LDV T60 vs Smart 3

What's the difference?

The Max Plus brings a lot of welcome upgrades to the T60 range, particularly in its previously non-existent active safety suite, but it’s not all good news. There are still a few areas where this ageing ute could use a lot of polish.

Still, there’s something to be said for how refreshingly straightforward much of it is, and for the most part its specs and features are up to the task of competing with many more expensive alternatives.

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 T60 Max Plus takes the visage of a factory-kitted version of the existing T60 Plus. The most notable difference this time around is the unique gloss black grille design which features a new spot to hide the front radar array for the safety suite, alongside new gloss wheel designs and that huge sports bar fitting atop the tray.

To my eye at least the T60 looks a fair bit more rugged and industrial than most of its rivals, which with every iteration are looking more like passenger vehicles than work-ready utes. Still, there’s an aggressiveness to its contrast black trims and tall ride height which may appeal to some. For others it will be more function-over-form, with less bumper overhang than something like the SsangYong Musso and there’s something to be said for that, too, I suppose.

Inside is where this Max Plus version sets itself apart from the rest of the range with its abundance of screen real-estate, upgraded materials, and an almost EV-like centre console treatment.

It’s certainly more digital-feeling and contemporary than the rest of the T60 range, but it might lose some of the simple but rugged appeal of its interior as a result.

The screens look pretty slick, especially when you’re using phone mirroring to hide the otherwise clumsy stock software suite. It’s one thing to have nice big screens, it’s quite another to have slick, attractive, and customisable software to match.

Sadly, that’s not the case for the Max Plus, which offers one lacklustre look and feel for the dash cluster, paired with an array of confusing menus on the multimedia screen.

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.

There are some benefits of the new interior design, and there are some disappointments too. These begin with the seating position, which is still miles off the ground in its lowest setting. This might give you a commanding view of the road, which has benefits, but it also makes you feel like you’re sitting on the T60 rather than in it.

The steering wheel is also only pitch adjustable rather than also offering telescopic adjustment, and even then its range of movement is extremely limited. For me, at 182cm tall, this meant the wheel blocked the top of the digital instruments, and I also felt like I was far too close to the roof. It’s an awkward seating position to say the least.

However, the new cabin layout has quite a bit of storage to play with. There are functional bottle holders and pockets in the doors, a decent glove box, and the new centre console offers a huge tray underneath with a removable dual cup holder insert, which also has two little cutaways for storing your keys. This area also hides some USB ports and a 12-volt outlet, for a nice cable-free interior if need be. The armrest console box offers even more space, and the wireless phone charger perched atop the console area is a welcome touch.

Less impressive is the strip of touch-based controls for the climate which sits underneath the multimedia screen. At least it has some controls which don’t require a screen sub-menu to navigate, but it simply doesn’t compare to having actual buttons and dials.

The most puzzling part of this equation is the lack of physical controls of any kind for the headlights, and no way for the passenger to adjust volume without needing to go one or two sub-menus deep. Inconvenient at best, potentially dangerously distracting at worst.

Again, some rivals get an edge here. The Musso’s multimedia suite looks comparatively old, but has heaps of physical buttons, while the GWM Ute Cannon splits the difference, maintaining buttons but gaining confusing menus. Both are better to use than the T60.

The back seat came as a surprise, as it offers pretty decent legroom for a full-sized adult, something quite rare in this ute segment. It also offers pockets on the backs of both front seats, dual adjustable air vents and a USB port on the back of the centre console, two small bottle holders in the doors, and a further two in a centre drop-down armrest. Underneath the seats there’s access points to small storage areas below.

The tray area seems reasonably well appointed with a pre-applied spray-in tub liner and four tie-down points at the extremes of the bed. The tub dimensions come in at 1485mm long, 1131mm wide (between the arches), and 530mm tall for the standard version. The Mega Tub variant extends the length to 1800mm. Payload for the tray is 840kg for the manual, 830kg for the auto, and 800kg for the Mega Tub.

