation to update the power steering oil.Of course, sooner or later, the grease needs to be changed (despite the fact that it is supposedly designed for the entire service life), but not as often as the "Chinese" require - first at 20 thousand mileage, and then every 40 thousand!

The service of the mechanical box also excelled. The oil change interval is 30 thousand km. Even for serious off-road vehicles, it is not updated with such enviable regularity. It's good that the usual drain and filler plugs are provided. The normal oil level is at the lower edge of the filler hole.

Even the variator has a life of its own. Not only is it designed to use conventional ATF fluid for hydromechanical automatic devices, it also provides for only one oil change per 40 thousand kilometers. Aggregates of this type are quite whimsical - that's where you shouldn't be limited to just one fluid update! At the same time, the procedure is quite simple - everything is like in the usual classic slot machines. There is a normal drain plug and even a good old dipstick (also a filler hole). Only its location let us down. It comes out almost under the engine air filter housing, and it is difficult to reach it with your hand, let alone the oil fill. Well, at least it won't be difficult to remove the case. It is secured on the sides with two “10” bolts and a regular clamp on the throttle body.

The battery is fixed by the upper bar on two studs with nuts "10". Regular terminals are not overloaded with additional elements. Everything is removed quickly and without problems.

The Chinese were too clever with the location of the engine compartment fuse box. He was pushed into the right cup (upper suspension strut support). The block covers a separate part of the "frill" (cover under the windshield), fixed with four caps for a Phillips screwdriver. It is inconvenient to put it back - it is difficult to immediately hit the ledges under the glass. The fuse box cover is secured on the sides with two latches. It contains the English-language designations of the chains and their spare protectors. The cabin unit is located under a simple cover on the dashboard (bottom left). But, unfortunately, there are no designations or spare fuses on it.

All brakes are disc brakes. The calipers are secured with bolts "13". Replacing the front pads - no surprises, and at the back there is a nice bonus - no recessed pad is needed. The pistons are brought together without rotation with an improvised tool. Replacement of brake fluid - every 40 thousand km. The fittings are conveniently located.

Replacing lamps in front optics is a thankless task. Free access is only to the turn signals. Their sockets are located in the inner corners of the headlights near the radiator grill and are secured by turning. The rest of the lamps have a simple fixation, but it is difficult to crawl up to them. Burnt out diode running lights must be replaced along with the optics.

Access to the right headlight is severely limited by the antifreeze reservoir. Fortunately, he effortlessly comes up from the mounts. If this did not help, then you will have to remove the optics, partially dismantling the bumper.

The trouble is with the front foglights. It is unheard of that to replace lamps you had to not only remove, but also disassemble the headlight! Access to lighting equipment is only from below and from the side, and it is necessary to partially dismantle the fenders.

There are no problems with the lamps in the taillights. The brake lights in them are diode, as in the additional element on the rear door. Access to the rest of the lamps is through the niches in the sidewalls of the trunk. They are closed with lids with simple latches. Under them are large plastic plugs that can be removed by hand or prying off with a screwdriver.

With rear foglights, too, not everything is smooth. They are located in the corner portions of the bumper and the pivot-secured lamp holders abut against the body panel. Accordingly, the headlights will have to be removed along with these corner bumpers. The operation is time consuming.

Chery Tiggo FL scored 15.5 points - a mediocre figure. And this despite the fact that the car is surprisingly easy to maintain, as in the good old days.The barrel of honey was spoiled by annoying fly in the ointment: a mysterious maintenance schedule with very short intervals for changing liquids and ridiculous difficulties with replacing lamps in optics.

The editors would like to thank the technical center "Cheri Center Kashirsky" (Moscow) for help in preparing the material

The car manufacturer Chery Tiggo recommends changing the drive belt every 40 thousand kilometers. Next, we will consider how you can change the timing belt on a car with an Acteco 1.8 engine on your own, without resorting to the services of a car service. Replacement tools [. ]

Cherie Tigo's native clutch, to put it mildly, is not very good - it wears off quickly. Verified by personal experience. It was decided to purchase a similar Valeo clutch kit. Estimated cost - 5,000 rubles. Replacing the clutch yourself is hellish [. ]

I decided to replace the fuel filter on my Cherie Tigo, but figured that there was no store with spare parts for Chinese nearby. There are still shops designed for foreign cars, but as far as the Chinese are concerned, you even have to order consumables and [. ]

Experienced car enthusiasts know that front brake pads wear out much faster than rear pads. The need to replace the brake pads is indicated by an extraneous sound that occurs every time the brake pedal is pressed. However, Chery Tiggo vehicles are equipped with sensors [. ]

The procedure for pressing out silent blocks and replacing them with new ones is quite time consuming on all lines of the Cherie Tigo model. This operation is recommended to be performed at a service station. If you are confident in your abilities, then here is a video replacement instruction [. ]

When a belt breaks, nothing criminal, as a rule, happens. It's just that the car cannot be started from the spot, only from the pusher. Another thing is when the generator itself is broken, which, according to the standard, should produce 14.2 volts, regardless of [. ]

But the most demanded Tiggo was dismantled to a screw: with a 1.6 engine and no alternative front-wheel drive - such versions come with both a variator and a mechanics.

