In the now vast Geely galaxy, let’s not forget that Smart is also part of it today, in a 50:50 joint venture with Mercedes. And the Smart #3 Brabus is the top version of the German brand’s coupe-crossover—also the quickest car in its class, with 428 hp and 0–100 km/h in just 3.7 seconds.
I drove it across much of central Sweden, testing it in various conditions. Here’s how it went.
Smart #3 Brabus: our tops & flops
I’ll be honest: when I found out I’d be testing this car, I thought I wouldn’t like it. But it turned out to be a surprising vehicle. First of all, because it’s really fun to drive. It’s clearly going for the “wow” effect—with that jaw-dropping acceleration that even more powerful and expensive EVs don’t always deliver.
But it’s not just about speed: the chassis is genuinely well-tuned, making the car dynamic and stable, able to handle its nearly two-ton weight with confidence. That said, the four ventilated disc brakes are a bit underwhelming and could’ve been bigger. The steering is precise, and when you’re behind the wheel, it feels agile and light on its feet.
Beyond performance, it behaves well in everyday driving, too. It absorbs bumps well, is impressively quiet even without double glazing, and offers comfort and quality. The Beats Audio system stands out with deep, immersive bass, making up for the synthetic engine sounds—customizable, yes, but perhaps a bit weak. Of course, range isn’t its strong point: on the highway, it barely manages 250 km, and I covered 355 km out of a claimed 410 km in mixed driving. But it makes up for it with a consistent 150 kW DC fast-charging curve and a standard 22 kW AC charger.
This is the car for someone who doesn’t prioritize efficiency or range—maybe because they don’t drive long distances or don’t mind stopping a bit more often—but wants something original, well-designed, and able to amaze every time you press the accelerator.
What we like:
- Excellent driving dynamics that remain even with a low battery;
- Fantastic Beats audio system;
- Steady and easily reachable 150 kW DC charging;
What we don’t like:
- Braking system is underwhelming given the car’s power;
- Too many menus and submenus in the infotainment system;
- We hope to see a version with longer range in the future;
Prices in Scandinavia
Smart #3: Brabus makes it beautiful
By now, it’s clear—Smart is one of those brands that has undergone a radical shift in its philosophy, and this new model is yet another example of that transformation. It’s a car that definitely divides opinions: many people have found it appealing and intriguing, while others remain unconvinced. Either way, it’s an interesting project, especially in terms of its overall design approach.
The #3 shares the SEA2 platform and all motor-battery configurations with the #1 (as well as the Lynk & Co 02, Zeekr X and Volvo EX30). It’s essentially the longer and lower version of that model. But when it comes to design, I think the work done by Gorden Wagener—head of design at Mercedes and thus also for Smart—has turned out better here. It still has a slightly quirky look, and I’m personally not fully sold on it, but the sleeker, more streamlined proportions make the styling elements feel more cohesive.
This is also a car with increasingly substantial dimensions: 4.40 meters long, 1.80 meters wide without mirrors (which push it to 2 meters), and 1.50 meters tall—longer and lower than the #1. The overhangs are minimal, and the widely spaced wheels contribute to a 2.70-meter wheelbase, offering good rear-seat room, even for taller passengers. And if you think this one’s big, Smart’s first true SUV and off-roader, the #5, is set to arrive later this year.
The Brabus signature is present in several styling cues, starting with logos placed at the front, rear, side, and on the third spoke of the steering wheel. The trim features black and red accents (which can be inverted), along with more aggressive front and rear bumpers compared to other #3 versions.
Typical Brabus elements include the hood intake, which adds a touch of aggression to the front, and the 3D black grille with red inserts—or vice versa, since red and black are the brand’s trademark colors.
Rounding out the package are 20-inch wheels paired with Continental tires and red brake calipers for a sportier look. However, the braking system—with discs on all four wheels—was one of the aspects that impressed me the least.
Lastly, a mention of the lighting units: love them or hate them, the inverted “Y” design is distinctive and houses the standard CyberSparks LED+ tech, derived from Mercedes. Beyond their visual flair, they provide excellent nighttime visibility, even in tough conditions, adding to the car’s overall safety.
