Smart 3 vs Mercedes-Benz C300

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.

Over five decades, the Mercedes-Benz C-Class has pivoted between mastery and mediocrity, and all-too-often relied on that three-pointed star up front to win over buyers.

Thankfully, the W206 is one is one of the better generations. It's easier on the eye, comfier to travel in, more intuitive to use, safer across the board and a huge improvement to drive. On the evidence of the C200 and C300 launch grades, there's newfound depth and consistency to savour.

Sure, prices have gone up, the C200 could use a bit more power, the steering could benefit from a bit more feel, the odd build-quality glitch made itself heard and there's a fair bit of road noise at times, but overall, the C-Class now deserves to be at the top of your luxury medium sedan shopping list.

Particularly if you can afford to stretch to the rorty C300.

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.

If you're checking out the new C-Class for the first time from the front, you'll probably think… hmm, it looks just like the old one, and that's largely true.

But a side view reveals proportions that have changed significantly, thanks to the more raked windscreen, shorter overhangs and cleaner lines, which give it a slightly smaller S-Class look.

Which is more in fitting with where Mercedes wants to place this car against its 3 Series and A4 competitors.

Additionally, the taillights are split for the first time, allowing for a wider boot aperture since the lid now contains some of the lighting elements.

The shrunken limo looks aren't just the whim of some designer or Mercedes-Benz marketing department copywriter, either.

Underneath is an albeit highly modified version of the latest S-Class' MRA2 platform, which results in the longest (at 4755mm) and widest (at 1820mm) C-Class in the series' 40-year existence, as well as the first with this level of electrification capability.

Height and wheelbase dimensions also see a stretch, by 8mm and 25mm to 1450mm and 2865mm over the previous model respectively, and to the benefit of passenger accommodation.

Speaking of which, get used to this new interior aesthetic and general layout – it's a look that's probably going to filter through to most coming non-EQ-branded Mercedes models over the next few years.

From S to C to future E and A classes and beyond. It's a rare instance of trickle-down economics actually working!

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.

One of the best things about the new C-Class is that it's larger and therefore roomier than before. It's also higher quality, easier to use, more comfortable to sit in and - overall - more of a delight to behold.

In contrast, the old C-Class dash looked and felt like it was designed for a much cheaper car, especially compared to Audi's efforts.

Obviously related to the S-Class this time around, it's clear Tesla provided the inspiration for the twin floating screen look and layout, which are just right in their driver orientation and ease of functionality.

There's never really been anything wrong with Mercedes' old front seats, but these AMG Line items are both sumptuous and bracing, keeping their occupants well located ahead of the clever and thoughtfully laid out dashboard.

The brilliantly high-resolution MBUX multimedia and voice-recognition system now works as it should - intuitively and logically, with the screen menus simple to recognise and easy to use, and most without the need to get lost in confusing sub-menus. Just like BMW has managed for years.

If you want to change the instrumentation design, it's now a couple of clearly marked steps, using handily placed switchgear. The same goes for the superb climate control and audio systems. And the wireless Apple CarPlay/Android Auto connected faultlessly and worked a treat. Effortless see-and-push operation all round, backed by concise and classy graphics.

No more degree in Earth-to-Mercedes comm skills required to master this C-Class interior.

Yet there's just enough old-school Benz features to appeal to brand diehards, from the eternal door-card mounted electric seat controls and column-mounted gear shifter, to the deep centre console and turbine face-level air vents. They meld together beautifully with the advanced tech also on offer, like the optional augmented-reality head-up display with 3D-graphics.

Annoyingly, on one of our test cars, that tradition also extended to a couple of squeaks and rattles, proving that maybe Mercedes hasn't quite conquered all its past quality gremlins. And, like most luxury cars nowadays, endless ambient lighting choices are available of dubious taste.

Never mind. This is the finest C-Class front-seat environment since, well, probably the original W210 190E's of the 1980s.

And all those extra dimensions pay dividends in terms of interior space in the back seat.

There's plenty of knee room even with the tester sat behind their 178cm frame; head room is adequate even with the optional sunroof fitted, and there's ample shoulder space. So, it's more comfortable than any C-Class ever has been in terms of sheer dimensions.

Additionally, the rear backrest is well angled, while the cushion is deep enough to provide sufficient thigh support. But the centre perch is a bit of a squeeze for all concerned. Best avoided.

There's also added practicality to be found with the large and deep door pockets, front seat-back map pockets and folding centre armrest, that not only has a tablet holder, but when pressed in twice, also reveals sliding cupholders as well. Clever.

The C-Class rear seat is really lacking for nothing, with face-level air vents, overhead lighting, grab handles and coat hooks all highlighting the level of thought that went into making this a practical compact family sedan.

Plus, the C-Class comes with this folding ski port, which along with the folding rear seats, increases boot volume from 455L to, well, a lot more. While that's not quite as good as others like the BMW 3 Series, it's big enough for this car.

Note that there is no spare wheel, as the tyres are of the limited-distance runflat variety.

Initially, there are two sedan versions of the new W206 series C-Class on offer – the base C200 from $78,900 before on-road costs, and the more-powerful C300 grade from just over $90,400 before ORC.

There's no sugar coating this. These prices represent a shocking $12,000 and $15,100 jump, respectively, over the outgoing W205 equivalents. Which means that, now, even the cheapest C-Class costs significantly more than any of its corresponding direct rivals.

