Tesla Model Y vs Smart 3

What's the difference?

If you like the five-seat Model Y, then you'll like the six-seat L version even more. I think this the best example of Tesla's electric SUV to date, and the cabin layout just makes a lot of sense, and would suit plenty of families who don't need to squeeze someone into a compromised middle seat.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

The #3 Brabus is very nearly one of the great bargains of 2024, with the sort of style, luxury, features, performance and grip you’d expect from the much-more-expensive GLA AMG 45. It’s that good.

What would make it great is a sunblock for the hot glass roof on a sunny day, Australian road tuning for the infuriating ADAS tech and a revised steering tune that didn’t make it feel inconsistent at times.

See past these, though, and the #3 Brabus exceeds expectations.

We’re glad Smart is back.

Spoiler alert - it looks a lot like a five-seat Model Y, doesn’t it, albeit a slightly bigger one. And you’d have to be a bigger Tesla head than me to immediately spot the differences at a glance.

The wheelbase is longer, the rear doors are bigger as are the rear 3/4 panels and the roof line is higher, helping with headroom in the third row.

Still, safe to say if you like the look of the five-seat Model Y, you’ll like this one. And if you hate it, well, good luck.

The alloys are 19-inch and shaded by the aerodynamic caps and there are light bars front and rear which debuted on the updated five-seat Model Y when it arrived mid-last year.

The bigger changes are inside, of course. I promise we’ll get to the second and third rows in the Practicality section, but let’s talk about the look and feel first.

There’s a love/hate relationship with Tesla’s stripped-back aesthetics, and I’m probably somewhere in the middle. I like the airiness of the space in the cabin, and I think it feels nicely put together, and I really dig the contrasting fabric used on the doors and dash which add a little visual interest to the cabin.

But I hate using the central screen to select a gear and I hate not being able to see how fast I’m going without turning my head. A head-up display would work wonders in the Model Y L cabin.

Smart says Mercedes designed the #3 and it shows.

In silhouette, or when glanced peripherally, it could be the love child of the A-Class and EQA. Only the friendly face betrays its non-Benz heritage.

Longer and wider than the #1, it is also 80mm lower – achieved via a lower ride height, flatter seats and a thinner floor.

Helped by a 35mm wheelbase stretch, it provides a nicely-balanced and proportioned crossover, with a decent drag coefficient of 0.27. The Brabus’ big wheels also fill out the arches very nicely.

Key length/width/height/wheelbase dimensions are 4400mm/1844mm/1556mm and 2785mm, respectively.

Unusually for a coupe/crossover mash-up, there’s slightly more room inside compared to the upright donor model.

Let’s take a longer look in there.

Captain’s chairs are simply a more luxurious version of second-row seating. With that there is no argument and the heated and cooled chairs that occupy the second row of the Model Y L are pretty good examples of them.

Space, both knee and headroom, is ample, and you can adjust each seat individually if you want to grant a bit more space to any third row occupants. Armrests deploy at the push of a button — as do the two hidden cupholders — and it really is easy to settle in and get comfy.

The third row is a bit more hit and miss. I’m 175cm and found I had enough legroom and headroom, but the big plastic mouldings that emerge from each side of the Model Y (which house a cupholder) are a miss. They end up pushing you into the seat next to you, and I can foresee a lot of arm rubbing with anything like two adults back there.

Also confusing is how to actually get out of it. You can fold the seat in front of you flat, but then you have to climb over it. I found it easier to just walk out between the seats.

There are another two USB-C ports in the rear row and you get air vents but no temperature controls. 

The Model Y L stretches 4969mm in length, 1668mm in height and 2129mm in width, which is roughly 18cm longer and 4.5cm taller than the five-seat model. The extra space doesn’t sound like that much, but start dropping rows and you find a heap of storage space.

Both the second and third row stow electronically from the boot, but with them in place you’ll find 420 litres of storage in the double-layer boot. Drop the third row, and that number grows to 1076 litres. With the third row folded there is a massive 2423 litres of space. The frunk serves up another 116 litres.

