Smart 3 vs Ford Transit Custom

What's the difference?

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.

Does the world need a pair of electrified Transit Custom vans? It’s not as simple a question when it comes to commercial vehicles like these, because there’s a fair chance the last-mile delivery sector is going to absolutely love the EV variant of the Ford van. Charged overnight at a depot, the EV Custom has the potential to massively reduce running costs for large and small fleets, as well as reduce downtime in terms of maintenance. It could be a big win.

But for our money, the PHEV Transit Custom is the one that offers the most promise. The usual EV compromises and range anxiety are shown the door and the plug-in driveline not only trumps the traditional turbo-diesel for running costs, refinement and actual performance, it also promises day-to-day efficiency that even the otherwise handy Ford diesel just can’t match. Win, win, we believe it’s called.

The question now is what Ford does with this driveline. Surely, as an option for the Tourneo people-mover (itself Transit Custom based, so all the hard work is done) the PHEV driveline seems like a foregone conclusion. And that’s the Transit van we’d most like to see, to be honest.

So, take these vehicles as a taste of what might be to come. The first shot in a market segment that stands to gain more than most from electrification.

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

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.

Functionality trumps all else in commercial vehicles, but even so, the Transit Custom is a pretty cool looking thing, particularly in Sport trim with its stripes and alloy wheels. It’s easy to see how the van might appeal to private buyers as well, both as family transport with optional rear seats and windows or decked out as a camper. Keeping the roofline below 2.1 metres also means the Custom will work in an underground car-park environment.

Inside, it’s all about function and while there are plenty of hard plastics in evidence, the sheer attention to detail regarding storage and convenience features is what you’ll remember. Maximising interior space is part of that and the Transit Custom cleverly uses front airbags mounted in the roof lining, clearing up dash-top space that has subsequently been used to locate a second glovebox.

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.

Here’s the meat and potatoes of a vehicle like the Transit Custom. If it can’t cut it as a workhorse, then there’s not much point in having it take up showroom space, and Ford knows that. But Ford also has loads of experience in making one and two-box vans work for their living. The fact is, these vehicles have been best-sellers in Europe for decades, so there’s plenty of back-catalogue to draw from.

Knowing that some drivers will spend a full shift in the cabin of the Transit Custom, Ford has gone to a lot of trouble finding little nooks and cubbies for things like clipboards, pens and phones to live. There’s also a fold-down centre seat that forms a small desk, two gloveboxes, and no less than four cupholders across the cabin. A large storage area lives under the flip-up passengers’ seat.

There’s a single USB-A charging port in the cabin and no less than five USB-C ports, as well as a 12-volt socket in the dashboard. Bottles can be stored in either door pocket and the front cabin steps are illuminated. A flat-bottomed steering wheel makes sliding across the cabin easier.

In the cargo bay, the walls feature protective panels and there’s a hose-out plastic mat on the floor. You’ll also find LED cargo lights, eight tie-down points in the long-wheelbase Trend and two fewer in the shorter Sport. Integrated roof racks are standard and while only one sliding side door is standard, there’s the option of a second one on the other side. The standard rear doors are the barn-door type, but open wide and back on to the vehicle’s sides to allow for fork-lift loading. A tailgate version of the rear door is optional.

There’s a load-through hatch giving a total length of 3.45m in the long-wheelbase version and, depending on what variant you choose, the payload is anything up to 1339kg. Cleverly, the top-hinged hatch cover for the load-through is held up by a magnet when in use so it doesn’t rattle against the load over bumps.

Towing capacity for either electrified Transit Custom is down from the turbo-diesel's 2800kg to 2300kg.

Keeping passengers safe in a nose-to-tail crash is a metal bulkhead with a window, but the window can be deleted as part of a security pack on the long-wheelbase variant, at which point the interior rear-view mirror becomes a camera screen. That mirror also incorporates a forward-looking dash cam.

It won’t matter to everybody, but it’s worth mentioning that the PHEV Transit has a space-saver spare wheel, while the EV variety has no spare at all.

All Fords are now connected via modem, allowing managers back at head office to receive alerts for low fuel or tyre pressure and even track their vehicles when they’re on the move. For fleet managers, this will doubtless be welcomed. For the drivers, perhaps not so much.