An interesting ignition system is used on this engine, again borrowed from Mitsubishi. Two-lead coils are installed in the wells of the second and fourth cylinders. Outwardly, they resemble individual ones - with one lead the coil sits directly on the candle, and the high-voltage wire goes to the neighboring "pot".There will be no problems with replacing candles (according to the regulations - every 20 thousand km). All this exotic is covered only by a decorative motor cover on simple clamps.

The coils are fixed with bolts "8", and their connectors have simple fastenings. For candles you will need a familiar "16" head.

I was also struck by the presence of a mandatory operation to update the power steering oil. Of course, sooner or later, the grease needs to be changed (despite the fact that it is supposedly designed for the entire service life), but not as often as the "Chinese" require - first at 20 thousand mileage, and then every 40 thousand!

The battery is fixed by the upper bar on two studs with nuts "10". Regular terminals are not overloaded with additional elements. Everything is removed quickly and without problems.

Replacing lamps in front optics is a thankless task. Free access is only to the turn signals. Their sockets are located in the inner corners of the headlights near the radiator grill and are secured by turning.The rest of the lamps have a simple fixation, but it is difficult to crawl up to them. Burnt out diode running lights must be replaced along with the optics.

Chery Tiggo FL scored 15.5 points - a mediocre figure. And this despite the fact that the car is surprisingly easy to maintain, as in the good old days. The barrel of honey was spoiled by annoying fly in the ointment: a mysterious maintenance schedule with very short intervals for changing liquids and ridiculous difficulties with replacing lamps in optics.

The editors would like to thank the technical center "Cheri Center Kashirsky" (Moscow) for help in preparing the material

11.12.2015, 17:21 1.1k Views

If the fuel pressure regulation sensor (RTD) on the Chery Tiggo is out of order, it is not necessary to buy a new one, all the more it is costly, since it is very difficult to find the sensor separately.

But you can repair the old one, especially since its device is very simple - a spring, and a diagram. How to do this, see a short video

And in this video, the author shows where to find, how to remove the RDT sensor itself and replace it - the whole process from removing the fuel pump to removing the sensor and reassembling the entire structure.

By the way, you can identify the problem at any service station or even on your own, just connect a test computer and read the error codes.

+ People's guide to repair

Chery Tiggo T11
2005 — 2013
Chery Tiggo FL
2012 - 2015 (restyling)
Chery tiggo 2
2017 - present (hatchback)
Chery tiggo 3
2014 — 2016
Chery tiggo 5
2016 - present (restyling)
Chery Tiggo 7 (T15)
2017 - present (in China)
Chery Tiggo 8 (T18)
2018 - present (in China)

The interior, assembled from simple hard plastic, does not suffer from birth mute, and over time the chorus of "crickets" intensify the clatter of loosened door locks and the creak of seat mechanisms. By the way, there are more serious questions about the seats - the thin fabric of their covers not only gets dirty quickly, but also breaks easily, and the padding loses its shape over time and noticeably "sits".

There are no rampant problems with a simple electric appliance - except that the quality of the Chinese "music" with a CD-player ($ 200) is not quite predictable, the windows are junk ($ 80), and the "stove" fan motor ($ 100) begins to screech in a "Zhiguli" voice - for some time you can save yourself from his song by lubricating the bushings. The heater radiator ($ 75) tends to quickly become clogged with deposits, and if flushing does not help, it will have to be changed, and in the future, fill in only proven antifreeze at a higher price.

Savings on engine oil may also backfire, the fastidiousness of which is a hereditary trait of Mitsubishi 4G6 engines, which have been operating since the late 80s on a dozen models of this Japanese company, and now produced under license at the Chery headquarters in Wuhu. By design, the units with a volume of 2.4 liters (4G64S4M) and 2.0 liters (4G63S4M) are similar - therefore, they are subject to the same ailments. For example, the generator ($ 170) has weak bearings, which it reports with a hum after 60-70 thousand kilometers.

Like Mitsubishi, due to low-quality or not replaced oil in time, the first thing to fail is the hydraulic valve pushers, which already do not always cross the 100 thousand kilometers mark. The parts themselves are penny (eight dollars each), but, having jammed, they can "pull" the valves behind them - as a result, the amount will grow to $ 700 for a new cylinder head.

And this is not yet the most ruinous ending! Due to the design features of both motors, the bushing-bearings of the balance shafts work without excess lubrication - if you do not keep track of the oil level in the crankcase at least a little, the bearings ($ 15 per set) wear out quickly on starvation soldering and the shafts jam. Of course, it would be possible to live with immobilized balance shafts and vibrations that have increased as a result ... But Mitsubishi owners also learned from their own experience that the bits of a drive belt cut off by a blocked pulley, according to the law of harm, will certainly fall under the adjacent timing belt, which will end in an unfriendly meeting of valves with pistons ! Please note that the same $ 2000-2200 for engine overhaul may also be needed if the balance shaft drive belt is not renewed every 45 thousand kilometers at the same time as replacing the timing belt.