There’s also room (and the ISOFIX attachment points) for four child seats.

On first approach, you ask yourself whether the #3 is a crossover or a small-to-medium SUV. The low roof and cool frameless doors certainly suggest the former, as do the comparatively small apertures.

That said, with the windows down, those sash-less doors help entry and egress.

Once ensconced inside a long if slightly narrow cabin, the #3 offers ample room for even the tallest adults up front, as well as a reasonably spacious back seat area, though you’d call that more of a '2+1' seater given the lack of girth for three. Most folk shouldn’t struggle to find the right driving position, either.

Presumably keen to impart a generic Mercedes vibe, the #3’s interior is somewhat reminiscent of a GLA’s, albeit from last decade – down to the pronounced T-shape dash featuring a trio of circular vents in the middle, a standalone screen above and (unconvincing) metal-look plastic trim below.

Understandably, like so much of the Brabus, this might appeal to aspiring A45 AMG owners, but it seems oddly dated, given the advanced electrification going on underneath.

Likewise, none of the minimalism cleverness of the ForTwo city-car original is referenced, even digitally. A lost opportunity, really. The OG Smart is an icon.

Meanwhile, ahead of the driver, a narrow digital strip looks twee and cheap, as if ripped from a Japanese 'Kei' car. It’s a strange design detail for a $71K SUV.

Still, the #3’s cabin layout is largely a success, and much of that is due to the first-class quality and finish. Unlike some of the aforementioned Benzes of the previous decade, squeaks and rattles are notable by their absence.

Depending on your body, the racy sports seats up front are either perfectly bolstered or far-too snug, but they provide a decent level of comfort and support. And they position you just right for controlling the centre display, which dominates all.

The 12.8-inch touchscreen feels slick, responsive and right-sized for the car. At first, it can also seem like info-overload and perhaps a bit cheesy with its animal animations, but real thought has gone into it to provide an extraordinary level of functionality.

Across the top are icons for access to media, sat-nav, apps and camera view settings, while the bottom row is for various climate and trip info. While somewhat logically presented, the charging-station list seemed outdated and/or at-times incorrect in our test car.

Mercifully, the Smart has a row of short-cut buttons for 'Vehicle Modes' (including turning off the infernal lane assist and one-pedal accelerator/braking), 'Driving Mode' ('Eco'/'Comfort'/'Sport'/'Brabus'), glass demisters, climate and display-off.

Annoyingly, the latter is closest to reach, revealing the #3’s left-hand drive market bias, as the driver must stretch across to access the first two (and more important) settings.

There are also several handy screen-activated modes including 'Entertainment Mode' that temporarily leaves the accessories and climate control on; 'Rest Mode' reclines the driver’s seat down flat and dims the interior lights; 'Energise Mode' is designed to pep you up; and 'Pet Mode' keeps a climate-controlled atmosphere while deactivating all buttons that a stray paw might press. Clever.

There’s lots more besides, and using the touchscreen is better in this than most other Chinese vehicles, but it remains fiddly and distracting.

It’s also worth pointing out that the fixed glass roof needs a blockout for Australia. A Smart spokesperson said an aftermarket cover is available, but as supplied to us, sitting under it over a run of hot days is almost unbearable without a hat. This is not good enough.

Thankfully, the other basics are all A-OK.

The climate system coped well the hot sun bearing down through the glass, plenty of useful storage makes up for the disappointingly shallow glove box, while the chilled centre console and massive door bins proved especially handy.

USB access is easy, the wireless Bluetooth/Apple CarPlay performed more consistently than in any recent test vehicle and the standard Beats audio brings brilliant sound.

Out back, most people under 180cm should at least avoid scraping that glass ceiling, and there’s a reasonable amount of room for boots and long knees if the front occupants are sympathetic, but you’d be stretching the truth calling the rear seat packaging SUV-esque.

