Latest news with #Smart#3
The Advertiser
23-05-2025
- Automotive
- The Advertiser
2025 Smart #5 review: Quick drive
Once upon a time, Smart was a brand that specialised in small city cars, but modern legislation and market forces have coaxed the company into a change of tack. Not only are the existing Smart #1 and Smart #3 compact electric SUVs much more family-sized than many of the products Smart has previously built, but the new 2025 Smart #5 really is a big electric SUV. Although it looks smaller than most, it's much the same size as the Volkswagen ID.4, and it's every bit as spacious inside, so it's very different from the cars Smart was previously known for. The question is whether the new-look brand can capture buyers' imaginations in the same way, and whether the #5 is capable of mixing it with the more established products it wishes to challenge. To find out, we headed to Portugal for the global launch of the #5, where we tested a European-specification car in top-of-the-range, high-performance Brabus form. Sportier styling and higher power output aside, it's little different from other variants in the range, and gave us a good opportunity to try out all the #5 has to offer in every situation, from country roads and urban streets to gravel tracks and highways, before the model's Australian release. Smart is yet to confirm pricing for the #5 in Australia, but we're expecting the mid-size electric SUV to start somewhere around the $70,000 mark, or just above the smaller #3. We're also expecting a pretty generous standard specification, with 19-inch alloy wheels, a panoramic roof and parking sensors at the front and rear all expected to feature. That's all going to sit alongside a massive 13-inch infotainment touchscreen, a digital instrument cluster and dual-zone climate control, as well as wireless phone charging, synthetic leather upholstery and over-the-air software updates. Smart's new look is modern and clean, and that's as true of the #5's interior as it is of the exterior styling. So, you'll find neat, rounded shapes and a relatively button-free dashboard, with a simple three-spoke steering wheel and most of the controls living on the touchscreen. And it's a sizeable touchscreen, measuring 13 inches diagonally, complete with the latest software and a quick processor, as well as Smart's latest-generation voice assistant, which takes the form of a lion avatar that prowls the menus. In truth, some of that stuff is a bit gimmicky, despite the cleverness of the technology, and the lion thing is a little distracting if we're honest. But it isn't as distracting as the passenger display that's fitted to some of the more upmarket grades as standard in Europe, including the range-topping Brabus cars. Whereas some brands put a kind of polarising film on their passenger displays, preventing the driver from seeing what's there, there's no such protection on the Smart's system, leaving the driver with every chance of rubbernecking at whatever film or game the passenger is playing. It's a nice idea, then, but it feels as though it needs a little refinement. In fairness, though, Smart says the technology isn't entirely complete and will be updated ahead of the car's market introduction later this year. And while we can find faults with the two main touchscreens, the responses are sharp, and even the touchscreen climate control system isn't too difficult to adjust. On top of all that, we've nothing but praise for the head-up display and the digital instrument cluster. We're impressed with the cabin quality, too, which is every bit as good as we've seen in the #1 and #3 models. Most of the materials, with only a couple of exceptions, are remarkably good, including the seat upholstery and most of the plastics. Combined with the airiness provided by the glass roof, it makes the #5's cabin feel decidedly upmarket. But the overwhelming sense is one of space. The room inside the #5 is staggeringly good, with huge amounts of rear legroom and headroom, as well as plenty of space for those in the front. It's only a five-seater, which might disappoint some, but those five people will have plenty of room. Even the middle seat in the second row is reasonably comfortable. Luggage capacity is pretty good, too, with a 630-litre boot in all versions of the #5. That means it's considerably more spacious than the boot in a VW ID.4, and that space is joined by a 'frunk' under the bonnet. Exactly how big that frunk is will depend on which version you choose – the all-wheel drive cars get less space than the rear-wheel drive cars, but Smart reckons the standard rear-drive variant's frunk is big enough for the kind of carry-on suitcase you see airline passengers using every day. We suspect it'll probably be used for cable storage by most, but it'll offer useful carrying capacity nonetheless. Full specifications have not yet been confirmed for the Australian market, but in Europe the #5 will be offered with a choice of two different batteries. There's a base grade with a 74kWh unit that may or may not come to Australia, but we're pretty confident the variants with the larger 100kWh battery will arrive on these shores. They're offered with a choice of either single-motor rear-wheel drive, or twin-motor all-wheel drive powertrains, each with varying power outputs. The pinnacle of the lineup is the Brabus, with a generous 475kW from its two motors, but there will be a choice of less powerful options, too. In Europe, for example, the basic RWD version delivers 250kW, while there are also 267kW single-motor and 432kW dual-motor options below the Brabus. In terms of efficiency, the single-motor models offer the best range, with even the smallest battery providing more than 400km of range according to the WLTP economy test. And the dual-motor systems allow the front motor to be detached from the powertrain when it isn't needed, reducing mechanical drag and thereby making it as efficient as possible. Even the Brabus will do more than 500km on a charge, with the 100kWh rear-motor option managing 589km between trips to the plug. Although it's big and heavy – the Brabus version weighs roughly the same as a Bentley Flying Spur V8– the #5 is a remarkably comfortable thing. Smart has clearly designed the #5 with ride comfort in mind, and it absorbs bumps with surprising ease, even on massive 21-inch alloy wheels. Admittedly, such large rims and such a bulky kerb weight mean the odd sharper imperfection in the surface will make itself known, but it's generally very good indeed. And while that kind of comfort would cause some cars to feel a bit soft and vague in the corners, the Smart handles pretty well. The steering's weight is good, and even though it feels a little artificial, it's easy to put the #5 exactly where you want it. And that's useful when the car feels every bit as big as its dimensions suggest when you're on the road. Unfortunately, there is a bit of lean in the corners, which in a mid-range model would be forgivable given the comfort credentials, but feels a little disappointing in the Brabus. We're told the suspension settings are identical to other all-wheel drive #5 variants though, so it looks promising for the more popular mid-range grades. Clearly, those versions will not be as fast as the Brabus, which has a frankly obscene amount of power for something of this size. Yes, the car is heavy, but 475kW is unnecessary in something like this. Happily, the AWD powertrain is just about capable of dealing with that kind of power, and it enables stomach-churning standing-start acceleration that sees the car hit 100km/h in just 3.8 seconds. Nobody needs to go that quickly, but even the base model, with 250kW and just the one electric motor, still gets to 100km/h in less than seven seconds. With the instant response of an electric powertrain, the car will be more than punchy enough no matter which version you choose. It'll be quiet, too, with acoustically insulated glass that's strikingly thick when you see its cross-section, meaning limited noise from the tyres or the wind. While it may not be quite as refined as some Mercedes-Benz luxury products, it's definitely quiet enough to live up to its semi-premium billing. Smart Australia is yet to confirm which versions of the #5 will come Down Under, but we know the Europe-bound cars get a generous specification and a wide range of different trim levels. 2025 Smart #5 equipment highlights: For Australia, we're expecting a slightly thinned-out lineup, perhaps with three or four different versions. The new #5 is yet to be crash tested either in Australia or in Europe, but Smart's record so far is good. Both the #1 and #3 received five-star ratings when they were put through their paces by ANCAP, and Smart has kitted the new car out with plenty of standard safety equipment. Better still, the company has included a system that allows drivers to choose their preferences for the driver assistance technology, which can be something of an irritant in certain situations. With Smart's touchscreen, however, those preferences can be saved, allowing faster access to drivers' preferred settings. Safety equipment includes: Every Smart currently sold in Australia comes with a five-year, 150,000km warranty, and we're expecting the #5 to be no exception. As with all electric vehicle, low running costs are one of the #5's big selling points, and there's no doubt it'll be considerably less expensive to operate than a similarly powerful petrol car. But alongside other EVs, it won't prove quite so cheap. The battery is much larger than that of, say, an ID.4, so it'll be more expensive to charge, and it won't go any further on a charge. The difference won't be huge, but other electric SUVs will – at least in theory – be slightly cheaper to run. The #5 may not be anything like Smarts of old, but that's no bad thing. A competent, likeable and comfortable electric SUV, it's a worthy rival to the likes of the Volkswagen ID.4 and Nissan Ariya, and it's only a few ergonomic shortcomings away from beating them. Perhaps it isn't the most efficient thing on the road, but its fast-charging capabilities and its pleasant road manners more than make up for Everything Smart Content originally sourced from: Once upon a time, Smart was a brand that specialised in small city cars, but modern legislation and market forces have coaxed the company into a change of tack. Not only are the existing Smart #1 and Smart #3 compact electric SUVs much more family-sized than many of the products Smart has previously built, but the new 2025 Smart #5 really is a big electric SUV. Although it looks smaller than most, it's much the same size as the Volkswagen ID.4, and it's every bit as spacious inside, so it's very different from the cars Smart was previously known for. The question is whether the new-look brand can capture buyers' imaginations in the same way, and whether the #5 is capable of mixing it with the more established products it wishes to challenge. To find out, we headed to Portugal for the global launch of the #5, where we tested a European-specification car in top-of-the-range, high-performance Brabus form. Sportier styling and higher power output aside, it's little different from other variants in the range, and gave us a good opportunity to try out all the #5 has to offer in every situation, from country roads and urban streets to gravel tracks and highways, before the model's Australian release. Smart is yet to confirm pricing for the #5 in Australia, but we're expecting the mid-size electric SUV to start somewhere around the $70,000 mark, or just above the smaller #3. We're also expecting a pretty generous standard specification, with 19-inch alloy wheels, a panoramic roof and parking sensors at the front and rear all expected to feature. That's all going to sit alongside a massive 13-inch infotainment touchscreen, a digital instrument cluster and dual-zone climate control, as well as wireless phone charging, synthetic leather upholstery and over-the-air software updates. Smart's new look is modern and clean, and that's as true of the #5's interior as it is of the exterior styling. So, you'll find neat, rounded shapes and a relatively button-free dashboard, with a simple three-spoke steering wheel and most of the controls living on the touchscreen. And it's a sizeable touchscreen, measuring 13 inches diagonally, complete with the latest software and a quick processor, as well as Smart's latest-generation voice assistant, which takes the form of a lion avatar that prowls the menus. In truth, some of that stuff is a bit gimmicky, despite the cleverness of the technology, and the lion thing is a little distracting if we're honest. But it isn't as distracting as the passenger display that's fitted to some of the more upmarket grades as standard in Europe, including the range-topping Brabus cars. Whereas some brands put a kind of polarising film on their passenger displays, preventing the driver from seeing what's there, there's no such protection on the Smart's system, leaving the driver with every chance of rubbernecking at whatever film or game the passenger is playing. It's a nice idea, then, but it feels as though it needs a little refinement. In fairness, though, Smart says the technology isn't entirely complete and will be updated ahead of the car's market introduction later this year. And while we can find faults with the two main touchscreens, the responses are sharp, and even the touchscreen climate control system isn't too difficult to adjust. On top of all that, we've nothing but praise for the head-up display and the digital instrument cluster. We're impressed with the cabin quality, too, which is every bit as good as we've seen in the #1 and #3 models. Most of the materials, with only a couple of exceptions, are remarkably good, including the seat upholstery and most of the plastics. Combined with the airiness provided by the glass roof, it makes the #5's cabin feel decidedly upmarket. But the overwhelming sense is one of space. The room inside the #5 is staggeringly good, with huge amounts of rear legroom and headroom, as well as plenty of space for those in the front. It's only a five-seater, which might disappoint some, but those five people will have plenty of room. Even the middle seat in the second row is reasonably comfortable. Luggage capacity is pretty good, too, with a 630-litre boot in all versions of the #5. That means it's considerably more spacious than the boot in a VW ID.4, and that space is joined by a 'frunk' under the bonnet. Exactly how big that frunk is will depend on which version you choose – the all-wheel drive cars get less space than the rear-wheel drive cars, but Smart reckons the standard rear-drive variant's frunk is big enough for the kind of carry-on suitcase you see airline passengers using every day. We suspect it'll probably be used for cable storage by most, but it'll offer useful carrying capacity nonetheless. Full specifications have not yet been confirmed for the Australian market, but in Europe the #5 will be offered with a choice of two different batteries. There's a base grade with a 74kWh unit that may or may not come to Australia, but we're pretty confident the variants with the larger 100kWh battery will arrive on these shores. They're offered with a choice of either single-motor rear-wheel drive, or twin-motor all-wheel drive powertrains, each with varying power outputs. The pinnacle of the lineup is the Brabus, with a generous 475kW from its two motors, but there will be a choice of less powerful options, too. In Europe, for example, the basic RWD version delivers 250kW, while there are also 267kW single-motor and 432kW dual-motor options below the Brabus. In terms of efficiency, the single-motor models offer the best range, with even the smallest battery providing more than 400km of range according to the WLTP economy test. And the dual-motor systems allow the front motor to be detached from the powertrain when it isn't needed, reducing mechanical drag and thereby making it as efficient as possible. Even the Brabus will do more than 500km on a charge, with the 100kWh rear-motor option managing 589km between trips to the plug. Although it's big and heavy – the Brabus version weighs roughly the same as a Bentley Flying Spur V8– the #5 is a remarkably comfortable thing. Smart has clearly designed the #5 with ride comfort in mind, and it absorbs bumps with surprising ease, even on massive 21-inch alloy wheels. Admittedly, such large rims and such a bulky kerb weight mean the odd sharper imperfection in the surface will make itself known, but it's generally very good indeed. And while that kind of comfort would cause some cars to feel a bit soft and vague in the corners, the Smart handles pretty well. The steering's weight is good, and even though it feels a little artificial, it's easy to put the #5 exactly where you want it. And that's useful when the car feels every bit as big as its dimensions suggest when you're on the road. Unfortunately, there is a bit of lean in the corners, which in a mid-range model would be forgivable given the comfort credentials, but feels a little disappointing in the Brabus. We're told the suspension settings are identical to other all-wheel drive #5 variants though, so it looks promising for the more popular mid-range grades. Clearly, those versions will not be as fast as the Brabus, which has a frankly obscene amount of power for something of this size. Yes, the car is heavy, but 475kW is unnecessary in something like this. Happily, the AWD powertrain is just about capable of dealing with that kind of power, and it enables stomach-churning standing-start acceleration that sees the car hit 100km/h in just 3.8 seconds. Nobody needs to go that quickly, but even the base model, with 250kW and just the one electric motor, still gets to 100km/h in less than seven seconds. With the instant response of an electric powertrain, the car will be more than punchy enough no matter which version you choose. It'll be quiet, too, with acoustically insulated glass that's strikingly thick when you see its cross-section, meaning limited noise from the tyres or the wind. While it may not be quite as refined as some Mercedes-Benz luxury products, it's definitely quiet enough to live up to its semi-premium billing. Smart Australia is yet to confirm which versions of the #5 will come Down Under, but we know the Europe-bound cars get a generous specification and a wide range of different trim levels. 2025 Smart #5 equipment highlights: For Australia, we're expecting a slightly thinned-out lineup, perhaps with three or four different versions. The new #5 is yet to be crash tested either in Australia or in Europe, but Smart's record so far is good. Both the #1 and #3 received five-star ratings when they were put through their paces by ANCAP, and Smart has kitted the new car out with plenty of standard safety equipment. Better still, the company has included a system that allows drivers to choose their preferences for the driver assistance technology, which can be something of an irritant in certain situations. With Smart's touchscreen, however, those preferences can be saved, allowing faster access to drivers' preferred settings. Safety equipment includes: Every Smart currently sold in Australia comes with a five-year, 150,000km warranty, and we're expecting the #5 to be no exception. As with all electric vehicle, low running costs are one of the #5's big selling points, and there's no doubt it'll be considerably less expensive to operate than a similarly powerful petrol car. But alongside other EVs, it won't prove quite so cheap. The battery is much larger than that of, say, an ID.4, so it'll be more expensive to charge, and it won't go any further on a charge. The difference won't be huge, but other electric SUVs will – at least in theory – be slightly cheaper to run. The #5 may not be anything like Smarts of old, but that's no bad thing. A competent, likeable and comfortable electric SUV, it's a worthy rival to the likes of the Volkswagen ID.4 and Nissan Ariya, and it's only a few ergonomic shortcomings away from beating them. Perhaps it isn't the most efficient thing on the road, but its fast-charging capabilities and its pleasant road manners more than make up for Everything Smart Content originally sourced from: Once upon a time, Smart was a brand that specialised in small city cars, but modern legislation and market forces have coaxed the company into a change of tack. Not only are the existing Smart #1 and Smart #3 compact electric SUVs much more family-sized than many of the products Smart has previously built, but the new 2025 Smart #5 really is a big electric SUV. Although it looks smaller than most, it's much the same size as the Volkswagen ID.4, and it's every bit as spacious inside, so it's very