Smart 1 vs Kia Pv5

What's the difference?

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.

The PV5 Cargo has been designed from scratch as a full-electric van resulting in a refined and sophisticated workhorse that's enjoyable to drive. Its modest cargo volume won’t suit all mid-size van buyers but its compact dimensions, clever cabin design with ample storage, zero 'tailpipe' emissions, 3.6kW V2L practicality and long service intervals should make it well suited to a wide variety of working roles.

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 PV5 Cargo’s exterior styling is clean and boxy with a practical appearance that embraces Kia’s signature ‘Tiger Face’ design language, including distinctive LED daytime running lights that extend into the windscreen pillars. Its slippery aerodynamic drag co-efficient of just 0.286 Cd would be impressive for a passenger car and outstanding for a commercial van in optimising energy efficiency (see driving range).

The minimalist cabin design is spacious and practical with a fabric-trimmed pair of bucket seats and a dash that’s free of protrusions to allow drivers ‘walk through’ access to the passenger door, which is appealing for delivery work.

The PV5’s compact 4695mm overall length is not only more than half a metre shorter than the Toyota HiAce but also slightly shorter than a Peugeot Partner LWB small van, so it makes light work of accessing tight parking spaces.

It also rides on a 2995mm wheelbase with a compact 11-metre turning circle to enable easy manoeuvering in confined spaces. And the PV5’s 1899mm height is almost 100mm lower than the HiAce, providing more clearance in height restricted areas like multi-storey car parks which is handy if carrying loads on the roof.

The front motor/front-wheel drive layout also eliminates the need for a driveshaft to the rear wheels, resulting in a conspicuously low floor height of only 419mm for easier loading and generous internal load height (see Practicality).

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.

Its 1910kg kerb weight is relatively light for a full-electric van which when deducted from its 2650kg GVM results in a 740kg payload. It’s also rated to tow up to 750kg of (braked or unbraked) trailer which although small compared to diesel rivals is probably not a high priority for electric van buyers.

The cargo bay’s key dimensions are 2250mm in length and 1565mm in width with its low floor allowing 1520mm of internal load height, which surprisingly is 180mm more than the HiAce and superior to Transit Custom and Staria Load despite the PV5’s lower roof height.

However, its compact dimensions also result in a cargo bay load volume of 4420 litres (VDA) or just over 4.4 cubic metres which is less than major mid-size rivals (typically around low-5.0 to high-6.0 cubic metres) so it may not suit buyers requiring higher load volumes.

Even so, according to our tape measure the PV5 should just fit a standard 1165mm-square Aussie pallet or two 800 x 1200mm Euro pallets with the rear pallet loaded longitudinally, given the relatively narrow 920mm floor width between the rear wheel housings dictated by the low-riding suspension architecture.

High build quality is evident throughout the solid-walled cargo bay which is accessed via sliding doors on each side with 775mm openings (so no side pallet loading) or from the rear through twin-swing doors with 180-degree opening to optimise forklift and loading dock access. No swing-up tailgate option is available.

The walls and doors are lined to mid-height and the load floor is equipped with eight sturdy load anchorage points. There’s also bright LED lighting and a 3.6kW V2L three-pin wall socket behind a neat sliding cover.

Abundant storage is evident throughout the well-designed cabin, including three tiers in each door with the largest central bins providing twin bottle holders.

The dash has a sizeable clamshell-lid compartment ahead of the driver with its own USB-C port, along with a glove box and central fascia offering two more USB-C ports, A 12V socket, wireless phone charging and a large drawer at floor level.

There’s also storage compartments under each seat and lidded underfloor storage in both footwells, plus a sizeable console between the seats containing two cup holders and a large bin. An unusual but welcome inclusion is bins behind each seat, which are ideal for storing items like the portable AC charger/cable bag.

The PV5 Cargo is available only in Clear White paint and S model specification. It comes standard with a single electric motor, single-speed automatic transmission and long range 71.2kWh propulsion battery for a list price of $55,990, before on-road costs.

That pricing is higher than full-electric mid-size rivals from China like the Farizon V7E ($53,990, drive-away) and LDV eDeliver 5 SWB ($52,621, drive-away) but substantially lower than Volkswagen’s ID. Buzz Cargo ($69,990) and Ford’s E-Transit Custom Trend ($77,890).

It’s also in the same ballpark as established diesel rivals including the Ford Transit Custom Trend SWB Auto ($58,990) and Hyundai Staria Load Auto ($49,990) plus Toyota’s HiAce LWB ($53,880) which rules the roost in the mid-size van segment.

The PV5 Cargo comes well prepared for work duties with standard equipment including:

• 16-inch steel wheels with replaceable wheel covers
• 215/65 R16 tyres and a tyre sealant/inflator kit (no spare)
• LED headlights/daytime running lights/tail-lights
• Internal/external Vehicle to Load (V2L) capability (which provides a handy 3.6kW mobile power source for a wide range of tools and appliances)
• A sealed metal bulkhead to separate the two-seater cabin from the cargo bay
• Smart key access
• Push button start
• Driver’s seat fold-down inboard armrest
• Power-adjustable lumbar support for driver and passenger seats
• Rain-sensing wipers
• Wireless phone charging
• Adaptive cruise control
• Surround view monitor
• Rear view camera
• Multiple parking sensors
• Tyre pressure monitoring
• 7.5-inch digital driver's display
• 12.9-inch multimedia touchscreen
• Apple CarPlay/Android Auto
• Over-the-air (OTA) updates

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.