On the other hand, it’s beautifully presented, boasts a comfy and supportive backrest/cushion for outboard passengers and even a do-able centre pew for shorter-distance riders.

And it provides every expected amenity, including air vents, USB-C ports, door storage, a folding centre armrest with cupholders, and overhead handles/lighting/coat hooks.

And while we’ve already complained about the glass roof, it floods the cabin with light, to make it seem airier than it is. Narrow front seats with a see-through slit further enhance this feeling.

Further back, the 370-litre boot is reasonably long and surprisingly deep thanks to a removable upper floor that’s good for stuffing the optional home charging cables in.

And, of course, it can be extended to 1160L via the split-fold backrests to provide extra loading practicality. And there’s even a small (15L) amount of storage under the bonnet.

Maximum towing capacity is 1600kg for a braked trailer.

Though originally brought to market by Mercedes, Smart was never pitched as a premium brand, as it is now.

Back in the late ‘90s, Smart was an early attempt at better urban mobility. The ForTwo was a tad over 2.5 metres long by 1.5m wide and 1.5m tall.

Today, the #1 and #3 share their modular EV platform with Geely’s other small crossovers, including the Volvo EX30 and Zeekr X, while a stretched version underpins the related Polestar 4.

While the #1 starts from a sharp $54,900 (all prices are before on-road costs) for the Pro+, at the other end of the spectrum, the #3 Brabus flagship, with dual motors for all-wheel drive (AWD) and Porsche 911-style acceleration, will set you back $70,900.

Not bad, given it also includes a body kit, extra driving modes, beefier suspension, stronger brakes and retuned traction controls.

Now, that might sound steep against the growing choice of more-affordable EV alternatives out there, but consider that most of the cheaper ones are significantly slower, less sporty and/or not as highly equipped, including the Hyundai Kona Electric, Jeep Avenger and Mini Countryman.

The #3 Brabus’ fiercest foe, the bestselling Tesla Model Y in top Performance guise, is more powerful but costs $12K more and is slightly slower from 0-100km/h.

The $70K Volvo EX30 Twin Motor Performance Ultra costs $1K less and matches the Smart performance-wise as they share the same tech, but it’s considerably smaller.

Meanwhile, the closely-related Zeekr X is $6K cheaper but looks bizarre and is still largely unknown in Australia. At least Smart has that long-time Merc association to fall back on.

In fact, it is distributed by the latter’s biggest dealer group globally, LSH Automotive.

Speaking of which, how does the #3 Brabus stack up against the similar Mercedes EQA and other luxury EV rivals? The less-powerful Merc 250+ is $14K more, has less kit and is nowhere near as powerful. Same goes for BMW iX2, Lexus UX300e and Volvo C40 Recharge (alias EC40).

The #3 Brabus seems to be in a goldilocks zone of premium, performance EV SUVs. The most expensive Smart offers thoughtful value for money. For a change, the car actually lives up to its name.

Predictably, it’s also well stocked, with matrix LED headlights, electric heated/vented front seats, a 12.8-inch touchscreen, head-up display, 640W Beats audio, a foot-actuated powered tailgate, 360-degree camera views, the full advanced driver-assist safety enchilada, auto parking assist, 20-inch alloys and a panoramic glass roof.

Unfortunately, fitted on every Smart, that last one does not come with a factory built-in sunblock, which is completely unacceptable under our hot Australian sun. And no crossover or SUV should be without a spare wheel, either.

These are the #3’s only real deal-breakers.

The Model Y L gets Tesla’s dual-motor AWD powertrain, with two electric motors producing a total 378kW and 590Nm. That’s enough, Tesla says, to knock off the sprint to 100km/h in five seconds flat.

The #3 Brabus employs one permanent magnet synchronous electric motor per axle, for dual-motor, all-wheel drive performance via a single-speed ‘transmission’. 

They provide plenty of poke, totalling 315kW of power (115kW front, 200kW rear) and 543Nm of torque (200Nm front, 343Nm rear).