different from the cars Smart was previously known for. The question is whether the new-look brand can capture buyers' imaginations in the same way, and whether the #5 is capable of mixing it with the more established products it wishes to challenge. To find out, we headed to Portugal for the global launch of the #5, where we tested a European-specification car in top-of-the-range, high-performance Brabus form. Sportier styling and higher power output aside, it's little different from other variants in the range, and gave us a good opportunity to try out all the #5 has to offer in every situation, from country roads and urban streets to gravel tracks and highways, before the model's Australian release. Smart is yet to confirm pricing for the #5 in Australia, but we're expecting the mid-size electric SUV to start somewhere around the $70,000 mark, or just above the smaller #3. We're also expecting a pretty generous standard specification, with 19-inch alloy wheels, a panoramic roof and parking sensors at the front and rear all expected to feature. That's all going to sit alongside a massive 13-inch infotainment touchscreen, a digital instrument cluster and dual-zone climate control, as well as wireless phone charging, synthetic leather upholstery and over-the-air software updates. Smart's new look is modern and clean, and that's as true of the #5's interior as it is of the exterior styling. So, you'll find neat, rounded shapes and a relatively button-free dashboard, with a simple three-spoke steering wheel and most of the controls living on the touchscreen. And it's a sizeable touchscreen, measuring 13 inches diagonally, complete with the latest software and a quick processor, as well as Smart's latest-generation voice assistant, which takes the form of a lion avatar that prowls the menus. In truth, some of that stuff is a bit gimmicky, despite the cleverness of the technology, and the lion thing is a little distracting if we're honest. But it isn't as distracting as the passenger display that's fitted to some of the more upmarket grades as standard in Europe, including the range-topping Brabus cars. Whereas some brands put a kind of polarising film on their passenger displays, preventing the driver from seeing what's there, there's no such protection on the Smart's system, leaving the driver with every chance of rubbernecking at whatever film or game the passenger is playing. It's a nice idea, then, but it feels as though it needs a little refinement. In fairness, though, Smart says the technology isn't entirely complete and will be updated ahead of the car's market introduction later this year. And while we can find faults with the two main touchscreens, the responses are sharp, and even the touchscreen climate control system isn't too difficult to adjust. On top of all that, we've nothing but praise for the head-up display and the digital instrument cluster. We're impressed with the cabin quality, too, which is every bit as good as we've seen in the #1 and #3 models. Most of the materials, with only a couple of exceptions, are remarkably good, including the seat upholstery and most of the plastics. Combined with the airiness provided by the glass roof, it makes the #5's cabin feel decidedly upmarket. But the overwhelming sense is one of space. The room inside the #5 is staggeringly good, with huge amounts of rear legroom and headroom, as well as plenty of space for those in the front. It's only a five-seater, which might disappoint some, but those five people will have plenty of room. Even the middle seat in the second row is reasonably comfortable. Luggage capacity is pretty good, too, with a 630-litre boot in all versions of the #5. That means it's considerably more spacious than the boot in a VW ID.4, and that space is joined by a 'frunk' under the bonnet. Exactly how big that frunk is will depend on which version you choose – the all-wheel drive cars get less space than the rear-wheel drive cars, but Smart reckons the standard rear-drive variant's frunk is big enough for the kind of carry-on suitcase you see airline passengers using every day. We suspect it'll probably be used for cable storage by most, but it'll offer useful carrying capacity nonetheless. Full specifications have not yet been confirmed for the Australian market, but in Europe the #5 will be offered with a choice of two different batteries. There's a base grade with a 74kWh unit that may or may not come to Australia, but we're pretty confident the variants with the larger 100kWh battery will arrive on these shores. They're offered with a choice of either single-motor rear-wheel drive, or twin-motor all-wheel drive powertrains, each with varying power outputs. The pinnacle of the lineup is the Brabus, with a generous 475kW from its two motors, but there will be a choice of less powerful options, too. In Europe, for example, the basic RWD version delivers 250kW, while there are also 267kW single-motor and 432kW dual-motor options below the Brabus. In terms of efficiency, the single-motor models offer the best range, with even the smallest battery providing more than 400km of range according to the WLTP economy test. And the dual-motor systems allow the front motor to be detached from the powertrain when it isn't needed, reducing mechanical drag and thereby making it as efficient as possible. Even the Brabus will do more than 500km on a charge, with the 100kWh rear-motor option managing 589km between trips to the plug. Although it's big and heavy – the Brabus version weighs roughly the same as a Bentley Flying Spur V8– the #5 is a remarkably comfortable thing. Smart has clearly designed the #5 with ride comfort in mind, and it absorbs bumps with surprising ease, even on massive 21-inch alloy wheels. Admittedly, such large rims and such a bulky kerb weight mean the odd sharper imperfection in the surface will make itself known, but it's generally very good indeed. And while that kind of comfort would cause some cars to feel a bit soft and vague in the corners, the Smart handles pretty well. The steering's weight is good, and even though it feels a little artificial, it's easy to put the #5 exactly where you want it. And that's useful when the car feels every bit as big as its dimensions suggest when you're on the road. Unfortunately, there is a bit of lean in the corners, which in a mid-range model would be forgivable given the comfort credentials, but feels a little disappointing in the Brabus. We're told the suspension settings are identical to other all-wheel drive #5 variants though, so it looks promising for the more popular mid-range grades. Clearly, those versions will not be as fast as the Brabus, which has a frankly obscene amount of power for something of this size. Yes, the car is heavy, but 475kW is unnecessary in something like this. Happily, the AWD powertrain is just about capable of dealing with that kind of power, and it enables stomach-churning standing-start acceleration that sees the car hit 100km/h in just 3.8 seconds. Nobody needs to go that quickly, but even the base model, with 250kW and just the one electric motor, still gets to 100km/h in less than seven seconds. With the instant response of an electric powertrain, the car will be more than punchy enough no matter which version you choose. It'll be quiet, too, with acoustically insulated glass that's strikingly thick when you see its cross-section, meaning limited noise from the tyres or the wind. While it may not be quite as refined as some Mercedes-Benz luxury products, it's definitely quiet enough to live up to its semi-premium billing. Smart Australia is yet to confirm which versions of the #5 will come Down Under, but we know the Europe-bound cars get a generous specification and a wide range of different trim levels. 2025 Smart #5 equipment highlights: For Australia, we're expecting a slightly thinned-out lineup, perhaps with three or four different versions. The new #5 is yet to be crash tested either in Australia or in Europe, but Smart's record so far is good. Both the #1 and #3 received five-star ratings when they were put through their paces by ANCAP, and Smart has kitted the new car out with plenty of standard safety equipment. Better still, the company has included a system that allows drivers to choose their preferences for the driver assistance technology, which can be something of an irritant in certain situations. With Smart's touchscreen, however, those preferences can be saved, allowing faster access to drivers' preferred settings. Safety equipment includes: Every Smart currently sold in Australia comes with a five-year, 150,000km warranty, and we're expecting the #5 to be no exception. As with all electric vehicle, low running costs are one of the #5's big selling points, and there's no doubt it'll be considerably less expensive to operate than a similarly powerful petrol car. But alongside other EVs, it won't prove quite so cheap. The battery is much larger than that of, say, an ID.4, so it'll be more expensive to charge, and it won't go any further on a charge. The difference won't be huge, but other electric SUVs will – at least in theory – be slightly cheaper to run. The #5 may not be anything like Smarts of old, but that's no bad thing. A competent, likeable and comfortable electric SUV, it's a worthy rival to the likes of the Volkswagen ID.4 and Nissan Ariya, and it's only a few ergonomic shortcomings away from beating them. Perhaps it isn't the most efficient thing on the road, but its fast-charging capabilities and its pleasant road manners more than make up for Everything Smart Content originally sourced from: Once upon a time, Smart was a brand that specialised in small city cars, but modern legislation and market forces have coaxed the company into a change of tack. Not only are the existing Smart #1 and Smart #3 compact electric SUVs much more family-sized than many of the products Smart has previously built, but the new 2025 Smart #5 really is a big electric SUV. Although it looks smaller than most, it's much the same size as the Volkswagen ID.4, and it's every bit as spacious inside, so it's very different from the cars Smart was previously known for. The question is whether the new-look brand can capture buyers' imaginations in the same way, and whether the #5 is capable of mixing it with the more established products it wishes to challenge. To find out, we headed to Portugal for the global launch of