Smart 1 vs Toyota Prius V

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.

No, the Prius V isn’t exciting. But it does what it’s designed to do - move families in decent comfort without using much fuel. And if that’s what gets your (hybrid) motor running, then you really ought to take a closer look.

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 world was a different place when the Toyota Prius V came out. Back then, the iPhone 4s was at the cutting-edge in phone design, Gangnam Style was smashing it on the charts, and car design was in a very different place.

There are some signature Prius elements, with a swept, aerodynamic looking roofline and sleek front-end styling. The facelift that was applied to the Prius V in 2015 saw sharper lines and more aggression, but it arguably doesn’t have a lot of aesthetic appeal given the way Toyota has evolved its design since then.

It isn’t a traditional people-mover, because it has regular doors at the back rather than sliding doors to allow simple access to the third-row seats. It’s more like a hatchback that’s been stung by a bee, looking a bit bloated. But as one pint-sized tester put it this week, it’s one very big little car.

The inside is a bit of a marvel in terms of space management. This car measures just 25mm longer than a Corolla sedan (4645mm long), and it's only 1775mm wide (the same as a Corolla sedan) and 1590mm tall, because it needs a bit more room to fit seven people in. And it can.

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

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

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

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

The cabin of the Prius V highlights the notion of versatility. There are two rows of seats at the back, with the middle row sliding and folding to allow easy third-row access. And I mean easy - even me, a 183cm-tall human - can clamber into the back seats without too much in the way of old-man noises.

The space in the back row is limited, though, particularly for knee room and foot space. It is best left for children, then. But the second row has three individually slide-able seats, meaning if you really need to fit seven adults in, you theoretically could.

That second row is nicely useable. The fact the seats are sculpted individually means they feel made for a proper family getaway, and even with them set as far forward as they can go (to allow maximum legroom in the third row) I could sit in the outboard seats without much discomfort. The sun-blinds that are built into the back doors are a really welcome touch for parents and adults alike.

What isn’t so great is the lack of rear air-vents - there aren’t any face-level vents in either the second or third rows, meaning things could get stuffy on a hot day.

But the practicality side of things is reasonably well sorted, with useable cup holders in the rear wheel arch moulds, plus there’s a 12-volt outlet in the third row, too. The middle row has bottle holders in the doors, and there are map pockets in the front seatbacks. 

Up front there is more smart storage; a pair (yep, two) of gloveboxes adorns the dashboard, and there’s a pop-out cupholder on the passenger side, too. Two more cupholders grace the centre console (which itself is very shallow, because the hybrid batteries sit inside it), plus a small storage box - presumably for your keys to sit. A small shelf sits at the bottom of the centre stack, and that’s where you’ll find a USB port to connect to the media screen above.

That 6.1-inch touchscreen is fine, but pretty ancient. It has some small menu buttons, won’t allow you to input phone numbers or connect to Bluetooth when the car is moving, and you (or your fellow front passenger) can’t manually enter sat nav details when you’re driving. There is voice control, but it’s painful. Forget Apple CarPlay and Android Auto, too - neither is available in the Prius V. 

While the boot space is pretty limited with seven seats in place - Toyota claims 180 litres of capacity in that configuration - there’s still enough room for a suitcase or two. 

But with five seats in play it makes quite a bit more sense, more easily fitting family things like prams with its 485L of cargo capacity. And remember, there are no batteries under the boot floor eating into space, and you get a space-saver spare wheel as well.

Not only is the Prius V the most affordable seven-seat hybrid car on the market, it’s also the cheapest Toyota with seven seats. 

It undercuts the Tarago, Kluger and Land Cruiser Prado by a decent margin, with pricing starting at $37,590 for the base grade model and stretching to $45,380 for the top-of-two-tier i-Tech flagship. Should you bother spending up on that version? In short, no.

That’s because the regular Prius V has a pretty strong standard equipment list. Push-button start, keyless entry, sat nav with SUNA live traffic updates, a reversing camera, climate control and a head-up display are all standard. You also get 16-inch alloy wheels, which have a set of plastic wheel covers over the top (great for kerb touch-parkers).

