Kia EV6 vs Smart 3

What's the difference?

It’s fair to say the Kia EV6 is not the most affordable mid-to-large electric SUV money can buy. Especially in the era of cheaper Chinese models.

It also lacks some of the practicalities of a few rivals. If that’s your focus and you’re dead set on buying a Kia, then the EV5 is the clear choice.

But that’s not the sole purpose of this car.

It doubles as family transport and a car for driving enthusiasts. It’s the sort of EV that can convert EV non-believers.

After a week with the EV6, it’s not a car I’ll forget easily. And I urge buyers looking in the EV space not to overlook this pioneering model. It’s a brilliant car to drive and the GT-Line RWD is the value pick of the whole line-up.

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.

When I first saw the Kia EV6, I have to admit I wasn’t a massive fan of the design. I was, and still am, a massive fan of the mechanically related Hyundai Ioniq 5. Perhaps one of the many reasons that model won Best Medium SUV Under $130,000 at the 2026 CarsGuide Car of the Year Awards!

But the 2026 facelift has given me a renewed appreciation of the Kia’s design.

The overall shape is the same but the front, which was arguably its least appealing angle, has been redesigned.

It’s 15mm longer thanks to the new front bumper design, and it has adopted a completely new headlight signature that's in keeping with the EV3, EV4, EV5 and EV9. The front looks meaner, more aggressive, but in a really hot way.

There’s also a new bumper at the rear but the tail-lights are pretty much the same.

Overall it’s a much sharper look, helping to breathe new life into the EV6.

The visual changes are more subtle inside, but it was already a nice cabin to begin with. The big changes include the new version of Kia’s dual-screen set-up which is more modern and centred than the previous version, and there’s more visually appealing graphics.

The other key change is the steering wheel. For GT-Line and GT grades, Kia’s dropped the polarising two-spoke wheel in favour of a sportier and more premium three-spoke, dual-tone wheel found in other models, including the EV3. The base Air retains the two-spoke wheel.

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.

Under Australia’s vehicle categorisation, the Kia EV6 is classed as a large SUV. Which is not correct. Yes, it’s long and wide but it isn’t large. It’s medium. Also, is it an SUV? Or is it a low-slung coupe-style fastback? Perhaps a bit of both.

The EV6 has a decent amount of space in the cabin, but family-friendly practically might not be its strongest suit.

In the front row, headroom is limited. The sunroof is partly to blame for this, but the EV6’s front seats have always felt a little cramped for taller folks. Finding my perfect driving position took a bit longer as a result. Popping your sunglasses on your head is a no-no for a six footer like me. There is, however, plenty of space across the front of the cabin.

The front seats offer excellent upper body bolstering but could do with a little more for the thighs. But they are delightfully comfortable and look gorgeous.

The elevated centre console provides a high-set armrest and under that is a massive central bin, then there is a huge amount of open space underneath.

It houses two shallow and narrow cupholders with a phone charger, gear shifter, vehicle on/off and seat/steering wheel heating buttons. Yay buttons!

Climate control is managed via a digital panel separate to the main screen. It features smart dials that switch between air con and audio and sat-nav controls. Speaking of which, the air con flow is excellent.

Kia’s updated multimedia system brings it into line with other newer models. It’s a pleasure to use this system. Large tiles drill down into logical sub-menus, you can swipe every which way and the resolution is excellent. It’s also easy to navigate.

There are three USB-C charge ports under the centre stack.

Taller passengers might need to duck their head when getting in the second row, due to the lower sloping roofline. Once seated, the EV6 features that quirk of some older EVs where the rear seats are heavily bucketed and your knees sit up high because of the positioning of the under-floor battery. A lot of newer EVs keep the rear footwell free of battery packs to ensure more foot room and a more comfortable rear-seat experience.

There’s heaps of leg room behind my seating position, and headroom isn’t bad back there. It’s certainly better than the front. I had about 2.0cm between my head and the roof liner.

It feels a little dark back there due to the high window line, privacy glass and small rear window.

The rear seats are comfy but on the firmer side. There’s a fold-down arm rest with two shallow cupholders, and a small bottle will fit in the door.

You get two map pockets, USB-C ports on the back of both front seats, and chest-level side air vents.

You can lower the 60/40 split rear seats via a lower lever on the seat base. They fold almost flat, too. You can also lower the seats via a lever in the boot which is a handy feature.

The EV6 Air RWD’s boot can swallow 490 litres of cargo, and that drops to 480L for all other grades.

The boot area allows for a decent amount of usable space but the sloping tailgate means you won’t fit tall items.

Under-floor storage is limited but could easily fit flatter items like a charging cable. It also houses the tyre repair kit which is sadly what you get instead of any form of spare wheel. The boot also has a number of bag hooks, speakers and a light.