the #5, where we tested a European-specification car in top-of-the-range, high-performance Brabus form. Sportier styling and higher power output aside, it's little different from other variants in the range, and gave us a good opportunity to try out all the #5 has to offer in every situation, from country roads and urban streets to gravel tracks and highways, before the model's Australian release. Smart is yet to confirm pricing for the #5 in Australia, but we're expecting the mid-size electric SUV to start somewhere around the $70,000 mark, or just above the smaller #3. We're also expecting a pretty generous standard specification, with 19-inch alloy wheels, a panoramic roof and parking sensors at the front and rear all expected to feature. That's all going to sit alongside a massive 13-inch infotainment touchscreen, a digital instrument cluster and dual-zone climate control, as well as wireless phone charging, synthetic leather upholstery and over-the-air software updates. Smart's new look is modern and clean, and that's as true of the #5's interior as it is of the exterior styling. So, you'll find neat, rounded shapes and a relatively button-free dashboard, with a simple three-spoke steering wheel and most of the controls living on the touchscreen. And it's a sizeable touchscreen, measuring 13 inches diagonally, complete with the latest software and a quick processor, as well as Smart's latest-generation voice assistant, which takes the form of a lion avatar that prowls the menus. In truth, some of that stuff is a bit gimmicky, despite the cleverness of the technology, and the lion thing is a little distracting if we're honest. But it isn't as distracting as the passenger display that's fitted to some of the more upmarket grades as standard in Europe, including the range-topping Brabus cars. Whereas some brands put a kind of polarising film on their passenger displays, preventing the driver from seeing what's there, there's no such protection on the Smart's system, leaving the driver with every chance of rubbernecking at whatever film or game the passenger is playing. It's a nice idea, then, but it feels as though it needs a little refinement. In fairness, though, Smart says the technology isn't entirely complete and will be updated ahead of the car's market introduction later this year. And while we can find faults with the two main touchscreens, the responses are sharp, and even the touchscreen climate control system isn't too difficult to adjust. On top of all that, we've nothing but praise for the head-up display and the digital instrument cluster. We're impressed with the cabin quality, too, which is every bit as good as we've seen in the #1 and #3 models. Most of the materials, with only a couple of exceptions, are remarkably good, including the seat upholstery and most of the plastics. Combined with the airiness provided by the glass roof, it makes the #5's cabin feel decidedly upmarket. But the overwhelming sense is one of space. The room inside the #5 is staggeringly good, with huge amounts of rear legroom and headroom, as well as plenty of space for those in the front. It's only a five-seater, which might disappoint some, but those five people will have plenty of room. Even the middle seat in the second row is reasonably comfortable. Luggage capacity is pretty good, too, with a 630-litre boot in all versions of the #5. That means it's considerably more spacious than the boot in a VW ID.4, and that space is joined by a 'frunk' under the bonnet. Exactly how big that frunk is will depend on which version you choose – the all-wheel drive cars get less space than the rear-wheel drive cars, but Smart reckons the standard rear-drive variant's frunk is big enough for the kind of carry-on suitcase you see airline passengers using every day. We suspect it'll probably be used for cable storage by most, but it'll offer useful carrying capacity nonetheless. Full specifications have not yet been confirmed for the Australian market, but in Europe the #5 will be offered with a choice of two different batteries. There's a base grade with a 74kWh unit that may or may not come to Australia, but we're pretty confident the variants with the larger 100kWh battery will arrive on these shores. They're offered with a choice of either single-motor rear-wheel drive, or twin-motor all-wheel drive powertrains, each with varying power outputs. The pinnacle of the lineup is the Brabus, with a generous 475kW from its two motors, but there will be a choice of less powerful options, too. In Europe, for example, the basic RWD version delivers 250kW, while there are also 267kW single-motor and 432kW dual-motor options below the Brabus. In terms of efficiency, the single-motor models offer the best range, with even the smallest battery providing more than 400km of range according to the WLTP economy test. And the dual-motor systems allow the front motor to be detached from the powertrain when it isn't needed, reducing mechanical drag and thereby making it as efficient as possible. Even the Brabus will do more than 500km on a charge, with the 100kWh rear-motor option managing 589km between trips to the plug. Although it's big and heavy – the Brabus version weighs roughly the same as a Bentley Flying Spur V8– the #5 is a remarkably comfortable thing. Smart has clearly designed the #5 with ride comfort in mind, and it absorbs bumps with surprising ease, even on massive 21-inch alloy wheels. Admittedly, such large rims and such a bulky kerb weight mean the odd sharper imperfection in the surface will make itself known, but it's generally very good indeed. And while that kind of comfort would cause some cars to feel a bit soft and vague in the corners, the Smart handles pretty well. The steering's weight is good, and even though it feels a little artificial, it's easy to put the #5 exactly where you want it. And that's useful when the car feels every bit as big as its dimensions suggest when you're on the road. Unfortunately, there is a bit of lean in the corners, which in a mid-range model would be forgivable given the comfort credentials, but feels a little disappointing in the Brabus. We're told the suspension settings are identical to other all-wheel drive #5 variants though, so it looks promising for the more popular mid-range grades. Clearly, those versions will not be as fast as the Brabus, which has a frankly obscene amount of power for something of this size. Yes, the car is heavy, but 475kW is unnecessary in something like this. Happily, the AWD powertrain is just about capable of dealing with that kind of power, and it enables stomach-churning standing-start acceleration that sees the car hit 100km/h in just 3.8 seconds. Nobody needs to go that quickly, but even the base model, with 250kW and just the one electric motor, still gets to 100km/h in less than seven seconds. With the instant response of an electric powertrain, the car will be more than punchy enough no matter which version you choose. It'll be quiet, too, with acoustically insulated glass that's strikingly thick when you see its cross-section, meaning limited noise from the tyres or the wind. While it may not be quite as refined as some Mercedes-Benz luxury products, it's definitely quiet enough to live up to its semi-premium billing. Smart Australia is yet to confirm which versions of the #5 will come Down Under, but we know the Europe-bound cars get a generous specification and a wide range of different trim levels. 2025 Smart #5 equipment highlights: For Australia, we're expecting a slightly thinned-out lineup, perhaps with three or four different versions. The new #5 is yet to be crash tested either in Australia or in Europe, but Smart's record so far is good. Both the #1 and #3 received five-star ratings when they were put through their paces by ANCAP, and Smart has kitted the new car out with plenty of standard safety equipment. Better still, the company has included a system that allows drivers to choose their preferences for the driver assistance technology, which can be something of an irritant in certain situations. With Smart's touchscreen, however, those preferences can be saved, allowing faster access to drivers' preferred settings. Safety equipment includes: Every Smart currently sold in Australia comes with a five-year, 150,000km warranty, and we're expecting the #5 to be no exception. As with all electric vehicle, low running costs are one of the #5's big selling points, and there's no doubt it'll be considerably less expensive to operate than a similarly powerful petrol car. But alongside other EVs, it won't prove quite so cheap. The battery is much larger than that of, say, an ID.4, so it'll be more expensive to charge, and it won't go any further on a charge. The difference won't be huge, but other electric SUVs will – at least in theory – be slightly cheaper to run. The #5 may not be anything like Smarts of old, but that's no bad thing. A competent, likeable and comfortable electric SUV, it's a worthy rival to the likes of the Volkswagen ID.4 and Nissan Ariya, and it's only a few ergonomic shortcomings away from beating them. Perhaps it isn't the most efficient thing on the road, but its fast-charging capabilities and its pleasant road manners more than make up for Everything Smart Content originally sourced from:
Perth Now
23-05-2025
- Automotive
- Perth Now
2025 Smart #5 review: Quick drive