The PV5 Cargo is powered by a front-mounted electric motor that produces up to 120kW of power and 250Nm of torque, which drives the front wheels through a single-speed automatic transmission.

This drivetrain offers three selectable drive modes comprising ‘Normal’, ‘Eco’ and ‘Snow’ plus adjustment of regenerative braking intensity/battery replenishment using the steering wheel-mounted paddles.

These include levels from L1 to L3 topped by the premium ‘i-Pedal’ setting, which allows convenient one-pedal driving that makes the brake pedal largely redundant.

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.

The PV5 Cargo is equipped with a lithium-ion NCM (Nickel Cobalt Manganese) 71.2kWh long-range propulsion battery mounted under the load floor which Kia claims has (WLTP) combined average consumption of 19.1kWh/100km and up to 416km of driving range.

Only the much higher priced VW ID Buzz Cargo has a longer range and not by much (431km). All other full-electric vans have ranges starting with a two or three.

The PV5 uses a Type 2 CCS charge port capable of AC and DC charging. Kia claims charging from 10-100 per cent in around six hours 30 minutes using an 11kW AC wall-box, which is ideal for overnight charging. Alternatively, 10-80 per cent with a 50kW DC fast charger takes around one hour, which drops to only half an hour with a 350kW DC charger.

Our test vehicle had 100 per cent charge at the start of our week-long test, during which we initially drove 197km unladen in busy metro traffic with 44 per cent charge and 199km range remaining. Using the portable AC charger/cable with three-pin domestic plug, we charged at home which provided enough battery top-up to cover the remainder of the test.

Our total test distance was 293km which including more than 50km hauling its maximum payload. Even so, we managed average consumption of 17.4kWh/100km across the week which was lower than Kia’s official figure and no doubt enhanced by consistent use of either (L3) high regen or one-pedal settings.

So, based on our test figures, Kia’s claim of up to 416km from a single charge is credible and impressive efficiency for a full-electric van in real-world use.

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.

The cabin ergonomics are excellent even for tall people, as they provide a car-like driving position enhanced by numerous comfort features including a fold-down inboard armrest, power adjustable lumbar support, large left footrest and well-placed padded elbow rests on the doors.

There’s also ample headroom and the flat-bottom steering wheel ensures easy boarding with plenty of torso room. Glazed inserts within the windscreen pillars combined with a low beltline and large door windows provide a bright and airy ambience with excellent driver visibility.

Despite being a solid-walled van with no rear vision for its central mirror (it’s only fitted to meet ADRs) all-around vision for the driver is excellent thanks to large door mirrors and numerous active safety systems including multiple parking sensors and camera monitoring.

Kia’s local ride/handling team has done a commendable job in combining load-carrying practicality with a smooth and supple ride, car-like handling and nice steering feel which provides a level of driver enjoyment not usually associated with commercial vans.

We found the i-Pedal mode appealing given its ability to require only one-pedal driving most of the time while optimising battery charge/driving range.

Although the PV5’s 120kW/250Nm outputs are modest on paper, its relatively light kerb weight combined with near instant torque reaction from its electric motor results in energetic response from standing starts, with 0-100km/h acceleration that matches its diesel rivals.

It’s also very quiet thanks to its electric drivetrain combined with the cabin bulkhead which largely insulates the driver from the cargo bay’s rear tyre noise, which is typically the loudest noise path in commercial vans.

To test its GVM rating we used a forklift (fitted with long tynes) to load 650kg into the front of the cargo bay through the rear doors, which with driver equalled a total payload of 740kg that was right on its payload limit. The rear suspension only compressed 33mm under this weight.

Acceleration was slightly subdued as you'd expect but more than adequate for keeping this big payload moving without feeling sluggish. Handling response was barely affected, with the supple rear suspension ensuring no bottoming out over bumps.

Average energy consumption displayed on-screen barely increased under this load which was hauled mostly on metro roads. However, greater increases could occur if carrying similar loads in hilly terrain, strong headwinds, towing etc.

Overall, the PV5 Cargo is hard to fault from a driver’s point of view apart from the cabin’s climate settings being controlled by relatively small central touchscreen prompts, which can be tricky at times for large fingers to operate while driving compared to physical buttons and dials.

The PV5 Cargo has earned the highest Platinum rating in ANCAP’s Commercial Van Safety Comparison and comes loaded with benchmark passive and active safety features including multiple airbags, autonomous emergency braking (AEB) with car/pedestrian/cyclist/junction turning detection, autonomous blind-spot and rear cross-traffic collision avoidance, lane-keeping, highway driving assist, front/side/rear parking sensors, blind-spot and surround view monitors, reversing camera with dynamic parking guidelines, rain-sensing wipers, full LED lighting including DRLs and more.

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.

Comes standard with a seven years/150,000km warranty plus a separate warranty of the same duration covering the propulsion battery. Roadside assist for up to eight years is also available if serviced at an authorised Kia dealer.

Scheduled servicing is every 24 months/30,000km whichever occurs first, with Kia offering a pre-paid service plan covering the first four scheduled services up to four years/120,000km which totals $2246 or an average of $562 per service. This is one of the strongest warranty/service packages offered for a full-electric van, backed by a national network of more than 150 Kia dealers across all states and territories.