Chery Tiggo 4 Hybrid Ultimate v Toyota Yaris Cross GXL 2025 Comparison

This isn’t Chery’s first attempt Down Under. However, its second effort is far more targeted and deliberate, with superior product to back it up.

Presenting as a far more confident Chinese brand, it’s even game enough to take on Toyota’s bread and butter models – plug-less hybrids.

Arguably, hybrid is what Toyota is most known for since the inception of the Prius in 1997. Which means this is a big deal, especially given the massive progress made by Chinese manufacturers.

However, adding batteries and electric motors doesn’t come cheap, which chips away at the value equation that’s pushing the Chinese small SUV up the Australian sales chart faster than petrol prices rise before a long weekend.

The top-spec 2025 Chery Tiggo 4 Hybrid Ultimate we’re testing is $32,990 drive away – or more pointedly, $6000 more expensive than the equivalent turbo-petrol versions (given there are two model grades).

And that’s with a recent $2000 slashing of the price.

Importantly, it still undercuts the 2025 Toyota Yaris Cross GXL front-wheel drive (FWD). Not only are its key exterior dimensions smaller, but the value equation also comes into question with its $33,990 sticker – which is before on-road costs (ORCs). Factor those in – think $2000 give or take – and the gap favours the Chery by a significant margin.

Also, in Toyota-speak, ‘hybrid’ has morphed into HEV – or hybrid electric vehicle – given EV labelling is now trendy. And you can’t buy a Yaris Cross without the petrol-electric hybrid set-up, whereas the Chery can be had for $23,990 drive away without hybridity.

And that, dear readers, is the primary reason the Chery Tiggo 4 is fast becoming a permanent fixture at the top of the Aussie sales charts. It’s almost the Hyundai Excel of 2025. 

While resale values are hard to predict, it’s a ‘safe’ bet to assume the Yaris Cross will be worth more on the second-hand market if you decided to sell, given the strength of the Toyota brand Down Under. Corolla and HiLux are prime examples of this.

Eagle-eyed readers (or viewers if you watch carsales managing editor, Feann Torr’s video above) will notice this isn’t a direct comparison of spec or segment, but it is in terms of price. Hence, the 2025 Chery Tiggo 4 Hybrid Ultimate lives up to its high-grade billing with a swag of standard features.

And it kind of needs the tart-ups given this is, essentially, the same car that released in China as the ‘5X’ in 2017. A trio of subsequent updates bring us to the car we have here, with the latest revamp occurring in 2024, which also deleted the ‘Pro’ badges.

In terms of design, it’s certainly a style that’s resonating with buyers and presents a handsome silhouette. It features LED headlights up front with daytime running lights, while the rear LED gains a new design. It rolls on 17-inch alloy wheels and features proximity-based keyless entry with push-button start, which is something that used to be reserved for upmarket vehicles.

Inside there’s cushy synthetic leather seats, six-way power adjustment with lumbar support for the driver (manual passenger) with heating, dual-zone climate control, auto headlights and wipers as well as power folding wing mirrors and a small sunroof with blackout shade.

The 2025 Toyota Yaris Cross GXL HEV isn’t a spring chicken either. First released in 2020, the range went hybrid only in 2023 before being updated last year to get to the model we have here.

It isn’t as angular or intriguing as some of the newer Toyota designs, but it presents as a tidy light SUV. This isn’t the base model, the GX fills that gap, but don’t think the GXL is without spec despite its lower-grade status.

It runs with 16-inch alloys (no hubcaps here, thankfully) and keyless entry with push-button start, but neither has a powered tailgate.

Inside, the Yaris Cross isn’t as plush. You don’t receive fake cowhide or powered and heated seats. Instead, the GXL gains cloth-clad, manually adjustable seats. They’re supportive, but not as ‘cushy’ as the Chery’s pews.

There’s no dual-zone climate control, either, but the Yaris Cross does come with auto wipers and headlights, with the latter being LEDs up front, but halogen for the brake lights at the rear.

Premium optional paint is selected for both, with the Chery’s Lunar Silver costing $500 and the Toyota’s Mineral Blue being $575.

In terms of warranty, both run with unlimited kilometres, but Chery’s seven-year offering bests the Toyota by two years. Scheduled servicing period are identical at 12 month or 15,000km but it’s the Toyota that’s the cheapest, with each garage visit locked in at $255 apiece compared to the Tiggo 4’s $299.

However, the Chery claws back ground by including up to seven years of roadside assistance if you service with an approved dealer, whereas Toyota asks a minimum of $99 per annum for its basic plan. Which is a bit cruel.

Covering bases is important in this market segment. To that end, the pair tote a five-star ANCAP safety rating, which is all-important for showroom appeal.