A front storage compartment under the bonnet can take 52 litres in the RWD grades, dropping to 20L in AWD versions.

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 EV6 has a range of powertrains depending on the grade. The Air and GT-Line RWD have a single motor set-up offering 168kW of power and 350Nm of torque, and the GT-Line AWD dual-motor pumps out 239kW and 605Nm.

Kia has boosted power in the high-performance GT by 18 kilowatts to a bonkers 448kW.

These figures are higher than some cheaper rivals and on par with other similarly priced EVs.

The 0-100km/h sprint time for the rear-drive grades is 7.7 seconds, dropping to 5.3 seconds for the GT-Line AWD, while the GT can do it in a blistering 3.5 seconds when engaging Launch Control.

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.

All EV6 grades get a bigger under-floor lithium-ion battery, up from the 77.4 kilowatt hour unit in the previous model to 84kWh.

Driving range is up more than 50km in rear-wheel drive variants to 582km in the Air and 560km in the GT-Line, according to the WLTP testing cycle.

The GT-Line AWD’s range is now 522km (up from 484km), and the range-topping dual-motor GT offers 450km of range - a 26km increase.

All EV6 grades have vehicle-to-load charging via a port under the rear seating row or by using an extender for the external CCS Type 2 charging port.

Maximum DC charging is 10.5kW but the EV6 supports AC charging infrastructure up to 400 and 800 volts.

Using a 50kW fast charger should take 80 minutes to get from 10 to 80 per cent full, while a 350kW charger takes 18 minutes. Slow AC charging at home with three-phase power should take about seven-and-a-half hours.

Official energy consumption varies between grades. The Air RWD is 15.9kWh/100km, GT-Line RWD is 16.9kWh, GT-Line AWD is 17.7kWh and GT is 20.9kWh.

The car’s trip computer recorded an efficiency figure of 19.1kW/h when I handed it back, but I engaged in some enthusiastic driving. Factoring in the usable battery capacity (80kWh), the EV6 GT-Line RWD’s theoretical range is 473km.

It has multi-mode regenerative braking that is exceptionally smooth, including one-pedal driving, various EV sounds to choose from and a utility mode function to save battery life.

There’s even a soft close function for the charge flap that’s integrated nicely in the driver’s side rear tail-light.

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.

This is where the EV6 excels. There’s a lot more competition out there now, but the good news is the EV6 still impresses on the road.

I am purely focusing on the GT-Line RWD for this section as it’s the grade I had for a week.

It’s not brutally quick from a standing start, but it offers a nice, linear build up of speed. It adds speed quite quickly when at pace and this is more than enough poke for most people.

If you are intent on more power and speed, but without stretching to the GT flagship, the GT-Line AWD might be your cup of Jarrah. Although that is an $8000 premium over the RWD.

If you want to save the cash the RWD has drive modes ('Eco', 'Normal', 'Sport', 'Snow', 'MyDrive'), so you can add some spice with Sport mode.

The EV6’s precise steering has a little weight to it and good feedback.

On dynamically engaging roads the EV6 doesn’t feel its two-tonne weight. It has loads of grip when you lean into a corner and remains flat through the twisty stuff. There’s the tiniest hint of lateral movement in the car but there’s a lack of top-heavy body roll.

Thanks to the rear-wheel drive configuration, it’s also playful. The rear flicked out briefly when turning in wet conditions, but otherwise the stability control keeps everything in check.

This car has clearly been engineerd by driving enthusiasts for driving enthusiasts.

The ride quality is a little jittery on uneven roads. It’s not cushy like the EV5. You will feel tram/train tracks, potholes and random bumps. I detected a little vibration through the steering wheel on crumby roads. The Continental Premium Contact 6 (255/45 R20) tyres have a decent sidewall but they can’t soak up everything.

As well as being dynamically excellent, it’s also a lovely cruiser on smooth freeways and roads.

Other related points - it has a large turning circle (11.6m) and visibility is impeded by enormous B- and C-pillars, small rear windows and a middle-seat headrest.

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.

The EV6 is covered by Kia’s solid seven year/unlimited kilometre warranty and it has a battery warranty of seven years or 150,000 kilometres, whichever occurs first.

The service schedule is every 12 months or 15,000km.

Kia offers service plans of three, five and seven years with pricing for Air and GT-Line of $728 for three years, $1391 for five years and $2055 for seven years.

The GT is a little pricer at $842, $1570 and $2319, respectively.

This pricing isn’t astronomical, but it is more expensive than the Cupra Tavascan and MG IM6.

Kia has 147 dealerships across the country covering metro, urban and rural areas and all of them service EVs.

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.