Let’s start at the start. The E-Transit Custom Trend is the pure EV entry-level version. With battery-only operation, it’s the more radical of the two drivelines. The next step up in the EV line-up is the E-Transit Custom Sport with the same driveline and a few standard equipment additions.

The same goes for the PHEV Transit; the Trend kicks things off and the Sport adds the same trinkets.

The biggest difference, of course, is in terms of the wheelbase. The Trend grade (in either EV or PHEV) uses the long-wheelbase version of the Transit platform, while the Sport trim level is based on the short-wheelbase Transit.

All versions get a central 13-inch infotainment screen, LED lighting, full Android Auto and Apple CarPlay, wireless connectivity, embedded sat-nav, a 12-inch dashboard screen, keyless entry and start, and wireless phone charging.

Beyond that (and, again, the differences in trim remain identical across EV and PHEV variants) you get 16-inch steel wheels for the Trend and 17-inch alloys for the Sport, and the Sport comes with a body-kit including a rear spoiler and a set of racy looking exterior stripes. Inside the Sport also gets striped seat trim (still fabric and not leather) dual-zone climate control (single-zone for the Trend) and a 10-way powered driver’s seat (manual in the Trend).

The biggest interior difference is in the seating layout. The basic set-up is a three-position front seat, while the more utilitarian Trend, oddly, is the one with the option of individual buckets and an arm-rest for both occupants.

Prices start at $67,590 before on-road costs for the PHEV Trend (LWB), while the PHEV Sport (SWB) lands at $69,990. The parity is maintained in the EV version with the Trend starting at $77,590 and the EV Sport at $79,990. Those EV prices are a bit more than some of the competition (LDV eDeliver 7 and Peugeot Partner) but are line-ball with the Volkswagen ID. Buzz Cargo. The PHEV Transit Custom variant at ten grand less seems pretty competitive, then.

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.

Although they might both subscribe to the concept of electrification, under the skin the Transit PHEV and EV are quite different animals. That’s starts with the fundamentals, with the front-engined PHEV Transit Custom using front-wheel drive, and the pure EV variant placing the single electric motor between the rear wheels for a compact rear-drive layout. As per usual practice, the EV’s batteries are positioned under the floor.

That single electric motor, when fed by the standard 64kWh battery, gives the EV Transit Custom a sensible power output of 160kW and a meaningful 415Nm of torque. Thanks to the way an electric motor makes its power (and torque, more importantly) there’s no need for a conventional gearbox, so a single-speed transmission is all that’s required.

The PHEV, meanwhile, uses the combination of a 2.5-litre petrol engine, teamed with a single electric motor. Interestingly, the electric motor is more powerful than the non-turbocharged petrol engine, but when both are delivering, there’s a total of 171kW of power and 400Nm of torque. A continuously variable transmission (CVT) is fitted for maximum efficiency.

Four-wheel disc brakes are fitted on all electrified Transit Customs in deference to their greater kerb weight (just shy of 2200kg for the LWB). Independent rear suspension is also a feature on all Transit Custom variants, and has been engineered to be compatible with the one-tonne payload standard.

Ford has also fitted the PHEV Transit Custom with selectable drive modes, four in the Trend (Tow, Normal, Eco and Slippery) and five in the Sport with the addition of a, you guessed it, Sport mode. The PHEV builds on that with modes to force electric operation, store the battery power for later or use a combination of both at the car’s discretion.

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.

Typically, for a hybrid vehicle, Ford quotes a staggering combined fuel economy figure for the Transit PHEV. In this case, that’s a marvellous, yet often unattainable 1.7 litres per 100km with tailpipe CO2 emissions of just 38 grams per kilometre.

No, you probably won’t achieve this in the real world, and our testing suggests closer to 4.2 litres per 100km in urban running which is where the PHEV shines most brightly thanks to the opportunity to harvest energy in stop-start traffic.

And even though that’s a long way from 1.7 litres per 100km, it’s still a pretty impressive number for a big, heavy vehicle with garden-shed aerodynamics. Combined with the Transit’s 63-litre fuel tank, there’s a real chance of stretching fill-ups beyond the 1000km mark.