Smart, but in a different way
Smart is still “smart”—but not so much because of its compact size like in the old days. Instead, it stands out for some genuinely clever and practical solutions. For example, the hood opens with a pneumatic system, eliminating the need for those annoying manual levers you have to prop up yourself. Underneath, there’s a small frunk. It’s not huge (15 liters), but I appreciate its presence—especially since it’s well-finished, with a solid, thoughtfully designed cover. It’s just the right size to store a charging cable or a small bag, and overall, it’s a detail I really liked.
A bit less practical, perhaps, is the trunk release button, which is hidden in the “A” of the Smart logo at the rear. Since it’s body-colored, it’s not immediately visible or intuitive to locate, but once you know where it is, it works fine. Access is convenient, even if the loading floor is a bit high. That said, the 370-liter boot is well-designed. I especially liked the cargo cover—not the usual thin shelf you find even in bigger cars, but a sturdier and more refined solution.
Once again, attention to detail shows in the material choices. While there are some hard plastics, the perceived quality is still good. And the double floor in the trunk adds to the practicality, offering extra space to store the cable (if you didn’t already put it in the frunk) or other items, keeping the main compartment tidier.
Speaking of attention to detail: even the charging cable is well-made, with a design that matches the car’s style. It really feels like something designed with care and intention.
And inside, more smart features—like the storage compartment under the center armrest, which is cooled and can keep drinks fresh (honestly, I’d buy the car just for that). It even includes a dedicated card holder, perfect for charging cards as the car suggests—or whatever else you choose to keep there.
The best Smart ever made?
Inside, you can clearly sense the Mercedes influence—especially in the design of the central tunnel and the trio of central air vents, flanked by two more on the sides. The dashboard has an elegant layout: everything is well-connected and harmonious, and I appreciated its refined, upscale feel.
In front of the steering wheel sits a small digital display—not highly customizable, but with a few nice touches: it changes color and graphics depending on the selected driving mode, and it can show information like the currently playing music or energy consumption. I really liked that. I also appreciated how all the mandatory warning lights are integrated into a glossy metallic background that blends well with the rest of the dashboard—a small but thoughtful detail.
The overall layout feels very Mercedes-like, as shown by the gear selector placed on the steering column, with the wiper controls close by as well. The lights are adjusted on the side, though most people will likely leave them on auto.
The steering wheel is a pleasant surprise with its Brabus personalization: flat-bottomed, contrast stitching, and Alcantara inserts, which also appear on the seats—very comfortable, I must say.
One aspect that convinced me less is the 12.8-inch central display. It’s very tall and sticks out quite a bit, which, in my opinion, disrupts the visual balance of the dashboard. That said, the operating system—though a bit “toy-like” and visually quite unattractive for such a serious car—is smooth and fairly intuitive. I liked the presence of shortcut buttons to access key vehicle functions like driving modes (despite the over-the-top sound effects), One-Pedal Drive, and other settings.
Still, not everything is instantly accessible: some features require digging through menus. The climate controls, although also touch-operated, are always visible and easy to reach. Of course, wireless Apple CarPlay and Android Auto are included.
Some might criticize the presence of the central tunnel, which can feel redundant in an electric car, but here it’s designed across two levels and is actually very functional. The upper section features a non-slip surface for your phone (which charges wirelessly), two USB-C ports, cup holders, and additional storage space for coins—or even a second phone if needed.
As for interior space, no complaints at all: it’s excellent. There’s even a function that automatically moves the driver’s seat back when shifting into “P” to make exiting easier—though you can disable it if you like. Thanks to the extended platform, four adults can travel comfortably even in the rear, with plenty of leg and headroom—even if the front seats are pushed all the way back. And yes, that includes tall drivers like myself—I’m 1.94 meters tall.
A little missile
What has certainly made the Smart #3 Brabus so well-known and appreciated is its acceleration: 0 to 100 km/h in 3.7 seconds basically turns it into a compact rocket. It’s a performance designed to impress with a big wow factor—but it’s also genuinely fun to drive. What I particularly liked is that it maintains a very generous torque—around 545 Nm—even well below 100% charge. Even when you drop under 70%, 60%, or even 50%, it stays very responsive, and that’s a real plus.
I wouldn’t call it a supercar, or even a sports car in the traditional sense—it’s not trying to be. It’s a car with excellent performance. Besides the acceleration, it features two electric motors producing a total of 428 hp and a revised setup, with a lower center of gravity than the standard versions. The suspension is firmer, but never harsh, offering great handling. Even with ESC and traction control disabled—two of the customization options available—it remains very stable. Mercedes and Brabus have done a solid job on the platform, making it feel more “German,” more solid compared to other cars using the same architecture, like the Zeekr X, which introduced it (and we’ve tested that one too).