The i-Tech sees the addition of Bi-LED headlights with auto-levelling (as opposed to the halogens with LED daytime running lights you see on the base model), plus fake leather seats (not cloth), heated front seats, a dual-pane panoramic glass roof (which doesn’t open), an auto-dimming rear-view mirror, and a semi-automated parking system. 

Plus, whether you choose the entry grade or the high-spec, you get Toyota’s 'Safety Sense+' system - read the details in the safety section below.

Colour options for the Prius V are quite broad. There are nine rather sedate hues to choose from, with eight of them being 'premium colours' that attract an additional cost ($450). 

And, as with most Toyota models, there is a range of additional factory-backed accessories that you can choose, such as a bonnet protector, boot scuff guard and even door handle protective film (to stop rings from scratching them up), but things like roof racks/roof rails or a roof pod are unavailable.

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.

Powering the Prius V is a 1.8-litre four-cylinder engine, which uses a CVT auto and combines with a lithium-ion battery pack and two electric motors. It’s what’s known as a series parallel hybrid set-up.

The system can allow the car to run using both the battery and engine, or just the battery, or have the regenerative braking system feed the battery pack more juice. That tech isn’t necessarily cutting edge today, but it was when the car launched (waaaaay back in 2012).

The engine can produce 100kW of power and 142Nm of torque. The electric motor can produce 73kW on its own, but the maximum combined power output is still 100kW.

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.

Obviously if you are considering a hybrid, you’re looking to take advantage of excellent fuel consumption. And the Prius V doesn’t disappoint.

The claimed consumption is just 4.4 litres per 100km. In the real world, you can expect to use about 5.5L/100km if you’re light on the throttle, and 6.5L/100km if you thrash it. 

You can’t skimp on the fuel when you get to the bowser, though - the Prius V insists on running using 95 RON premium unleaded.

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.

If you’re a car geek like me, you likely find driving as efficiently as you can fun. If so, you'll love this. You can watch the car switching between EV mode - which it will use for up to about 30km/h, but only for a couple of minutes - and hybrid power. And honestly, if you’ve never driven a hybrid you might think it sounds dumb, but being a fuel miser can be fun!

But the fun factor is pretty much limited to being a cheapskate on fuel. It really isn’t that fun to drive otherwise, but that’s not what it’s designed for.

Still, the drivetrain does a decent enough job for most families - it builds pace pretty easily, and while the refinement and power could be better, if you’re not aiming to break records on the school run, you shouldn’t be too disappointed.

The ride is mostly good, though it can be a little sharp over patchy surfaces, and the steering is decent, if a little lifeless. My biggest issue is the brake pedal response, which takes some getting used to. Sometimes it feels like it won’t stop quick enough. 

That, and the adaptive cruise control doesn’t slow to a stop on the highway - it cuts out at about 30km/h, so you’ve gotta be on your toes if the traffic starts to build up.

If you want the latest and greatest in hybrid family friendliness, you really ought to wait for the new-generation RAV4, which - admittedly - mightn’t have seven seats, but it will have a hybrid drivetrain offered. And it’ll be much more modern inside and out.

Every Prius V still carries the same maximum five-star ANCAP safety rating that it was stamped with in 2015, even though the car was actually tested in 2012.

The range is covered with the safety systems you’d expect, including electronic stability control, ABS, electronic brake distribution, plus there’s a reversing camera, too. Rear parking sensors are a dealer-fit accessory.

There was a bit of back-and-forth between myself and Toyota Australia over airbag coverage. The company stated on its public site that the car had curtain airbag coverage all the way to the third row, but no image to support that. I’ve since had it confirmed by Toyota Australia that it does definitely have third-row airbag coverage, which is a great added piece of mind element for family buyers (plus there are dual front, driver knee and front side airbags, too).

Airbags are one thing, but what about the other safety kit? Well, every Prius V has Toyota’s Safety Sense plus system, with auto emergency braking (AEB), pedestrian detection, adaptive cruise control, auto high beam lights and lane-departure warning.

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.

It’s cheap to run a Prius V in terms of its fuel use, and it’s cheap to run in terms of its maintenance, too. Toyota lists its charges at just $140 per visit to the dealer under the Service Advantage offer, though you’ll need to take it in every six months or 10,000km.

The warranty cover is three years or 100,000km for the car, but the hybrid battery attracts an eight-year/160,000km cover of its own.