Although the 2025 Chery Tiggo 4 Hybrid Ultimate’s score is awarded to the non-hybrid range, the petrol-electric version runs with the same level of active tech. This includes autonomous emergency braking (AEB) with cyclist, pedestrian and junction detection.

Other highlights are active cruise control, blind spot monitoring, lane departure warning with steering intervention, rear cross traffic alert, traffic sign recognition, driver fatigue monitoring, rear cross traffic alert, parking sensors and a full 360-dgree camera with see-through 3D mode.

The 2025 Toyota Yaris Cross GXL HEV shares this onslaught of tech but misses out on driver fatigue monitoring (which some might consider a boon) and also lacks a 3D mode for its 360-degree camera – it’s more of a top-down 360-degree scenario for the parking camera. It also gained a five-star ANCAP safety rating, but it was awarded back in 2021.

Both Chery and Toyota are to be commended for the integration of contemporary active tech. Maybe more so the Chinese player, given the infamous reputation such systems hailing from the Asian superpower have garnered.

Yet, the Tiggo 4 has been tuned for Australia, meaning not only do the annoying things you want to turn off stay off, but they’re also better calibrated in the first place. Maddening bings and bongs be gone… well, mostly.

The Chery’s driver attention monitor can be somewhat intrusive, but it isn’t a factor in the Yaris Cross – because it doesn’t have it. The Toyota also misses out on the side-exit function, which also features in the rear doors of the Tiggo 4.

Both are fitted with dual ISOFIX points and a trio of top-tether child-seat anchorages, while the Chery has one less airbag to the Toyota’s eight.

They might be at the ‘budget’ end of their respective brand model lineups, but technology isn’t left off the table.

Especially when it comes to the 2025 Chery Tiggo 4 Hybrid Ultimate, which houses dual 10.25-inch displays ahead of the driver to mimic one long panel.

The display ahead of the driver covers the digital instrument cluster, while the central touchscreen is for the infotainment. The six-speaker audio system doesn’t offer the best acoustics, though.

Inside the cabin of the 2025 Toyota Yaris Cross GXL HEV there isn’t quite the same bombardment of screen acreage, but it doesn’t miss out. Its instrument cluster is also digital at 7.0 inches, yet its graphics and resolution don’t look as slick as the Chery’s.

The same goes for the 8.0-inch infotainment screen, although its functionality is as easy to use with decent responses to inputs.

Both have wireless Apple CarPlay and Android Auto, while the Chery gains a wireless charge pad (hidden under the centre console) and the Toyota features in-built satnav. Other than that, both run Bluetooth, DAB+ digital radio, USB ports and voice activation (in the Tiggo 4, simply say ‘hello Chery’).

Marks against each are for different reasons, with the Chery missing out on native satnav (useful for times when you don’t have phone reception) and the Toyota shows its age and low-spec status by forgoing a wireless charge pad.

Hybrid is the only option for the Toyota side of the ring. Chery also offers a conventional turbo-petrol engine for those who don’t want electric assistance – or simply don’t want to pay the premium for it.

The 2025 Chery Tiggo 4 Hybrid Ultimate pairs a naturally aspirated 1.5-litre four-cylinder engine with an electric motor, the latter of which is supplied current via a diminutive 1.83kWh lithium-ion battery. The petrol engine offers up 71kW and 120Nm, with EV assistance totalling a substantial 150kW and 310Nm.

A combined output isn’t detailed.

As specified earlier, the Japanese giant has been in the business of hybrid powertrains for yonks, so the 2025 Toyota Yaris Cross GXL HEV has decades of knowhow to leverage. It pairs a naturally aspirated 1.5-litre three-cylinder engine with an e-motor and tiny 0.7kWh lithium-ion battery pack.

The combined output is 85kW (no grouped torque figure is detailed) due to the 67kW/120Nm combustion engine and 59kW/141Nm e-motor.

The Chery is front-wheel-drive (FWD) only and runs through a single-speed ‘dedicated hybrid transmission’ – otherwise known as a Continuously Variable Transmission (CVT). The Yaris Cross can be bought with all-wheel drive (and an additional e-motor at the rear) but our GXL is FWD and runs through a CVT.

The Chery struggles to match the Toyota’s seamlessness when switching between its power sources on-road. There’s just a bit of polish and refinement that’s lacking. Still, it manages to sustain EV-only driving (from standstill) longer, with the speedo reaching 76km/h before the petrol engine chimed in. And when it does, particularly under heavier throttle applications, the four-cylinder engine is raucous and intrusive, revving hard to maintain drive and be a power source.

It’s what you might expect of the three-cylinder engine in the Yaris Cross, yet it never really happens. And no, the thrummy unit might not be to everyone’s taste, but it adds a bit of character the Tiggo 4 is missing. We quite like its tune. Especially when it’s paired with smoother transitions from EV to internal combustion.