Once upon a time, Smart was a brand that specialised in small city cars, but modern legislation and market forces have coaxed the company into a change of tack. 2025 Smart #5: Quick drive Credit: CarExpert Not only are the existing Smart #1 and Smart #3 compact electric SUVs much more family-sized than many of the products Smart has previously built, but the new 2025 Smart #5 really is a big electric SUV. Although it looks smaller than most, it's much the same size as the Volkswagen ID.4, and it's every bit as spacious inside, so it's very different from the cars Smart was previously known for. The question is whether the new-look brand can capture buyers' imaginations in the same way, and whether the #5 is capable of mixing it with the more established products it wishes to challenge. To find out, we headed to Portugal for the global launch of the #5, where we tested a European-specification car in top-of-the-range, high-performance Brabus form. Sportier styling and higher power output aside, it's little different from other variants in the range, and gave us a good opportunity to try out all the #5 has to offer in every situation, from country roads and urban streets to gravel tracks and highways, before the model's Australian release. Smart is yet to confirm pricing for the #5 in Australia, but we're expecting the mid-size electric SUV to start somewhere around the $70,000 mark, or just above the smaller #3. 2025 Smart #5: Quick drive Credit: CarExpert We're also expecting a pretty generous standard specification, with 19-inch alloy wheels, a panoramic roof and parking sensors at the front and rear all expected to feature. That's all going to sit alongside a massive 13-inch infotainment touchscreen, a digital instrument cluster and dual-zone climate control, as well as wireless phone charging, synthetic leather upholstery and over-the-air software updates. Smart's new look is modern and clean, and that's as true of the #5's interior as it is of the exterior styling. 2025 Smart #5: Quick drive Credit: CarExpert So, you'll find neat, rounded shapes and a relatively button-free dashboard, with a simple three-spoke steering wheel and most of the controls living on the touchscreen. And it's a sizeable touchscreen, measuring 13 inches diagonally, complete with the latest software and a quick processor, as well as Smart's latest-generation voice assistant, which takes the form of a lion avatar that prowls the menus. In truth, some of that stuff is a bit gimmicky, despite the cleverness of the technology, and the lion thing is a little distracting if we're honest. But it isn't as distracting as the passenger display that's fitted to some of the more upmarket grades as standard in Europe, including the range-topping Brabus cars. 2025 Smart #5: Quick drive Credit: CarExpert 2025 Smart #5: Quick drive Credit: CarExpert 2025 Smart #5: Quick drive Credit: CarExpert 2025 Smart #5: Quick drive Credit: CarExpert Whereas some brands put a kind of polarising film on their passenger displays, preventing the driver from seeing what's there, there's no such protection on the Smart's system, leaving the driver with every chance of rubbernecking at whatever film or game the passenger is playing. It's a nice idea, then, but it feels as though it needs a little refinement. In fairness, though, Smart says the technology isn't entirely complete and will be updated ahead of the car's market introduction later this year. And while we can find faults with the two main touchscreens, the responses are sharp, and even the touchscreen climate control system isn't too difficult to adjust. On top of all that, we've nothing but praise for the head-up display and the digital instrument cluster. 2025 Smart #5: Quick drive Credit: CarExpert We're impressed with the cabin quality, too, which is every bit as good as we've seen in the #1 and #3 models. Most of the materials, with only a couple of exceptions, are remarkably good, including the seat upholstery and most of the plastics. Combined with the airiness provided by the glass roof, it makes the #5's cabin feel decidedly upmarket. But the overwhelming sense is one of space. The room inside the #5 is staggeringly good, with huge amounts of rear legroom and headroom, as well as plenty of space for those in the front. It's only a five-seater, which might disappoint some, but those five people will have plenty of room. Even the middle seat in the second row is reasonably comfortable. 2025 Smart #5: Quick drive Credit: CarExpert 2025 Smart #5: Quick drive Credit: CarExpert 2025 Smart #5: Quick drive Credit: CarExpert 2025 Smart #5: Quick drive Credit: CarExpert Luggage capacity is pretty good, too, with a 630-litre boot in all versions of the #5. That means it's considerably more spacious than the boot in a VW ID.4, and that space is joined by a 'frunk' under the bonnet. Exactly how big that frunk is will depend on which version you choose – the all-wheel drive cars get less space than the rear-wheel drive cars, but Smart reckons the standard rear-drive variant's frunk is big enough for the kind of carry-on suitcase you see airline passengers using every day. We suspect it'll probably be used for cable storage by most, but it'll offer useful carrying capacity nonetheless. Full specifications have not yet been confirmed for the Australian market, but in Europe the #5 will be offered with a choice of two different batteries. 2025 Smart #5: Quick drive Credit: CarExpert There's a base grade with a 74kWh unit that may or may not come to Australia, but we're pretty confident the variants with the larger 100kWh battery will arrive on these shores. They're offered with a choice of either single-motor rear-wheel drive, or twin-motor all-wheel drive powertrains, each with varying power outputs. The pinnacle of the lineup is the Brabus, with a generous 475kW from its two motors, but there will be a choice of less powerful options, too. In Europe, for example, the basic RWD version delivers 250kW, while there are also 267kW single-motor and 432kW dual-motor options below the Brabus. In terms of efficiency, the single-motor models offer the best range, with even the smallest battery providing more than 400km of range according to the WLTP economy test. And the dual-motor systems allow the front motor to be detached from the powertrain when it isn't needed, reducing mechanical drag and thereby making it as efficient as possible. Even the Brabus will do more than 500km on a charge, with the 100kWh rear-motor option managing 589km between trips to the plug. Although it's big and heavy – the Brabus version weighs roughly the same as a Bentley Flying Spur V8– the #5 is a remarkably comfortable thing. 2025 Smart #5: Quick drive Credit: CarExpert Smart has clearly designed the #5 with ride comfort in mind, and it absorbs bumps with surprising ease, even on massive 21-inch alloy wheels. Admittedly, such large rims and such a bulky kerb weight mean the odd sharper imperfection in the surface will make itself known, but it's generally very good indeed. And while that kind of comfort would cause some cars to feel a bit soft and vague in the corners, the Smart handles pretty well. The steering's weight is good, and even though it feels a little artificial, it's easy to put the #5 exactly where you want it. And that's useful when the car feels every bit as big as its dimensions suggest when you're on the road. 2025 Smart #5: Quick drive Credit: CarExpert Unfortunately, there is a bit of lean in the corners, which in a mid-range model would be forgivable given the comfort credentials, but feels a little disappointing in the Brabus. We're told the suspension settings are identical to other all-wheel drive #5 variants though, so it looks promising for the more popular mid-range grades. Clearly, those versions will not be as fast as the Brabus, which has a frankly obscene amount of power for something of this size. Yes, the car is heavy, but 475kW is unnecessary in something like this. Happily, the AWD powertrain is just about capable of dealing with that kind of power, and it enables stomach-churning standing-start acceleration that sees the car hit 100km/h in just 3.8 seconds. 2025 Smart #5: Quick drive Credit: CarExpert Nobody needs to go that quickly, but even the base model, with 250kW and just the one electric motor, still gets to 100km/h in less than seven seconds. With the instant response of an electric powertrain, the car will be more than punchy enough no matter which version you choose. It'll be quiet, too, with acoustically insulated glass that's strikingly thick when you see its cross-section, meaning limited noise from the tyres or the wind. While it may not be quite as refined as some Mercedes-Benz luxury products, it's definitely quiet enough to live up to its semi-premium billing. Smart Australia is yet to confirm which versions of the #5 will come Down Under, but we know the Europe-bound cars get a generous specification and a wide range of different trim levels. 2025 Smart #5: Quick drive Credit: CarExpert 2025 Smart #5: Quick drive Credit: CarExpert 2025 Smart #5: Quick drive Credit: CarExpert 2025 Smart #5: Quick drive Credit: CarExpert 2025 Smart #5 equipment highlights: 13-inch touchscreen 10.25-inch digital instrumentation Panoramic glass roof Driving modes 19-inch alloy wheels Wireless Apple CarPlay and Android Auto Dual-zone air conditioning Satellite navigation For Australia, we're expecting a slightly thinned-out lineup, perhaps with three or four different versions. The new #5 is yet to be crash tested either in Australia or in Europe, but Smart's record so far is good. 2025 Smart #5: Quick drive Credit: CarExpert Both the #1 and #3 received five-star ratings when they were put through their paces by ANCAP, and Smart has kitted the new car out with plenty of standard safety equipment. Better still, the company has included a system that allows drivers to choose their preferences for the driver assistance technology, which can be something of an irritant in certain situations. With Smart's touchscreen, however, those preferences can be saved, allowing faster access to drivers' preferred settings. Safety equipment includes: Autonomous emergency braking Lane-keeping assistance Front and rear parking sensors Automated and remote parking Adaptive cruise control Every Smart currently sold in Australia comes with a five-year, 150,000km warranty, and we're expecting the #5 to be no exception. 2025 Smart #5: Quick drive Credit: CarExpert As with all electric vehicle, low running costs are one of the #5's big selling points, and there's no doubt it'll be considerably less expensive to operate than a similarly powerful petrol car. But alongside other EVs, it won't prove quite so cheap. The battery is much larger than that of, say, an ID.4, so it'll be more expensive to charge, and it won't go any further on a charge. The difference won't be huge, but other electric SUVs will – at least in theory – be slightly cheaper to run. The #5 may not be anything like Smarts of old, but that's no bad thing. 2025 Smart #5: Quick drive Credit: CarExpert A competent, likeable and comfortable electric SUV, it's a worthy rival to the likes of the Volkswagen ID.4 and Nissan Ariya, and it's only a few ergonomic shortcomings away from beating them. Perhaps it isn't the most efficient thing on the road, but its fast-charging capabilities and its pleasant road manners more than make up for that. MORE: Everything Smart Comfortable ride Roomy cabin Impressive quality Inefficient electric powertrains Some fiddly software A few ergonomic issues