Tipping the scales at 1910kg, this means the Brabus delivers an impressive power-to-weight ratio of 165kW/tonne – enough for it to scoot from zero to 100km/h in 3.7 seconds, on the way to a 180km/h top speed.

To put those figures in perspective, the similarly-priced VW Golf R only manages 156kW/tonne and 4.8sec to 100.

Tesla is always a little vague when it comes to the size of its batteries, but reports point to the Model Y L carrying a 84Wh (useable) NMC battery.

Whatever the specifics, the range is strong, with Tesla promising a 681km driving range on the WLTP combined (urban/extra-urban) cycle.

It’s also set up for 250kW DC fast charging, which should see you take on 288km in 15 minutes, according to Tesla.

All #3s headed to Australia for now are fitted with the larger of the two battery packs available – a 66kWh lithium nickel cobalt manganese (NCM) item.

In the Brabus, it is rated to average up to 415km of WLTP-certified range, which is between 20-40km shy of the mid-spec Premium version.

Smart says the WLTP average energy consumption is 17.7kWh/100km. Our 3000km-old test car’s trip computer displayed a life-cycle average of 14.6kWh/100km since delivery.

During our week with the Brabus, we managed an average of 19.4kWh/100km, and that was over a 95km period of sustained highway driving at 114km/h with cruise control on and climate control set at 18 degrees (to combat the radiant heat from that glass roof).

With a big 22kW AC charger and 150kW DC charger capability, the former will replenish that 66kWh battery in about 32 hours using a home plug or 10 hours with an optional 7.0kW Wallbox, while the latter will need just over an hour from 10-80 per cent with a common 50kW DC charger.

Honestly, it feels like the Tesla Model Y has grown up. I didn’t love earlier iterations of this car and I found the Performance to be fast but lacking any emotional fizz.

This one, though, feels solid and composed, and the power on tap (of which there is ample) is more about effortless progress than it is attempting to offer sports car excitement.

The steering is now nicely weighted and feels direct enough without being too sharp, and the cabin is well insulated, with often the slightly off-putting sort of rubbing noise the steering wheel makes when you turn it the only intrusive sound.

One drawback is a ride that definitely errs on the side of firm. This Model Y L gets electronic damping designed to iron out some of the more jagged stuff, but it still feels brittle in places, and you can definitely feel some sharpness in the cabin. Now, to be fair, it’s not too firm for me, but it might be for you.

Another is a bizarre turning circle which constantly reminds you you’re driving a big bus, especially when you try to complete a tight three-point turn.

But despite its stretched dimensions, I found the Model Y L easy to drive and park in the city, and once you're up to speed with Tesla's operating system (there's no Apple CarPlay or Android Auto), then the screen is pretty easy to use, too.

Whatever notions ‘Smart’ might evoke, the #3 Brabus obliterates them. This is no buzzy little city-car runabout, but a surprisingly mature and athletic driving machine. This is a seriously rapid performer.

A trio of driving modes give you a hint of what you’re in for. Eco is lightness and fluff. Not very Brabus, but smooth and calm enough for relaxed commuting. And it’s far from slow, scooting off the line with zip and zest. Enough for most.

Comfort is actually a good all-round setting to be in, with an eager yet controlled level of performance. Strong acceleration and instant accelerator reaction show you mean business – if you’re in the mood. Still civilised and serene otherwise.

Sport ups the ante, as you’d expect, providing a decent whack of speed and immediate response. Actually, this is enough to keep up with most sports car costing thrice the price, while maintaining the driver-assist safety net. Fun without the fear.

Brabus mode is off-the-leash fury, turning the #3 into a convincing AMG alternative thanks to blistering thrust and a powerful punch across the spectrum. More (artificial) noise, more drama, more speed, more fireworks. The 'Launch Control' pins you to your seatback.

Yet even in the latter setting, the Smart behaves with a maturity beyond the brand’s reputation, capable of quick corners with exceptional (AWD-enhanced) body control and roadholding grip, without a punishing ride.

