Audi Q2 vs Smart 1

What's the difference?

The Q2 is good value and great to drive – especially the SQ2. The exterior looks new, but the cabin feels older than the larger Q3, and most other Audi models.

More standard advanced safety tech would make the Q2 even more appealing, as would a five-year, unlimited-kilometre warranty. While we’re at it, a hybrid variant would make enormous sense. 

So, a great car, but Audi could offer more to make it an even better proposition for buyers. 

It’s easy to get lost in marketing hype, but — based on first impressions — the Smart #1 does what it says on the tin. This is a Chinese-built SUV that feels more premium than most, and one which is priced to tempt you from one of the German big three. The warranty isn’t good enough, though, and the multimedia screen can be infuriating, but it drives very nicely, especially on suburban roads.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

This updated Q2 looks almost identical to the previous one and really the only changes are subtle styling tweaks to the front and back of the car.

The front air vents (they aren’t real air vents on the Q2, but they are on the SQ2) are now larger and pointier and the top of the grille is lower. Around the back, the bumper now has a similar design to the front, with those pointy polygons set wide apart.

It’s an angular little SUV, full of sharp-edged shapes like some kind of acoustical wall in an auditorium.

The SQ2 just looks more aggro, with its metallic-trimmed air vents and beefy quad exhaust. 

The new colour is called Apple Green and it’s not really like any colour on the road – well not since 1951, anyway when this hue was hugely popular on everything from cars to telephones. It’s also very close to Disney’s “Go Away” green – look it up and then ask yourself if you should be driving a car that’s kind of invisible to the human eye.

I digress. Other colours in the range include Brilliant Black, Turbo Blue, Glacier White, Floret Silver, Tango Red, Manhattan Grey and Navarra Blue.

Inside, the cabins are the same as before, apart from the larger, sleeker media display, and there are some new trim materials, too. The 35 TFSI has silver inlays with a diamond paint finish, while the 40TFSI has aluminium door sills.

The Q2 has beautiful quilted Nappa leather upholstery, which goes beyond just covering the seats and to the centre console, doors and armrests.

All options offer well laid out and premium feeling cabins, but the disappointing part is that it's an older Audi design, which started out in the third-generation A3, launched in 2013, and still exists on the Q2, even though most Audi models, including the Q3, have the new interior design. This would bug me if I was thinking about buying a Q2. 

Have you thought about a Q3? It’s not that much more in price, and it’s a tad bigger, obviously. 

The Q2 is tiny, at 4208mm end to end, 1794mm wide and 1537mm tall. The SQ2 is longer at 4216mm long, 1802mm wide and 1524mm tall.  

There is an impossibility pretty model in Smart’s new line-up, but the #1 ain’t it. While the #3 — which has also just launched — is a sleek-looking, coupe-style SUV, the #1 is a top-heavy small SUV that doesn’t shine from every angle.

Front-on, or from a front three-quarter angle, the #1 definitely works, with the brand setting out to remove unnecessary fussiness from the design, leaving smooth and rounded bodywork in its place.

There are no body creases or weird angles here, instead it’s a smooth, fluid-like design that flows from the front LED lights bar to the smooth shoulder lines to the matching light treatment at the rear. 

But it’s at the rear where, for mine, the design begins to fall over. From that angle, the #1 looks skinny and top-heavy, especially when wearing the red hat of the Brabus model.

Still, eye of the beholder and all that.

Inside, though, the #1 kicks all sorts of goals, presenting as a properly premium-feeling EV space that’s swimming with technology and lovely cabin materials.

I particularly love the letterbox-style screen that replaces the traditional dashboard. It’s not distracting or overbearing like some twin-screen set-ups, but clearly shows you the key driving stuff you need when you’re on the road.

Side note, though, the massive central screen is super clear and lightning fast, but as usual you need to spend some (a lot) of time with it to figure out where all the functions are hiding, with most of the car’s key controls hidden within its labyrinth.

And side note two, the background graphics look like they were designed by a cordial-addled child, it is busy, cartoonish and out of keeping with the calm, grown-up nature of the #1’s cabin.

The Q2 is basically a current model Audi A3, but more practical. I’ve lived with the A3 Sedan and Sportback and while rear legroom is just as confined in those as it is in the Q2 (I’m 191cm and need to squish my knees behind my driving position) getting in and out is easier in the SUV, with its elevated ride height and taller door apertures.

The easier access helps enormously when helping kids into their child seats. In an A3 I need to kneel on the footpath to be at the right level to put my son into the car, but not with the Q2.

The boot space of the Q2 is 405 litres (VDA) for the front-wheel-drive 35 TFSI and for the SQ2 it’s 355 litres. That not bad, and the large hatch makes for a big opening, which is more practical than a sedan’s boot.

Inside, the cabin isn’t enormous, but rear headroom is good, thanks to the fairly high roof.

Cabin storage isn’t terrific, although the front door pockets are big and there are two cupholders up front.