7NEWS
23-05-2025
- Automotive
- 7NEWS
2025 Smart #5 review: Quick drive
Once upon a time, Smart was a brand that specialised in small city cars, but modern legislation and market forces have coaxed the company into a change of tack. Not only are the existing Smart #1 and Smart #3 compact electric SUVs much more family-sized than many of the products Smart has previously built, but the new 2025 Smart #5 really is a big electric SUV. Although it looks smaller than most, it's much the same size as the Volkswagen ID.4, and it's every bit as spacious inside, so it's very different from the cars Smart was previously known for. The question is whether the new-look brand can capture buyers' imaginations in the same way, and whether the #5 is capable of mixing it with the more established products it wishes to challenge. To find out, we headed to Portugal for the global launch of the #5, where we tested a European-specification car in top-of-the-range, high-performance Brabus form. Sportier styling and higher power output aside, it's little different from other variants in the range, and gave us a good opportunity to try out all the #5 has to offer in every situation, from country roads and urban streets to gravel tracks and highways, before the model's Australian release. How much does the Smart #5 cost? Smart is yet to confirm pricing for the #5 in Australia, but we're expecting the mid-size electric SUV to start somewhere around the $70,000 mark, or just above the smaller #3. We're also expecting a pretty generous standard specification, with 19-inch alloy wheels, a panoramic roof and parking sensors at the front and rear all expected to feature. That's all going to sit alongside a massive 13-inch infotainment touchscreen, a digital instrument cluster and dual-zone climate control, as well as wireless phone charging, synthetic leather upholstery and over-the-air software updates. What is the Smart #5 like on the inside? Smart's new look is modern and clean, and that's as true of the #5's interior as it is of the exterior styling. So, you'll find neat, rounded shapes and a relatively button-free dashboard, with a simple three-spoke steering wheel and most of the controls living on the touchscreen. And it's a sizeable touchscreen, measuring 13 inches diagonally, complete with the latest software and a quick processor, as well as Smart's latest-generation voice assistant, which takes the form of a lion avatar that prowls the menus. In truth, some of that stuff is a bit gimmicky, despite the cleverness of the technology, and the lion thing is a little distracting if we're honest. But it isn't as distracting as the passenger display that's fitted to some of the more upmarket grades as standard in Europe, including the range-topping Brabus cars. Whereas some brands put a kind of polarising film on their passenger displays, preventing the driver from seeing what's there, there's no such protection on the Smart's system, leaving the driver with every chance of rubbernecking at whatever film or game the passenger is playing. It's a nice idea, then, but it feels as though it needs a little refinement. In fairness, though, Smart says the technology isn't entirely complete and will be updated ahead of the car's market introduction later this year. And while we can find faults with the two main touchscreens, the responses are sharp, and even the touchscreen climate control system isn't too difficult to adjust. On top of all that, we've nothing but praise for the head-up display and the digital instrument cluster. We're impressed with the cabin quality, too, which is every bit as good as we've seen in the #1 and #3 models. Most of the materials, with only a couple of exceptions, are remarkably good, including the seat upholstery and most of the plastics. Combined with the airiness provided by the glass roof, it makes the #5's cabin feel decidedly upmarket. But the overwhelming sense is one of space. The room inside the #5 is staggeringly good, with huge amounts of rear legroom and headroom, as well as plenty of space for those in the front. It's only a five-seater, which might disappoint some, but those five people will have plenty of room. Even the middle seat in the second row is reasonably comfortable. Luggage capacity is pretty good, too, with a 630-litre boot in all versions of the #5. That means it's considerably more spacious than the boot in a VW ID.4, and that space is joined by a 'frunk' under the bonnet. Exactly how big that frunk is will depend on which version you choose – the all-wheel drive cars get less space than the rear-wheel drive cars, but Smart reckons the standard rear-drive variant's frunk is big enough for the kind of carry-on suitcase you see airline passengers using every day. We suspect it'll probably be used for cable storage by most, but it'll offer useful carrying capacity nonetheless. What's under the bonnet? Full specifications have not yet been confirmed for the Australian market, but in Europe the #5 will be offered with a choice of two different batteries. There's a base grade with a 74kWh unit that may or may not come to Australia, but we're pretty confident the variants with the larger 100kWh battery will arrive on these shores. They're offered with a choice of either single-motor rear-wheel drive, or twin-motor all-wheel drive powertrains, each with varying power outputs. The pinnacle of the lineup is the Brabus, with a generous 475kW from its two motors, but there will be a choice of less powerful options, too. In Europe, for example, the basic RWD version delivers 250kW, while there are also 267kW single-motor and 432kW dual-motor options below the Brabus. In terms of efficiency, the single-motor models offer the best range, with even the smallest battery providing more than 400km of range according to the WLTP economy test. And the dual-motor systems allow the front motor to be detached from the powertrain when it isn't needed, reducing mechanical drag and thereby making it as efficient as possible. Even the Brabus will do more than 500km on a charge, with the 100kWh rear-motor option managing 589km between trips to the plug. How does the Smart #5 drive? Although it's big and heavy – the Brabus version weighs roughly the same as a Bentley Flying Spur V8– the #5 is a remarkably comfortable thing. Smart has clearly designed the #5 with ride comfort in mind, and it absorbs bumps with surprising ease, even on massive 21-inch alloy wheels. Admittedly, such large rims and such a bulky kerb weight mean the odd sharper imperfection in the surface will make itself known, but it's generally very good indeed. And while that kind of comfort would cause some cars to feel a bit soft and vague in the corners, the Smart handles pretty well. The steering's weight is good, and even though it feels a little artificial, it's easy to put the #5 exactly where you want it. And that's useful when the car feels every bit as big as its dimensions suggest when you're on the road. Unfortunately, there is a bit of lean in the corners, which in a mid-range model would be forgivable given the comfort credentials, but feels a little disappointing in the Brabus. We're told the suspension settings are identical to other all-wheel drive #5 variants though, so it looks promising for the more popular mid-range grades. Clearly, those versions will not be as fast as the Brabus, which has a frankly obscene amount of power for something of this size. Yes, the car is heavy, but 475kW is unnecessary in something like this. Happily, the AWD powertrain is just about capable of dealing with that kind of power, and it enables stomach-churning standing-start acceleration that sees the car hit 100km/h in just 3.8 seconds. Nobody needs to go that quickly, but even the base model, with 250kW and just the one electric motor, still gets to 100km/h in less than seven seconds. With the instant response of an electric powertrain, the car will be more than punchy enough no matter which version you choose. It'll be quiet, too, with acoustically insulated glass that's strikingly thick when you see its cross-section, meaning limited noise from the tyres or the wind. While it may not be quite as refined as some Mercedes-Benz luxury products, it's definitely quiet enough to live up to its semi-premium billing. What do you get? Smart Australia is yet to confirm which versions of the #5 will come Down Under, but we know the Europe-bound cars get a generous specification and a wide range of different trim levels. 2025 Smart #5 equipment highlights: 13-inch touchscreen 10.25-inch digital instrumentation Panoramic glass roof Driving modes 19-inch alloy wheels Wireless Apple CarPlay and Android Auto Dual-zone air conditioning Satellite navigation For Australia, we're expecting a slightly thinned-out lineup, perhaps with three or four different versions. Is the Smart #5 safe? The new #5 is yet to be crash tested either in Australia or in Europe, but Smart's record so far is good. Both the #1 and #3 received five-star ratings when they were put through their paces by ANCAP, and Smart has kitted the new car out with plenty of standard safety equipment. Better still, the company has included a system that allows drivers to choose their preferences for the driver assistance technology, which can be something of an irritant in certain situations. With Smart's touchscreen, however, those preferences can be saved, allowing faster access to drivers' preferred settings. Safety equipment includes: Autonomous emergency braking Lane-keeping assistance Front and rear parking sensors Automated and remote parking Adaptive cruise control How much does the Smart #5 cost to run? Every Smart currently sold in Australia comes with a five-year, 150,000km warranty, and we're expecting the #5 to be no exception. As with all electric vehicle, low running costs are one of the #5's big selling points, and there's no doubt it'll be considerably less expensive to operate than a similarly powerful petrol car. But alongside other EVs, it won't prove quite so cheap. The battery is much larger than that of, say, an ID.4, so it'll be more expensive to charge, and it won't go any further on a charge. The difference won't be huge, but other electric SUVs will – at least in theory – be slightly cheaper to run. CarExpert's Take on the Smart #5 The #5 may not be anything like Smarts of old, but that's no bad thing. A competent, likeable and comfortable electric SUV, it's a worthy rival to the likes of the Volkswagen ID.4 and Nissan Ariya, and it's only a few ergonomic shortcomings away from beating them. Perhaps it isn't the most efficient thing on the road, but its fast-charging capabilities and its pleasant road manners more than make up for that. Pros Comfortable ride Roomy cabin Impressive quality Cons