However, the Toyota’s smaller battery pack shows with greater resistance to use EV-only propulsion. Unlike the Chery, it has a dedicated ‘EV mode’, but it comes with parameters that are hard to reach and rarely met. We gingerly creep up to 47km/h twice before the three-cylinder chimed in, which is a significant reduction on the Chery.

Both kick into EV-only driving while coasting at higher speeds. Yet it’s the Chery’s more robust system that sees it try to shirk the petrol engine more readily. Which also makes the next section a bit of a head-scratcher.

This is where both must prove their worth. And the beauty of series hybrids is you don’t have to worry about plugging it in to charge. This setup provides the least lifestyle impact, with the benefits of slow-speed electric assistance.

Officially the 2025 Chery Tiggo 4 Hybrid Ultimate uses fuel at a rate of 5.4L/100kmn on average – which is good, but not brilliant. We can’t quite match that, with our number coming in 0.1L/100km more than what Chery claims.

Which is a figure easily usurped by the 2025 Toyota Yaris Cross GXL HEV as it ‘drinks’ 4.7L/100km.

And yes, that is a noticeable increase on Toyota’s ultra-frugal 3.8L/100km official average, but it’s worth noting that our drive loop included only marginal inner-city commuting. Subsequent, lower-speed scenarios bring the fuel use down in both.

So, despite packing greater hybrid firepower, the Chery is less efficient.

This is largely due to the fact it’s 1494kg kerb weight is 259kg heftier than the Toyota. While the Tiggo 4’s hybrid system is noticeably more efficient than its solus turbo-petrol sibling (7.4L/100km), you’d have to do a lot of driving to make up for the $6K monetary jump.

Regenerative braking aids the recharging process for both SUV’s batteries, with the Chery offering three levels of resistance, while the Toyota has a B mode. Neither offer true one-pedal driving. A few quirks are the fact the Tiggo 4 doesn’t remember the regen level between each engine start and the Yaris Cross’ B mode can’t be used with cruise control.

A tick for both the Chery and Toyota is that they can run on cheaper 91 RON unleaded. And even with small fuel tanks, 51 litres and 38L respectively, they both tote an ultimate range of around 1000km.

Safe and predictable is about all this pair need to be.

Again, while the build date might be current, the 2025 Chery Tiggo 4 Hybrid Ultimate’s origins can be traced back to 2017 and it’s based on a version of the brand’s J1X platform.

The Chery makes for easy commuting around the suburbs and the city. It certainly is a better experience than its bigger sibling, the Chery C5. The ride quality is firm at times, but it is largely liveable despite the odd pothole being felt and heard.

You can flip-flop between Eco and Sport driving modes, with both being accompanied by an oddly assertive announcement when doing so. Yet there really isn’t any reason to opt for the latter to gain a sharper throttle and heftier steering.

Which is the, ahem, sticking point of the Tiggo 4 experience.

The steering is overly light and far from direct. There’s also a fair bit of play on centre and it can be ‘sticky’ when lock is applied. Switching up the mode doesn’t really result in improved responses, either. And the Chery also suffers from a bit of kickback through the steering wheel when navigating corners with poor surfaces.

The FWD layout can struggle to deal with purchase given there’s a fair chunk of electrified torque to contend with – it’s a muscular little unit. But this isn’t helped by the Sailun tyres. Especially in the wet conditions we encountered while road testing.

Ultimately, investing in higher-quality rubber when it comes time to change tyres will be money well spent. And unlike the Yaris Cross which does have this option but doesn’t need it, the Tiggo 4 would benefit from AWD.

Being fitted with Yokohama tyres does increase grip levels with the 2025 Toyota Yaris Cross GXL HEV – although, it’s lower outputs also don’t trouble its amount of traction either. No matter the weather conditions. Still, the added confidence the Yokohamas provide is reassuring.

Yes, it’s smaller dimensions and significantly reduced weight also help make the Yaris Cross feel more agile and nimble with less body roll and wallowing. Yet, the controls also feel more positive. Which is mainly down to the steering that’s noticeably heavier in weight and doesn’t have the dead zone on centre.

Thankfully, the tauter chassis and tighter damping doesn’t result in a harsher ride quality. With a bit more tyre profile, the Yaris Cross is a little friendlier traversing craggy roads within the CBD. So, it’s more relaxing and enjoyable to drive in and outside of suburbia.

It even has slightly better suppression of noise, vibration and harshness levels with less tyre roar entering the cabin at highway speeds. Although, the Chery isn’t as bothered by wind noise.

Both provide a relatively unobstructed view out.

In terms of seating position, you sit quite high in both. This could be of benefit to some, but it isn’t appreciated with taller drivers – a point that is made worse in the Yaris Cross due to its more limited steering wheel height adjustment.

It’s rare that the less expensive option harnesses the most perceived quality. Yet, the Chinese offering isn’t all about subterfuge.