Interestingly, despite its new coil-sprung rear, the T60 Max Plus maintains its 3000kg braked towing capacity, which isn’t the 3500kg industry standard, but is pretty close.

These specs mean the standard tray version is slightly larger than the Ssangyong Musso with a slightly higher payload, although it can tow 500kg less. It has a lower payload and a smaller tray than the GWM Ute, although it can tow about the same amount.

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 T60 Max range lays claim to one of the most powerful 2.0-litre four-cylinder diesel engines - a bi-turbo unit producing 160kW/500Nm with peak torque arriving from 1500rpm.

It is mated to either a six-speed manual, or an eight-speed ZF-sourced torque converter automatic transmission.

It has a 2H, 4H, and 4L selector (alongside an automatic setting for the Plus Max), and is equipped with a rear differential locker (which can only operate below 30km/h).

For those looking to venture well beyond the tarmac the T60 Max Plus has a 27-degree approach angle, a 24-degree departure angle, 220mm of ground clearance, and a 19-degree rampover angle. Wading depth is 550mm, and it has a 12.7-meter kerb-to-kerb turning circle.

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.

The official combined fuel consumption of the diesel-only Max Plus is 9.3L/100km for the manual or 8.9L/100km for the automatic.

With over 500km of testing with plenty of freeway miles, our automatic example produced an as-tested number of 9.3L/100km.

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 T60 Max Plus has improved the formula in a few ways, but still feels a bit rudimentary in others.

The awkward seating position does provide quite a commanding view of the road, and makes it easy to gauge where the end of the bonnet is. This is useful parking in a city, but will also have benefits off the road. The 360-degree camera suite also helps with this manoeuvrability.

Interestingly the steering is quite good. This Max Plus is the only variant to score a fully electric power steering rack, as opposed to the lesser power assisted steering rack. It’s initially alarmingly light, but it also makes the T60 a breeze to steer unlike some utes in this class, and I was surprised to find it still had a sufficient amount of feel to give it confidence in the corners.

Yes, this is one of the most powerful 2.0-litre diesels, but it doesn’t feel particularly overwhelming to drive. The transmission, too, despite the brand bragging about its ZF sourcing, feels a bit transparent and rudimentary lumping through the gears with a degree of clumsiness. Still, it’s predictable and does what it says on the tin.

The same goes for the 4H and even ‘automatic’ 4x4 settings, which I found was surprisingly quick to activate if you started slipping on mud or wet tarmac.

Another less than impressive trait is the amount of sound produced. Supposedly this Pro Max version has additional sound deadening over the other variants, and yet the clatter of the diesel engine proved a constant in the cabin at freeway speeds or any time you needed to accelerate hard.

This particular version of the T60 should also feature an improved ride compared to its relations thanks to swapping the leaf sprung rear suspension out for coils, but I was surprised to find it was still quite stiff. No doubt this inherent hardness is down maintaining the same towing capacity. It makes it a bit jiggly when you drive it over the regular sort of road imperfections and corrugations. One wonders what the point of having coil spring suspension is at all if it’s going to feel more or less the same as leaf sprung alternatives.

One area that was particularly pleasing to me was the way the new active safety equipment wasn't overly invasive. There were a few moments where the lane keep tech intervened a bit too hard, but it’s pretty hands off as far as the rest of the systems go.

Overall then it does what it says on the tin, and is surprisingly easy to steer, although it doesn’t really excel at anything, which can be a hard sell in an environment where many utes are more passenger car like than ever.

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.

LDV continues to have a confusing array of ownership terms across its range. In the case of the T60, it’s seven years and 200,000km, with five years of roadside assist.

It is also one of the only brands on the market not offering any kind of capped-price service program, so it’s a mystery how much it will cost to run. Servicing is required once every 12 months or 15,000km.

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.