NZ Autocar
18-05-2025
- Automotive
- NZ Autocar
2025 Smart #1 Premium & #3 Premium Review
Smart is back, and it's not the pint-sized city runabout any more. Instead, we have a one-two punch of electric crossovers. There's the cutesy Smart #1 and the swoopier Smart #3, both newly arrived in New Zealand. There's at least one more coming, the #5, a mid- to large-sized SUV but we'll leave that for later. Both are co-engineered by Mercedes-Benz and Geely, with the idea being that they blend European design with Chinese EV tech. The names might be odd (there's no #2), but the goal is clear: take on the booming compact EV segment with style and substance. After a first taste of the #1 Premium and #3 Premium, I'm happy to report that these siblings bring a refreshing mix of playful design, genuine tech cred and real driving chops to our roads. But how do they stack up against each other, and against rivals like the MG4 XPower, Cupra Born, or even Mercedes' own GLA/EQA? From a distance, the Smart #1 and #3 could almost be twins, until you notice the profiles. The Smart #1 is the 'urban SUV' of the pair, chunky and cute, with a rounded front and upright stance. It wears a friendly face with oval LED headlights and a clamshell bonnet, while the rear features a full-width lightbar that cheekily resembles a baby Mercedes EQA. By contrast, the Smart #3 is the swoopier SUV coupé. It's longer and lower, trading some of the #1's bubbly charm for a sleeker silhouette. It's as if someone took the #1 and stretched it into a hot hatch shape. Both sport hidden pop-out door handles (not usually my favourite, but these work okay in practice, as I found) and frameless doors. Both Smarts are compact. The #1 measures 4270mm long, whereas the #3 is slightly longer at 4400mm. That extra length (and a 35mm longer wheelbase) benefits the #3 mainly in the cargo area – the boot space expands from the #1's compact 203 litres to a still-small 260L in the #3. Neither will swallow a family's holiday luggage. To put it in perspective, a Cupra Born hatch holds around 385L. But the #3's boot is at least useful for groceries or a couple of weekend bags. In both cars, the rear seats can slide forward to trade legroom for more cargo room, or fold mostly flat when you need extra space. Climb inside, and you'll be surprised at how airy these little EVs feel. The cabin design is near identical between #1 and #3, but headroom differs slightly due to those opposing roof profiles. The #1 Premium gets a large panoramic sunroof (with a power sunshade) that lets in plenty of light, whereas the #3's 'halo' glass roof stretches even wider across the cabin. As a result, the #3 feels just a tad airier in the back. During my 'giant human test' I found both cars surprisingly accommodating but the #3 offered a smidge more clearance above my head due to the wider glass panel, despite the lower roofline. Legroom is decent for this class; I could sit behind my own driving position in both, though in the #1 my knees brushed against the front seat back. Width is the limiting factor; don't expect to fit three adults across the rear bench comfortably. Smart's Mercedes influence is evident in the cabin design. The dashboard has a flowing, modern style with metallic-look trim and turbine-inspired circular air vents. The Smart #1 Premium we tested featured a slightly more solid-feeling interior in some areas, whereas the #3 Premium had a different trim finish that looked cool but creaked a bit under pressure. Both cars have a mix of soft-touch surfaces up high and harder plastics down lower. Smart does dress up the Premium trim with some genuine upgrades. There's leather seat upholstery (versus cloth/leatherette in the base model) and snazzy LED ambient lighting strips that add a premium vibe at night. Both cars have power-adjustable front seats that are nicely shaped. The #3's front buckets are a touch sportier with integrated headrests and I found them even more comfortable on longer drives. Both cars come with a 12.8-inch central touchscreen and a 9.2-inch digital instrument cluster. The screens are crisp and packed with features. The centre display runs Smart's own UI, though we noted similarities to those found in Lotus and Zeekr cars. It has cutesy graphics and menus that, once learned, are easy enough to navigate. One thing I appreciated is the physical bezel around the touchscreen. It sounds trivial but having a frame to rest your hand on helps stabilise your finger when tapping on the move. Both Premium models are loaded with tech. Highlights include integrated Apple CarPlay and Android Auto (wireless connectivity) and an impressive Beats audio system with 13 speakers and a subwoofer. Smart #1 and #3 both come with the expected ADAS (advanced driver assistance systems) as standard, and they work remarkably well. Adaptive cruise with Lane Centering and Traffic Jam Assist are smooth and reliable. The lane-keeping in particular is among the best I've tried – it centres confidently without the ping-pong wobble some systems exhibit and, crucially, it isn't overly intrusive. The Smarts also read speed signs and can even automatically adjust your cruise speed. I rarely use such systems as they can be rather abrupt but this one isn't. There's a wireless phone charger in the console, and multiple USB-C ports for device charging. Practical storage up front is decent – the centre console has an open bin beneath and a sliding cover over the cupholders. Both models have a powered tailgate (with a kick sensor on Premium) for easy access to that small boot. The #1 and #3 Premium share the same powertrain: a 66kWh (usable) lithium NMC battery hooked up to a rear-mounted electric motor. Peak output is a healthy 200kW with 343Nm of torque, which is more than enough oomph for cars of this size. In fact, that's hot-hatch territory: by comparison, a VW Golf GTI makes about 180kW. On the road, the acceleration feels brisk; the #1 launches from 0-100 km/h in roughly 6.7 seconds. The slipperier #3 is quicker still: Smart quotes about 5.8 seconds 0-100km/h. In real-world terms, both RWD Smarts feel punchy. There's instant electric torque to scoot out of intersections, and plenty of midrange power for highway passes. Unless you simply must have a sub-four second 0–100 time, the single-motor versions are more than quick enough. Smart also offers Brabus dual-motor AWD variants with a whopping 315kW – those will rip 0-100 in about 3.7s, but that's another story and another $10k+ on the sticker. Both the #1 and #3 use that 66kWh NMC battery to good effect. Despite their small size, they're not ultralight (the #1 Premium weighs 1800kg, #3 Premium 1810kg), but the efficiency is respectable. The official WLTP range is up to 440km for the #1 Premium and 455km for the #3 Premium. That slight difference likely comes down to aerodynamics and possibly tyre choices – the #3 cuts through air a bit better and recorded a marginally lower energy consumption in testing (around 16.3kWh/100 km versus ~16.8 for the #1). In practice, you're looking at real-world 350–400 km on a charge for either car, depending on driving style. Charging is another strong suit. There's a CCS2 port supporting up to 150kW DC fast charging, so a 10–80 per cent top-up can take as little as 30 minutes under ideal conditions. All NZ-spec Premiums also include 22kW AC charging, which is rare in this class and very handy if you've got access to three-phase charging at home or work. The base Pro+ models stick with a more common 7.4 kW onboard charger. On the road, both cars are surprisingly engaging to drive. With 200kW to the rear wheels, these Smarts can even be a bit tail-happy if you provoke them. The ESC isn't overly intrusive; in Sport mode, you can actually get a hint of rear-wheel rotation on damp pavement before the electronics step in. Both cars are rear-drive, which contributes to their balanced feel in corners. Steering is a strong point: light at parking speeds but firming up nicely as you go. It's quick and responsive, making the #1 feel nippy around town, true to the Smart brand's city-car roots. The #3, with its wider track and longer wheelbase, actually feels even more composed and confident when cornering at speed. Push it on a winding road and it hunkers down more like a hot hatch than an SUV, with great grip. In fact, the chassis tuning is genuinely impressive – there's a dash of that driver's car vibe, unexpected in a small electric crossover. Credit likely goes to the Geely SEA platform they're built on (shared with the likes of the Volvo EX30 and Zeekr X), which has its batteries down low and a well-sorted suspension set-up. For a high-riding EV, the Smart #3 might be one of the best handlers in its class. Now for the big question: do these Smarts make sense in the NZ market, and which one should you pick? On price alone, Smart has come in higher than the mainstream, but lower than traditional luxury brands, effectively carving out a premium niche of its own. The Smart #1 Premium is priced at $69,990, and the Smart #3 Premium at $74,990 (before on-road costs). For the Pro+ models, subtract $5000. That positions the #1 just above some mainstream options at list, and the #3 well below premium options. It's also well below something like a Mercedes EQA (which starts around $92k). For your money, the Smarts come relatively fully loaded. The biggest strengths of the Smart #1 and #3 are their blend of attributes. They give you zippy EV performance, usable range, and genuine style in a compact package that's perfect for city dwellers. They also offer tech and features that outshine many competitors – the 22kW AC charging capability, for example, is rare and super-useful. The driving experience is another highlight; these cars are actually fun to drive, with tight handling that can put a grin on your face on a winding road. No car is perfect. The Smarts' main weaknesses boil down to space and perhaps brand perception. The limited