Despite links to 2017, the 2025 Chery Tiggo 4 Hybrid Ultimate does a good job of disguising its age. Soft-touch dashboard with nicely done stitching look and feel good, while the plush materials and stitching even extends to the grab handles on all four door cards.

This makes tactile areas that are used daily a more pleasing experience and also improves its showroom appeal. Anyone who sits in this SUV will come away at least somewhat impressed.

Cabin ergonomics are mostly sound in the Chery, too. We like the physical adjustment on offer for the climate control (which extends to fan speed and temperature) and quick access to other often-used items. The infotainment display also offers a ‘swipe left’ action that generates a handy menu to switch safety items off, or even to adjust the screen brightness.

The gear lever can become tiresome, however. You often need to pull back twice to engage Drive or push forward twice for Reverse, which means you can be left revving in Neutral if you’re not attentive.

And while in-cabin storage is generally well considered, the door cards won’t swallow big bottles like the Yaris Cross can.

Yes, they’re well screwed together, but there are noticeably more hard and scratchy plastics in the more expensive 2025 Toyota Yaris Cross GXL HEV. Admittedly, the suede-covered inner doors are a nice touch (and nice to touch). But the overall design isn’t as clean, either.

That said, it’s a logical and pragmatic space to inhabit.

That thought extends to how easy everything is to use, too. Especially regarding the climate controls, with large rotary dials catering for the often-used temperature and fan-speed adjustment. There’s even a volume knob flanking the infotainment screen – hooray for simple pleasures.

It’s a little frustrating to see blanked-out pieces of plastic that would be operational buttons in a higher spec Yaris Cross, and storage isn’t as generous compared to the bigger Chery. It doesn’t really have a central cubby hole and the placement of the USB-C ports leads to unsightly cable mess.

Interestingly, despite the Toyota’s dimensional deficit (the Yaris Cross loses 150mm in length, 65mm in height and 65mm in width), it rivals the Chery for wheelbase. That means, rear-seat legroom is about on par with the spacious Tiggo 4, as is headroom.

Yet, it can’t compete with shoulder room, front or back. You’re in close quarters with your passengers and there’s little chance of fitting three across the back seat.

In an odd move, there’s only one directional air vent for the back seat of the Tiggo 4 – which could be viewed as worse than not having any at all like the Yaris Cross given the fights between siblings it could generate.

There’s also only one older-spec USB-A port in the back of the Chery, where again its competition doesn’t have any.

Still, combined with the extra room, as well as dual map pockets (as opposed to one), a padded centre arm rest and door bottle holders, the Tiggo 4 is the nicer space for back seat occupants.

There’ll also be more cargo capacity for them, too, given the Chery totes a 470-litre boot (to the roof) compared to 390L in the Toyota.

However, the Yaris Cross gains points for its 40/20/40-split rear seats compared to the 60/40-split in the Tiggo 4. The former also doesn’t have a wired hump in the floor due to the placement of the latter’s 12V battery underneath.

Both use a space-saver spare tyre.

The 2025 Chery Tiggo 4 Hybrid Ultimate isn’t merely a case of ‘you get what you pay for’. There is substance here. And it’s clever, too, with electric gubbins aimed at taking on the hybrid poster child.

However, that comes as a cost. And it’s one that eats into the value proposition that’s currently making the Tiggo 4 a sales success.

True thrifty shoppers won’t see past the petrol-powered, $24K entry-level option given the hybrid’s fuel-saving benefits likely won’t outweigh the significantly increased initial outlay.

Of course, time will tell if Chery can garner a strong and positive reputation as well as notch up reliability runs on the board. But in the court of public opinion, rivalling the Japanese giant Toyota will take time and matching its strong resale values will be almost impossible.

Which means it’s a win for the establishment and the 2025 Toyota Yaris Cross GXL. It’s frugal and feels accomplished. Ultimately, the Toyota simply stacks up in a few more ways.

But watch this space because the goalposts are becoming fluid.

2025 Chery Tiggo 4 Hybrid Ultimate at a glance:
Price: $32,990 (drive away)
Available: Now
Powertrain: 1.5-litre four-cylinder petrol-electric
Output: 71kW/121Nm (electric motor: 150kW/310Nm)
Combined output: Not specified
Transmission: Single-speed hybrid transmission
Fuel: 5.4L/100km (ADR Combined)
CO2: 123g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2024)

2025 Toyota Yaris Cross GXL HEV at a glance:
Price: $33,990 (plus on-road costs)
Available: Now
Powertrain: 1.5-litre three-cylinder petrol-electric
Output: 67kW/120Nm (electric motor: 59kW/141Nm)
Combined output: 85kW (not combined torque figure specified)
Transmission: Continuously variable
Fuel: 3.8L/100km (ADR Combined)
CO2: 86g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2021)

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