Only the SQ2 has USB ports in the back for rear passengers, but all Q2s have two USB ports up front for charging and media – plus all have wireless charging for phones.

The Smart #1 measures just under 4.3m long, just over 1.8m in width and around 1.6m in height, and it rides on a 2.75m wheelbase. And the perk of the Smart’s EV powertrain, the brand says, is Mercedes-Benz E-Class levels of space in the back seat, despite the #1’s diminutive footprint.

It’s a big claim, and while I didn’t break out the tape measure I can say the backseat feels plenty generous, and because the rear pew slides forwards or backwards by 15cm, you can choose whether you want more legroom or more luggage space.

Speaking of which, pop the auto-opening boot (by hitting the ‘a’ in the ‘Smart’ lettering, which I couldn’t figure out without help) and you’ll find 323 litres of space with the back seat as far back as it goes, growing to 411 litres with it pushed all the way forward. There’s also a 15-litre frunk.

Smart says the #1 weighs 1800kg, adding it will tow 1600kg — but I’m sure you can imagine the impact a heavy load will have on your driving range.

The #1 is available in three trim levels — the Pro+, Premium and Brabus — and pricing (before on-road costs) climbs from $54,900 to $58,900 and $67,900. 

Brabus, by the way, was a lesser-known Mercedes-Benz tuning arm, a little like AMG, which should give you some idea of what to expect from the performance-badged models.

Anyway, that pricing is good enough to undercut key rivals, including the Volvo EX30 (from $59,990) and BMW iX1 ($78,900), and it’s drastically less than Mercedes-Benz's EQA 250 ($84,900), all before on-road costs.

Also firmly in the Smart’s favour is that there isn’t a cheap-feeling model among them, with even the Pro+ feeling properly well-equipped and premium.

Entry-level cars score 19-inch alloys, a panoramic roof, LED lighting, a powered tailgate and a 12.8-inch central screen with wireless Apple CarPlay and Android Auto, and a 9.2-inch digital dashboard. There’s wireless device charging and a decent stereo, too.

The Premium then adds matrix LED headlights, leather trim, a huge head-up display and a better Beats stereo, while the Brabus scores a unique interior and exterior treatment, better suspension and a launch control function.

There are three grades and each has a different engine. 

The 35 TFSI has a new 1.5-litre four-cylinder turbo-petrol engine making 110kW and 250Nm; the 40 TFSI has a 2.0-litre turbo-petrol four making 140kW and 320 Nm; and the SQ2 has a 2.0-litre turbo-petrol as well, but it puts out a very impressive 221kW and 400Nm.

The 35 TFSI is front-wheel drive, while the 45 TFSI quattro S line and SQ2 are both all-wheel drive.

All have a seven-speed dual clutch automatic transmission – nope you can’t get a manual. There are also no diesel engines in the line-up.

I drove all three cars and, from an engine perspective, it’s like turning the ‘Smile Dial’ up from Mona Lisa in the 35 TFSI, to Jim Carrey in the SQ2, with Chrissy Teigen in between.

There are two drivetrains on offer here - one shared across the Pro+ and Premium, and another delivering the prodigious power of the #1 Brabus.

The first shared option is a single rear motor that delivers 200kW and 343Nm, which is enough to knock off the sprint to 100km/h in 6.7 seconds. Top speed for all models is listed as 180km/h.

The Brabus, though, adds a motor at the front axle, giving it AWD, which ups the outputs to a punchy 315kW and 543Nm, dropping the sprint to 100km/h to a very fast-feeling 3.9 seconds.

It’s a single-speed EV transmission in each, which means smooth, constant power delivery with no traditional ‘steps’, and all get 'Eco', 'Normal' and 'Sport' drive modes, though the only thing they impact is the accelerator response.

You can add weight to the steering, but that’s a separate item accessed elsewhere in the screen’s sub-menus.

Audi engines are superbly modern and efficient – even its monster V10 can shut down cylinders to save fuel, and so can the new 1.5-litre four-cylinder engine in the 35 TFSI. Audi says that over a combination of urban and open roads, the 35 TFSI should use 5.2L/100km.

The 40 TFSI is thirstier at 7L/100km, but the SQ2 demands a bit more at 7.7L/100km. Still, not bad. 

What’s not good is the lack of a hybrid, PHEV or EV variant of the Q2. I mean the car is small and ideal for the city, and therefore a perfect candidate for an electric version. Not having a hybrid or EV is why the Q2 model range doesn’t score well for its overall fuel economy.

All Smart #1 models share the same 66kWh battery, but how far you can travel between charges comes down to the trim you choose, with the WLTP driving range either 400km, 420km or 440km. The Brabus, of course, covers the least ground between charges, owing to its dual-motor set-up and amped up power outputs. 

When it comes time to plug in, all models are equipped with 150kW DC fast-charging capability, and when plugged into said charger, you can expect to go from zero to 80 per cent charged in less than 30 minutes. 