Underneath, a unique suspension tune for the MacPherson-style struts up front and multi-link rear end keep the Brabus hunkered down more effectively at speed.

And even in pouring rain, there are no complaints about the Brabus’ assured and confident handling. Yes, the suspension is firm, but it’s far from uncomfortable, so, an acceptable trade-off.

Plus, though not strictly one-pedal driving, the regenerative braking pressure is enough for slowing down and speeding up in the ebb and flow of traffic in its strongest mode.

Where we’re less happy is in the #3’s steering. It brings three weight modes to the table – but only two are useful, 'Light' and 'Standard'. Super-easy yet not totally devoid of substance, Light is great for around town and general commuting.

But when you lean on it at speed, the steering, whilst crisp and reactive, is not always linear in feel or motion, especially when accelerating at the same time, as you might when coming out of a fast corner.

Depending on how hard you are on the accelerator, there can be a visible step when turned from the straight ahead that can be quite disconcerting. It’s a bit like when slurping in a lumpy bit in a smoothie.

So, what about 'Sport' mode? Here, the steering is just as described above, but with added weight and not much more. Not worth it. Best is Standard mode.

Another disappointment is the advanced driver-assist safety (ADAS) tech’s state of tune. It’s in a state, literally.

The intrusive and apparently non-permanently switch-off-able lane-keep systems, especially, end up resisting what the driver intends, and even fight to steer the car where it thinks it needs to be. This is frustrating and potentially dangerous.

It’s been reported that Geely, and not Mercedes, undertook the development of these ADAS systems. We’re getting sick of (mostly Chinese) manufacturers rolling the arm over and imposing this sort of nannying and ultimately counter-intuitive driving interference tech.

This needs to be fixed. It stops the #3 Brabus from being a great performance bargain.

The #3 range scores a maximum five-star ANCAP crash-test safety rating. It managed high-80s to 90 per cent in all disciplines – Adult Occupant Protection, Child Occupant Protection, Vulnerable Road User and Safety Assist systems.

A full suite of ADAS is fitted, from Autonomous Emergency Braking (operable from 5.0-150km/h car-to-car) with junction, cross-path, pedestrian, cyclist and motorcyclist detection (5.0-85km/h), lane-keep assist (from 65-180km/h) and cross-traffic alert (front and rear), to blind-spot warning and traffic-sign recognition tech.

You’ll also find adaptive cruise control (with stop/go function), highway and traffic jam assist, automatic parking assist, front and rear parking sensors, 360-degree camera and adaptive high beam assist.

Included, too, are seven airbags (dual front, side chest, side head and front-centre), along with two ISOFIX child-seat fixtures and child-seat anchorage points in the back seat.

Tesla warranty is a these-days-underwhelming five years and unlimited kilometres, while the high-voltage battery is covered for eight years or (a wildly specific) 192,000km.

There’s also five years' of roadside assistance, including puncture repair (a good thing, given the lack of a spare wheel). I also couldn’t find a puncture repair kit and later research suggests Tesla sells them, rather than provides them as standard.

Tesla servicing is condition-based, so there’s no fixed schedule, with a summary on the car’s touchscreen providing a record of when vehicle maintenance was last carried out and prompts for when they should be performed next.

In the absence of a combustion powertrain the emphasis is on things like wheel rotation, balancing and alignment, brake fluid testing, air-con servicing, camera precision, radiator cleaning and high-voltage battery maintenance.

Expecty a ‘Vehicle Health Check’ to come in under $300 with ‘General Diagnosis’ at around $270 per hour.

The #3 offers a (decidedly-average) five-year or (disappointing) 130,000km warranty, whichever comes first. There is also roadside assistance available for free during this period.

Given other EV manufacturers are going seven and even 10 years in the case of MG, with most including unlimited kilometres, this could be better.

Scheduled maintenance is every 12 months or every 20,000km.

Smart provides a pre-paid four-year/80,000km service plan for $3120, which comes to $780 annually. This seems quite expensive for an EV, even a premium one.