BMW M5 vs Smart 3

What's the difference?

Let’s get one thing out of the way: the new M5 is a very good car. Considering the emissions limitations and size increase of its base model, it is an impressive bit of engineering. 

What’s trickier is deciding whether the new car is really better to drive. Less edgy but supremely comfortable and quiet; BMW leaned into the daily usability of the plug-in hybrid M5 rather than amping the petrol-electric system for maximum thrills. And do you know what? That’s fine with me. 

The new M5 still performs on road and track and does an incredible job of hiding its weight (most of the time). Perhaps the G90 is a little more Audi RS6 than F90 in its demeanour but some would argue that’s no bad thing. 

The concept of the BMW M5 is not static, it evolves with the times, and the G90 is no exception. Expect future Competition and CS variants to unlock some extra lunacy. 

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

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.

The M5’s raw size is what you notice first. The G90 M5 is a whopping 113mm longer, 67mm wider and 37mm taller than the car it replaces, with the wheelbase stretched 24mm.

It is also the most pumped M5 yet, compared to a 520i it is 70mm chubbier at its flared wheel arches. The ‘M5’ insignia on the C-pillar means you’ll know this is the fast one. 

Presence is not in question, then, but beauty? Not the right word. The G90 makes its predecessors — especially the original ‘E28’ — look demure. 

The cabin layout builds on the concept debuted by the iX electric SUV, with twin integrated screens and focus on technology and minimal buttons. Materials are mostly high quality and feel fitting for the M5’s asking price.

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.

BMW has persevered with its twin-screen, minimal-button approach for its 'Operating System 8.5' in the M5. 

The 14.9-inch central touchscreen is bright, responsive and high resolution but the software remains a little strange. The main interface is classy but when looking for settings to adjust you’re presented with a Windows 95-esque panel of small square touch targets. It’s not intuitive. 

Wirelessly mirroring Apple CarPlay or Android Auto works a treat, at least. Digital climate controls keep temp adjustment persistently on screen and a shortcut to fan speed. The nipple-like vent direction adjustment grows on you, as do the digital vent sliders. 

The 12.3-inch digital driver’s display still doesn’t have the freedom of customisation and clarity of Audi’s interface. 

The M5 has two cupholders, a deep central storage cubby, door bins that swallow two 600mL plastic bottles and twin wireless charging pad that resolutely grips smartphones even under the sort of tummy-churning G-Forces this M5 can manage. 

Setting the M5 apart from the regular sedan is a unique centre console bunching 'M Drive' modes, 'M Hybrid' modes and other shortcut functions together next to the gear toggle and M-engraved crystal 'iDrive' controller.

Comfortable front seats are power adjustable with in/out, up/down lumbar support and have two memory positions. 

The 5096mm long M5’s back seat is very spacious. Headroom is good for those beyond 182cm (six-foot), the bench is extremely supportive, while leg and toe room are adequate.

A fold-down centre armrest has two cupholders and there are USB-C charge ports in the back of each bucket seat for a total of four. 

You can buy an accessory mount that holds tablets or smartphones for rear seat passenger entertainment, too.

When you look in the boot, BMW offering a Touring version of the latest M5 makes even more sense. The load aperture is big but the usable space is narrow; the sides intrude on load space. 

The 466-litre space will make fitting suitcases for an airport run tricky and, even with the 40/60 split-fold rear bench, you will struggle to fit a bike in the back. There’s no spare tyre, either.

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.

Unlike the Mercedes-AMG C63, BMW has kept the M5’s eight-cylinder heart and this has proven to be a good decision. 

The 4.4-litre twin-turbo petrol engine has been optimised with “a cross-bank exhaust manifold and optimised oil separation”, says BMW.

The V8 spins to 7200rpm though it isn't a screamer, outputting a full-bodied 430kW (5600-6500rpm) and 750Nm (1800-5400rpm).

Augmented with a transmission-mounted 145kW electric motor that can produce up to 450Nm, thanks to pre-gearing, maximum combined outputs are 535kW and 1000Nm. 

Weight blunts punch, though, so despite nearly 100kW and 250Nm more, the new M5 is a tenth slower to 100km/h than its predecessor (claimed), at 3.5 seconds for the sprint.