No less responsibly, you need to treat the level of the coolant in the expansion tank: motors tend to squander antifreeze through the lower radiator pipe or at the pump connection. And also remember that Chery engines, that is, Mitsubishi, do not tolerate bad spark plugs, from which breakdowns begin in high-voltage wires ($ 30) and they fail.

The fuel pump installed in the tank usually suffers from mediocre fuel: in the unit manufactured at the Australian plant Siemens, one of the filter nets is located in a narrow pipeline and clogs at every opportunity. Formally, a non-separable fuel pump is supposed to be changed entirely, and although it is inexpensive ($ 80), many especially thrifty owners prefer to remove the mesh, deliberately sacrificing the quality of fuel cleaning - and as a result, risking dirt-intolerant nozzles ($ 70 apiece), which malfunction first of all, "diesel" shudders and rattles at idle speed after a difficult cold start will tell.

Since 2006, Tiggo began to install "own" engines designed by the Austrian company AVL. Motors of the Acteco 1.6, 1.8 and 2.0 series with electronic throttle control in general turned out to be quite successful, although they are no less demanding for consumable fluids than the former "Japanese" - for example, they often have a thermostat ($ 10) dissatisfied with the quality of antifreeze. Sometimes after 50-70 thousand kilometers the engine mounts are rented ($ 25) and vibrations begin, but mostly the questions are raised by the "hitch" - it happens that the fuel pressure regulator ($ 15) jams, the coolant temperature sensor ($ 10) makes it difficult to start in frost and the MAF sensor ($ 15) takes away the power from the motor.

Automatic transmission from Tiggo (only front-wheel drive versions are equipped with it) - also borrowed. And what a! Surprisingly, “with all the richness of choice” there was no alternative to the French four-speed “automatic” - the notorious DP0 unit (aka AL4), which has been bothering the owners of two-pedal Renault, Peugeot and Citroen since the mid-90s. So the owners of Tiggo with Acteco engines also have every chance to get acquainted with the delights of the "primary source" - the automatic transmission, renamed QR425, does not favor cold operation and a low oil level, which also leaks through the oil seals, but most importantly - after 60 -80 thousand kilometers in jerks when switching, the box may require new pressure modulation hydraulic valves (from $ 100), or even the entire valve body ($ 500). And at Chery, this "French" bouquet can be even more "decorated" with disruptions in the operation of the box due to the loss of contacts in the wiring.There is an alternative to the PSA box - Tiggo with engines of the 4G6 series are also available with the Mitsubishi F4A4 automatic transmission, but these have not been officially supplied to us.

Chery Tiggo mechanics? The five-speed Chinese box QR523 cannot be called problem-free either: the design of multi-cone synchronizers is unsuccessful. Their crunch sometimes "pleases" the owners of even new Chery Tiggoes and, progressing over time, to 60-80 thousand kilometers can seriously spoil the process of changing gears and make them remember the old-fashioned skills of double squeezing the clutch (the clutch itself, by the way, does not always live up to 90-100 thousand kilometers). And even earlier, the gearshift lever can go out of control - the sheath of the cable drives ($ 15) can melt on the exhaust manifold, or, on the contrary, the cables freeze during parking in winter due to water that has got inside the shell.

There is a design miscalculation in the all-wheel drive transmission - at first, regardless of mileage, the Tiggo shuddered at 60-80 km / h and 110 km / h. Dealers unsuccessfully tried to balance the driveshafts, but the problem lay in the BorgWarner ITM 3e multi-plate clutch that connects the rear wheels (the same is installed, for example, on Kia and Hyundai crossovers) - more precisely, in its placement. A coupling rigidly attached to the bottom in the middle of the base at a certain shaft speed comes into resonance with the body! As a "fire" measure, the Chinese installed rubber silent blocks at the coupling points ($ 130 including work), but this only slightly eased the fever. The trouble was dealt with right up to 2010 (because of this, since 2008, we have even suspended sales of all-wheel drive versions), when the clutch “moved” to its logical place on the rear gearbox, and instead of it, a suspended support for the propeller shaft was installed - the vibrations disappeared

There were no such blunders in the suspension, because it repeats to the smallest detail that of the second generation Toyota RAV4 crossover. We will not talk about the moral side of this copying, but from a technical point of view, Toyota is an excellent donor. However, the quality of the elements and, accordingly, the suspension resource of Chery is not Toyota's at all - fortunately, instead of the Chinese "original" during repairs, you can put Japanese parts. The first, after 30-40 thousand kilometers, will need stabilizer mounts - bushings (eight dollars for Chinese or 12 dollars for Japanese) and struts (10 and 14 dollars, respectively), after 80-100 thousand kilometers - shock absorbers (65 dollars for the front and 45 rear or 120 and 90 dollars for Japanese counterparts) and separately replaceable silent blocks of levers. But the funny thing is that after 100 thousand kilometers the metal of the springs (primarily the rear ones, 23 for Chinese or 35 dollars for Japanese) can get tired, and they "sit down", reducing the ground clearance by three to four centimeters!