There’s also 22kW AC charging on board in the Premium and Brabus models, which means you can use three-phase power, but plugged into a regular 7.4kWh home wallbox should see you go from zero to 80 per cent charged in 7.5 hours, which means overnight charging should work a treat.

When it comes to the driving part, Audi can almost do no wrong – everything the company makes, whether it’s low powered or rip-your-face-off fast, has all the ingredients for engaging driving.

The Q2 range is no different. The entry-grade 35 TFSI has the least grunt and, with its front wheels pulling the car along, it’s the only one in the family that’s not blessed with all-wheel drive, but unless you’re doing laps at a track you’re not going to be wanting more power. 

I drove the 35 TFSI for more than 100km on the launch, through the country and into the city, and in all situations, from overtaking on highways to merging and slow traffic, the most affordable Q2 performed well. That 1.5-litre engine is responsive enough and the dual-clutch transmission changes swiftly and smoothly. 

Superb steering and good visibility (although that rear three-quarter view is slightly obstructed by the back pillar) makes the 35 TFSI easy to drive.

The 45 TFSI is a good mid-point between the 35 TFSI and the SQ2 and comes with a very noticeable bump in oomph, while the extra traction from the all-wheel drive is a reassuring addition. 

The SQ2 isn’t the hardcore beast you might think it is – this thing would be super easy to live with daily. Yes, it has firm sports suspension, but it’s not overly hard, and that engine, which nudges almost 300 horsepower, doesn’t feel like a Rottweiler on the end of a leash. If anything, it’s a Blue Heeler that loves to run and run, but is happy to take it easy and get fat.  

The SQ2 is my pick of the bunch, and not just because it’s quick, agile, and has an intimidating growl. It’s also comfortable and luxurious, with sumptuous leather seats.  

The #1 and its sister car, the #3, might share powertrains and batteries, but they are designed to drive very differently. The #3 is the sporty one (always code for a firmer ride), while the #1 is supposed to be softer, more comfortable and more city-friendly.

That’s the theory, at least. In practice, I have no idea. My time behind the wheel of the #1 was limited to its most fire-breathing model — the Brabus, which also scores its own suspension components — and soft is not a word that comes to mind once you’re strapped in behind its bright red seatbelt.

It begins with those bonkers power outputs, 315kW and 543Nm, which deliver genuine push-you-back-in-your-seat acceleration every time you stand on the go pedal.

Better still (well, I think so, at least), is that activating its sportiest 'Brabus' mode also unlocks a deep Abarth-style burbling soundtrack that rises and falls with your inputs.

But like most performance EVs, you can also dial the drive experience right back. In its softer drive modes the #1 Brabus feels calm and comfortable and not overly reactive, which makes sense, given the only thing the Brabus mode changes is accelerator sensitivity.

The result, though, is a car that you can tootle around in silently when you want to but hides a nuclear weapon under your right foot when you want to unleash that part of its personality. 

Downsides? It’s got plenty of point-and-shoot power, but in the few corners we managed to find in it, it didn’t quite live up to the all-out-performance badge. There’s a bit too much movement in the body — a symptom of its near-2.0-tonne weight — and it doesn’t feel entirely engaging.

A couple of important caveats, though. We didn’t get long behind the wheel of the #1, and the dull-as-dishwater prescribed drive program revealed little about its true performance potential. So, we’ll have to wait until the model is properly through the CarsGuide garage to give you a deeper dive on this one.

Full credit to Smart on this one, because the #1 comes with a pretty stacked active (crash avoidance) safety tech list, and though our test drive was far from exhaustive, only the speed limit warning (which you can switch off) felt overly intrusive, with the rest just sort of humming away in the background.

The full package includes things like adaptive cruise control, lane keeping assist, traffic-sign recognition and the aforementioned speed limit warning. There’s also AEB, along with seven airbags, all of which has earned the #1 a five-star Euro NCAP safety rating.

The pressure for Audi to move to a five-year warranty must be hugely intense, with Mercedes-Benz offering one, along with pretty much every other mainstream brand. But for now, Audi will only cover the Q2 for three years/unlimited kilometres.

As for servicing, Audi offers a five-year plan for the Q2 costing $2280 and covering every 12-month/15000km service over that time. For the SQ2, the cost is only a fraction higher at $2540.  

Warranty is a definite soft spot, with LSH Auto offering five years or 150,000km, whichever comes first. For reference, other Chinese newcomers include Chery (seven years) BYD (six years) and GWM (seven years), while MG has just shifted to a 10-year warranty.

Still, service intervals are 12 months/20,000km, and you should be able to take your Smart to any LSH Auto Mercedes dealership (in Melbourne, Brisbane and Sydney) or either of the Smart dealerships in Sydney or Brisbane.

Service cost for the first four years averages $611 per workshop visit for the Pro+ and Premium (worth noting the fourth service is a big one) and $780 for the Brabus. Not particularly small numbers.