The Brabus mode is the most extreme: even sportier than the regular Sport mode. The throttle response is lightning-fast, enough to pin you to your seat. Cars of this size and price range with this level of performance are rare, both in terms of acceleration and responsiveness. Still, as mentioned, it’s not a true sports car—it’s a high-performance version of a solid electric vehicle. It’s not made for the track, or at least not for consistent track use, unlike some other souped-up compacts. This is for those who don’t care much about range or consumption, but want a pure driving thrill.
In Brabus mode, the artificial engine sound activates automatically and remains on in all modes except Eco. In Eco mode, it goes silent like a typical EV. Thankfully, this sound can be turned off if preferred.
Despite the firmer suspension, comfort remains a priority. The seats are firmer than in other trims, but not too bolstered or stiff—they’re well-crafted, with a slightly sportier feel. The car’s rigidity is noticeable, especially above 130 km/h (where legally permitted), and as you approach the top speed of 180 km/h, there’s a hint of body roll. Still, overall stability is excellent, even under hard braking: I had to slam on the brakes to avoid hitting two moose that jumped into the road, and both the brakes and the active detection systems for pedestrians, cyclists, and animals performed impressively. The ventilated disc brakes do a good job, though I would’ve preferred slightly larger calipers for more powerful braking.
In general, the low center of gravity and reduced height compared to an SUV clearly show this car is still comfort-oriented. It remains a crossover, made for those who enjoy pleasurable drives without obsessing over efficiency or range.
On that front, the Smart #3 Brabus is not the most efficient. In general, the #3 isn’t a range champion: the standard version claims 455 km, but the Brabus stops at 410 km. And you feel the consumption: I measured an average of around 21 kWh/100 km, climbing to 25–26 kWh on the highway at 120 km/h (Swedish speed limit). This results in a real-world highway range of about 150 km—or less at 130 km/h. In the city, it performs better, staying under 20 kWh/100 km and reaching 390–400 km. On mixed routes, I managed about 355 km.
Its target audience is clearly a niche: people who love to drive for fun and aren’t focused on efficiency. The sharp steering and lively response all invite spirited driving. It’s perfect for short commutes and weekend getaways. I drove around 350 km with a single stop—necessary for the car, but also for me. At highway speeds, if you’re not in a hurry, it’s a very doable and enjoyable experience.
While range isn’t its strength, charging is one of its highlights. The Smart #3 Brabus supports up to 150 kW DC charging—not only does it reach that, it holds the speed consistently, even in cold weather, based on my tests. This is also thanks to the battery preconditioning, which I highly recommend using to get the promised times: 10 to 80% in 25–30 minutes, in line with segment standards. Another advantage is the AC charging at 22 kW, which is exclusive to the Brabus. Other versions top out at 7.4 kW AC.
After testing it, I believe this Smart #3 Brabus is built for those who love to drive with a smile. But ultimately, the most well-rounded version of the #3 is the one with the single 272-hp motor. It has rear-wheel drive, so it’s still fun to drive, and it’s more efficient, with better consumption, while still offering solid performance. 0–100 km/h in 5.8 seconds is nothing to scoff at. It’s more suited to everyday use: you won’t need 3.7-second sprints on a daily basis—that’s more of a luxury for special occasions.
I didn’t like the large 12.8-inch tablet-style screen: it’s too vertical, not driver-oriented, awkwardly placed, and just too big. I did appreciate the soft-touch buttons for switching drive modes and adjusting settings like one-pedal drive or regenerative braking intensity. Less convenient is having to dig through menus to change options like battery preconditioning or disable certain ADAS features, such as the overly sensitive drowsiness alert. Same goes for the speed limit sound alert. That said, the system is fairly customizable, and you can even stiffen the steering—something driving enthusiasts will enjoy.
From a safety standpoint, it’s well-equipped: numerous ADAS features that are accurate and less intrusive sound-wise than in many other vehicles. It’s also very solidly built—the frame has been reinforced, and it received 5 stars from Euro NCAP.
A final plus is the Beats audio system: it sounds genuinely good, with deep, clean bass. It’s a detail that really adds to the driving experience.