You can thank a 220kW/tonne power-to-weight ratio, worse than the old car's 233kW/tonne figure. The new G90 claws some time back with brute force, hitting 200km/h in just 10.9 seconds and goes on to a limited top speed of 305km/h.

You can choose from five powertrain settings, starting with 'Electric' and 'Hybrid' for everyday use, while 'eControl' lets you store battery power for urban use.

'Dynamic' provides the best balance, says BMW, while 'Dynamic Plus' is like a qualifying mode. Think maximum combined punch for up to 10 minutes, at which point you’ll have drained the battery. 

Driving in pure electric mode, the take-off can be a little jerky but the quietude and decent power make it pleasant. Power sources are combined expertly in Hybrid and giving it some stick in Dynamic is more than enough to make your passengers feel queasy.

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.

Electric-only range is rated up to 69km in WLTP testing, but the 18.6kWh battery is more likely to give you around 60km in real-world driving. It can be topped up in about two hours using an 11kW AC charger, or overnight on a three-pin socket. 

BMW includes both Mode 3 (public) and Mode 2 (home) charging cables with the M5. 

The M5 uses 3.2L/100km of 98 RON premium unleaded in ADR testing, corresponding to just 72g/km of CO2, so it should sail through the first rounds of Australian emissions regulations. 

Indulging in what the V8 has to offer sees that consumption spike, though. An enthusiastic road drive saw the M5 gulp 12.4L/100km, according to the trip computer.

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.

The three M5 elements start with daily usability. We trundled out of Bathurst in electric mode, with the adaptive dampers (and other myriad settings) in Comfort. 

The M5 has steel springs, double wishbone front suspension and a five-link rear axle, all of which has been heavily reworked by the boffins at M. Naturally, the ride is firm, though in Comfort the body moves through its motions smoothly. 

The M5 is an effortless tourer, its eight-speed automatic shmoozing through ratios as it climbs and descends steep gradients. Wind and tyre noise insulation is good on coarse chip tarmac, though a bit more burble from the V8 would be appreciated. 

The M5 has nine adjustable parameters to wake it up: 'Drivetrain', 'Energy Recovery', 'Drivelogic' (gear shift aggression), 'Chassis', 'Steering', 'Brake', 'M xDrive', stability control settings and 'M Sound'. Favourite settings can be stored to the wheel-mounted M1 and M2 buttons. 

With the dampers still in Comfort the M5 remains fantastically capable with power delivery from the xDrive mighty rewarding on corner exit. Sport dampers sharpen the experience up further, amplifying the M5’s surprising agility. Thank the rear-wheel steer for this big sedan’s switchback performance. 

Step beyond the limit of grip, brake too late, or get on the power too early, though, and the M5’s mass reveals itself rapidly. It doesn’t help that the accurate steering is devoid of feel. The brake-by-wire pedal is too numb and light, as well, making it tricky to judge grip levels on the road.

Feel is less of an issue on a dry Mount Panorama circuit, where the M5 turns out to be a total pussycat. The all-wheel drive, consistent dynamics, strong brakes and well-tuned stability control make for an approachable but seriously fast sedan.

The responsive transmission will hold gears to redline and is eager on the downshift in its most aggressive setting while tactile shift paddles make commanding ratio changes yourself that bit more engaging. 

Prodigious punch out of corners is matched by the impressive consistency of the carbon ceramic brakes. The M5 pulled up for The Chase every time with minimal fuss, even from above 250km/h.

Similar credit goes to the 285mm front and 295mm rear Hankook S1 Evo tyres which remained consistent and predictable all day despite reaching temperatures over 130 degrees, according to the tyre pressure monitor.

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.

In Australia, BMW has moved to match other manufacturers in offering a five-year/unlimited kilometre warranty on all its cars. 

Servicing is recommended on a condition basis, with the M5’s multimedia system prompting a visit to the mechanics. BMW offers pre-paid service packs for five years/80,000km at a price of $5059 for the basic offer and $8152 for 'Inclusive Plus', which covers brake pad and rotor replacements. 

It is expensive next to a regular 5 Series but when you consider the purchase price and performance level, the M5’s service pricing is not astronomical. 

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.