boot capacity is the most obvious practical drawback. When stacked against the MG4 XPower and Cupra Born, the Smarts hold their own. The MG undercuts on price and overwhelms with power but it can't match the Smart's interior finesse or tech. The Cupra Born is a closer fight: similar price, more range, very stylish, and backed by the Volkswagen Group. But the Cupra isn't quite as quick, and its interior isn't as feature-packed. Mercedes GLA/EQA comparisons highlight the value of the Smart – a GLA 250 petrol or an EQA 250+ electric will cost you at least $15k–$20k more and yet come with similar or even fewer features. Smart's #1 and #3 Premium models are impressive debut acts for the brand's return to NZ. They deliver an appealing mix of style, performance, and technology that feels well-suited to our market. Personally, I find myself drawn to the Smart #3, its sleeker looks and marginally greater practicality win me over. If it were my money, I'd spend the few grand extra. That said, if you prioritise a smaller footprint and $5k saved, the #1 Premium won't disappoint. Both prove that EVs can be chic yet sensible, fun yet efficient. A smart choice, then. Smart #1 Premium$69,990 / 16.8kWh/100km / 0g/km0-100 km/h 6.7s (claimed)Motor output 200kWMax torque 343NmBattery 66.0kWhRange 440kmDrivetrain Single-speed auto / RWDFront suspension Mac strut / swaybarRear suspension Multilink / swaybarTurning circle 11.0m (2.2 turns)Front brakes Ventilated discsRear brakes DiscsStability systems ABS, ESP, TVSafety AEB, ACC, BSM, LDW, RCTA, ALK, AHBTyre size f/r-235/45R19Wheelbase 2750mmL/W/H 4270 / 1822 / 1636mmLuggage capacity r-203L Tow rating Not rated to towService intervals 12 months / 20,000kmWarranty 5yrs / 150,000 kmANCAP rating ★★★★★ (2022) Weight (claimed) 1788kg Smart #3 Premium$74,990 / 16.3kWh/100km / 0g/km0-100 km/h 5.8s (claimed)Motor output 200kWMax torque 343NmBattery 66.0kWhRange 455kmDrivetrain Single-speed auto / RWDFront suspension Mac strut / swaybarRear suspension Multilink / swaybarTurning circle 11.0m (2.2 turns)Front brakes Ventilated discsRear brakes DiscsStability systems ABS, ESP, TVSafety AEB, ACC, BSM, LDW, RCTA, ALK, AHBTyre size f/r-235/45R19Wheelbase 2785mmL/W/H 4400 / 1844 / 1556mmLuggage capacity r-260L Tow rating Not rated to towService intervals 12 months / 20,000kmWarranty 5yrs / 150,000 kmANCAP rating ★★★★★ (2023) Weight (claimed) 1810kg
Forbes
29-03-2025
- Automotive
- Forbes
Changan Deepal S07 Starts Another Chinese EV Onslaught In Europe
Barely a week goes by now without a new Chinese automaker launching into Europe. The latest to join the market is Changan, one of the most venerable. In fact, in a former guise this was the first company in China to manufacture automobiles. Now Changan is entering the EU and UK with not one but three brands. The first vehicle arrives on the Deepal marque. The Deepal S07 is, unsurprisingly, a medium-sized SUV – the most popular car format. But does it have an edge sto stand out from the crowd? The first notable thing about the Deepal S07 and Changan in general is that the company's global design center is not in China. It has been located in Turin, Italy since 2001. For this reason, Changan's global design director Bertrand Bach claims the Deepal S07 has a European aesthetic, and I'd tend to agree with that. Although the angular nose is now quite common in pure BEV designs now, the Deepal S07's implementation is quite striking. It's not exactly aggressive but certainly purposeful. Like so many recent SUVs, the Deepal S07 has a coupe look with a slantier back than a regular vehicle in this class. However, there's a bit of design trickery here, as the trim line from the C-pillar to the rear slopes but there is some roofline above this, meaning the rear is more upright than it looks. It's not the first time I've seen this design method – the Smart #3 uses it too. But that doesn't stop it being a good idea for making a car look sportier. The interior has a premium feel about it. Changan Although the Deepal S07 is therefore attractive on the outside, its best features are inside. The interior is still very modern but also uses a pleasant combination of materials. This gives the car one of the most premium finishes I've seen on a Chinese car in this class. Deepal has chosen to follow Tesla by not providing any dashboard instrumentation. However, unlike the American brand, a head-up display is provided, which offers plenty of information. One thing lacking, annoyingly, is speed limit information, so if you missed the signs you will need to look down at the satnav on the main infotainment screen to confirm what the prevailing maximum legal speed is. But otherwise, this is a great alternative to a dashboard display, and I really wish Tesla had this as a factory option. The amount of space for rear-seat passengers is commendable, too. Despite the coupe look, the car ceiling doesn't start dropping until far back, so the headroom is good for adults. There is a lot of leg room too, more than you would expect looking at the car from outside. Rear passengers also get their own digital controls over air conditioning, and if there is no middle-seat passenger the back can be pulled forward to make a comfortable armrest with integrated cupholders. Rear luggage space is decent, but not as surprising as the rear passenger space. The basic rear cargo space is 445 liters. If you drop the rear seats forward the space expands to 1,385 liters. However, if you want to remove the parcel shelf you have to drop the seats forward, and you can't get it back in with them back up. There's a sizeable frunk with 125 liters, enough for a large bag, so overall there is plenty of luggage capacity. The Deepal S07 isn't particularly powerful by EV standards, with 'just' 217hp and 320Nm of torque. Even in Sport mode, it will take 7.9 seconds to reach 62mph, which was fast in the internal combustion era but many BEVs are a lot faster now. Changan's global design director Bertrand Bach also told me that the suspensions setup is different for Europe. This is softer for the Chinese market, but harder for Europeans, who prefer a more engaging drive. In my short test experience, it seems about right for the UK. There is still sufficient softness for rougher surfaces, but some responsiveness for a little bit of fun. If the performance isn't particularly special, the range and charging capabilities are also mediocre. The 80kWh (net) battery delivers 295 miles in the WLTP cycle, which is about as expected for an SUV in this class (although the Tesla Model Y goes further with a similar battery). During my test driving, which comprised about 45 miles, in a variety of modes and at a variety of speeds including close to 100mph on a German autobahn, the car achieved close to 3 miles per kWh. That would give it around 240 miles of range in the real world, which is reasonable. However, DC charging only goes to 93kW, which is way behind the leading edge these days. This means it will take 35 minutes to go from 30% to 80% charge. That's not the end of the world and won't preclude long-distance driving. But there are a lot of competitors in this size class, including the Leapmotor C10, XPENG G6, and of course the Tesla Model Y. Changan is suggesting a starting price of €45,000, which could mean it arrives in the UK at under the magic £40,000. Although the Deepal S07 is a good-looking example of the genre, both inside and out, it's up against some stiff competition. Although the Deepal S07 will be the first Changan vehicle on sale in Europe, it will soon be joined by eight models in three years. Alongside Deepal, there will be Changan-branded models and the company's luxury marque, AVATR. Changan is also not just releasing BEVs. There will be REEVs (range extending EVs) and hybrids in its lineup. There is a trend in China towards PHEVs with long electric ranges, and Changan talked about having 200km of all-electric capability alongside 1,000km with fossil fuel. One of the most interesting vehicles on show at the launch was the Changan E07, which defies categorization, although it has echoes of the Tesla Cybertruck in some respects. Externally, it looks like a huge four-door coupe (it is 5m long), but it has some unusual tricks up its sleeves. The rear is like an enclosed pickup bed. Rather than having a hinged covering, the glass slides up and over the vehicle, a bit like the blind of a Cybertruck, except it's transparent and solid. What remains of the tailgate then hinges downwards to provide level access. Initially, this rear space is separated from the rear of the E07 by the rear seats and a glass barrier, but the barrier can be retracted and the seats dropped forward, making a huge space. The front seats can also be reclined, and if you remove their headrests, these seats can be level with the rear cargo space too. This could make a big area for sleeping, for example. The passenger side also has its own infotainment screen that flips down from the ceiling, so the front-seat passenger could watch screen-based media while reclining luxuriously. This is a unique set of features that might be too radical for the mass market, but it's certainly a bold and innovative design. My first experience of the Changan brand was driving a pickup from the company in Saudi Arabia, so it's fitting that the E07 is sort of a pickup. That car was all about being a robust vehicle for a low cost, but the E07 is much more luxurious in intention, and much more interesting. AVATR is Changan's luxury brand. James Morris The biggest focus of luxury from Changan is its AVATR brand, however. It even offers exclusive 'Royal Editions' and a 0 Series limited edition, created in partnership with fashion designers such as the 012 created in partnership with Kim Jones, Creative Director of Dior Homme and Artistic Director of Fendi Women's. This is a special version of the AVATR 12. Similarly, there is an 011 based on the AVATR 11, created with Givenchy's Creative Director Matthew Wiliams. But to kick off its European expansion, Changan is starting with the mainstream Deepal S07, as part of a plan to enter at least 10 European markets by the end of 2025. The first four are Norway, Germany, The Netherlands and the UK. The days are gone when Chinese automakers were just about being cheap. The latest releases have plenty of quality and technology to offer, too. We're in for an interesting few years in the car world.