The plug-in element provides for an electric range of 54km which is off the pace for most PHEVs and means any delivery driver in a Transit Custom PHEV will be making use of the petrol engine pretty much daily.

Unlike the Transit Custom EV with its 64kWh battery, the PHEV’s smaller 11.8kW battery doesn’t allow for commercial fast chargers. Instead, you can take the battery from fully discharged to 100 per cent capacity in seven hours on a household 10-amp socket, or in four hours, 15 minutes on a 15-amp outlet, which equates to a maximum AC charge rate of 3.5kW.

The Transit Custom in EV form, meanwhile, can be charged from zero to 100 per cent capacity in 6.7 hours on an 11kW outlet, but can also make use of fast DC charging. At that point, it’ll charge from 15 to 80 per cent in 32 minutes at its maximum charge rate of 125kW.

Ford claims a range of 301km for the Transit EV Trend and 307km for the slightly lighter Sport. Both those figures are likely to be a little optimistic in the real world, but we reckon, based on our on-test power usage figure of 17kW per 100km, they might be a lot closer to the mark than many other makes claim. So, that should, theoretically, work for most delivery vans in major cities where daily distances are generally below 200km.

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.

We’ve said it plenty of times before, but delivery vans really have come a long way. What were once bucking, sliding, pitching, screeching monsters are now almost as comfortable as a car and vastly more stable and predictable to drive even at freeway speeds.

The EV variant almost sounds and feels like a modern Melbourne tram in the way it accelerates with authority but also in near silence with only the suspension and a bit of tyre slap over sharp edges to spoil the serenity. Even then, the noises barely intrude. Tyre noise is the worst of it.

Performance is strong and effortless and this is a parcel van that accelerates like a decent car right up until about 100km/h when things start to tail off a little. The overall driving position is a bit sit-up-and-beg, but that’s actually comfy over longer distances and the seats themselves are good with plenty of padding, but not too much bolster that you need to climb over it to enter or leave the cabin.

The column-mounted gear selector is smart, but does mean the indicator stalk moves to the `wrong’ side, and confusing them can leave you in Neutral. And even though it’s a clearer, sharper result than many cars offer, the camera-screen interior rear-view mirror (if you choose the solid cargo-barrier version) is never as good as a conventional mirror. For some reason, the camera screen lacks the depth of field of a mirror and is more difficult to focus on. Those who wear reading glasses might struggle with it.

On the plus side, the EV variant’s one-pedal-driving setting is brilliantly set up and allows for bringing the Transit Custom to a complete stop without touching the brake pedal. Also better than average is the calibration for the driver aids including the lane-keeping assistance which is there to help, but never call the shots.

The PHEV version is, logically, more of the same, although the ride quality seems a little better with an extra layer of plush particularly on smaller, sharper bumps. The slightly lower kerb mass that allows for the one-tonne payload without the same spring firmness is probably the reason.

What the front-drive PHEV can’t achieve, however, is the EV’s level of power-down and grip. Floor the throttle and the PHEV will easily make its front tyres chirp and introduce a small amount of tugging at the wheel. Over bumps with lots of throttle, the PHEV will also momentarily lose traction, but meantime, it’s just as quick as the EV version, even if the CVT is evident in the way the engine revs up and the rest of the van eventually catches up with it.

All four versions of the electrified Transit Custom feature the same safety gear, reflecting the increasing importance of OH&S concerns regardless of the vehicle’s purchase price. On that basis, you’ll get six airbags including side and side-curtain bags. There are also a pair of front airbags regardless of whether you have the standard cabin (three-seater) or optional two-seater layout.

Driver assistance packages include stability control with traffic sign recognition, adaptive cruise control, blind-spot monitoring, rear cross-traffic monitoring, exit warning, forward collision warning, lane keeping assistance, parking sensors front and rear and a 180-degree rear camera system. There’s also autonomous emergency braking that incorporates pedestrian recognition.

It’s also good to see a standard tyre pressure monitoring system, too.

The Transit Custom has been rated by ANCAP according to its light-commercial vehicle Medallion system which assesses active safety systems rather than actual crash data. In this case, the vehicle achieved the highest, Platinum, rating with a 96 per cent score.