For example, the Audi A4 35TFSI kicks off from $59,900, Volvo S60 B5 Inscription AWD from $62,490, Genesis G70 2.0T from $63,000, Alfa Romeo Giulia Sport from $63,950 and BMW 320i Sport Collection from $69,900 (drive-away). And even the Tesla Model 3 Standard Range (SR) Plus RWD and Polestar 2 SR EVs slip in at under $60K apiece. All before ORCs, BMW-aside.

But the news isn't all bad, because even though prices have jumped, Mercedes reckons it gives you more, as well as the very latest in technology, design and engineering, since the W206 is the newest kid on the block by some margin.

Let's begin with equipment levels.

On top of the front electric seats, satellite navigation, automatic parking, dual-zone climate control, artificial leather Mercedes brands ARTICO, digital radio, remote boot lid closing and 18-inch alloys that the base C200 all came with previously, the new one now adds an AMG Line body kit and interior trim, adaptive cruise control, Lane Keep assist, a 360º camera, auto high-beam headlights and keyless entry/start. These go a long way to offset that $12,000 price hike.

Plus, for the first time, you'll also score a centre airbag between the front seats, fingerprint scanner ID tech for the new 11.9-inch media display and a 48V mild-hybrid system to help cut fuel consumption and emissions. Most of these items are segment-firsts. Note, too, that the engine's been downsized from 2.0 litres to 1.5L. More on that later.

Meanwhile, the C300 gains all of the gear above, as well as a new 2.0L mild-hybrid engine, leather trim, privacy glass and a Driver Assistance Package Plus – a very worthwhile addition since it brings Active Blind Spot Assist, Active Brake Assist with Cross-Traffic Function, Active Emergency Stop Assist and Active Lane Keeping Assist, among heaps more driver-assist safety features.

More details follow in the Safety section below.

Of course, these are just the start of a wave of fresh C-Class models. Soon they'll be joined by the AMG 43 and thunderous AMG 63 sports sedans, as well as plug-in hybrid versions.

So, from a pricing perspective, yes, the new C-Class sedan does come at a premium compared to its direct competitors. But all that kit – including the advanced hybridised and safety technologies that are now either standard or available – presents a compelling value proposition.

Especially as the W206 sedan is measurably larger and thus roomier than before.

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.

Probably the biggest departure compared to any previous C-Class is this generation's switch to direct-injection four-cylinder-only powertrains – including the coming Mercedes-AMG high-performance versions. Now that should be interesting.

As mentioned earlier, the C200's four-cylinder turbo engine is now about 25 per cent smaller in capacity, down from 2.0L to a 1496cc 1.5L twin-cam 16-valve turbo engine. Dubbed the M254, it pumps out 150kW of power at a high 6100rpm and 300Nm of torque between 1800-4000rpm.

That's not to say it's lacking in muscle, though, since it can sprint from zero to 100km/h in 7.3 seconds, on the way to a 245km/h top speed. These outputs are at least a match for the bigger-engined 3 Series and A4 equivalents, by the way.

If it's more you want, then the C300 features a 1999cc 2.0L turbo version of the M254, delivering 190kW at 5800rpm and 400Nm between 2000-3200rpm. This slashes that 0-100km/h time to a speedy six seconds flat. There's also an extra 20kW of overboost available for short periods if you're really in a hurry, while - where legal - it's possible to hit 250km/h.

Both send drive to the rear wheels via a nine-speed torque-converter automatic transmission, while the 48V mild-hybrid system, dubbed EQ Boost, employs an integrated starter-generator and lithium-ion battery that provides an additional 15kW and 200Nm of electric boost at low engine speeds.

So, while it doesn't ever run purely on electricity, the electrification tech certainly either brings more punch or takes the load off the petrol engine, depending on how you're driving it.

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.

Remember when I said that the C-Class moved to an all-four-cylinder engine range? Well, that's primarily to help it better meet fuel consumption, efficiency and lower emission targets.

On the Australian combined fuel consumption cycle, the C200 manages 6.9 litres per 100km – and that's extremely impressive for a medium-sized sedan weighing almost 1.8 tonnes. So is the fact that the larger-engined C300 returns only 0.4L/100km more at 7.3L/100km. Fitted with a 66-litre tank, these numbers suggest that the former can average nearly 960km between refills while the latter can manage just over 900km.

These figures translate to averages of 157 and 164 grams per kilometre of carbon dioxide emissions respectively. On the flipside, both these Euro-6 emissions rated engines require 98 RON premium unleaded petrol to deliver their best.

So much for lab tests. Out in the real world, we drove both cars for several hundred kilometres on a hot summer's day, from inner Melbourne during peak-hour traffic, to some great curvy rounds out in central Victoria, featuring some tight corners and ample opportunity to really stretch both cars' legs.

Over these routes, we averaged an indicated 8.4L/100km in the C200 and – astonishingly – 7.4L/100km in the C300. Yes, the larger and more powerful engine proved more economical.

Clearly, along with the advanced aerodynamics, engine stop/start system and 48V mild-hybrid tech, all that downsizing works. No wonder Mercedes deemed it unnecessary to bother with diesel engines for this generation C-Class.

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.

There has been a philosophical shift in how the C-Class is presented.

Even with their standard-in-Australia AMG Line package, the regular grades like the C200 and C300 are now leaning into the brand's luxury heritage, while the BMW-baiting sports sedan versions will be left to the coming AMG versions.

And this in turn profoundly informs how the W206 drives.

Even with the optional Sports Pack on 19-inch wheels, the C200 as tested finally feels like a premium midsized sedan experience. Muted at start up, the 150kW/300Nm 1.5L turbo steps off the line smartly and smoothly, its nine-speed auto shifting effortlessly through the gears to keep the engine feeling lively and lusty.

Around town it's easy to mistake the engine as a larger-capacity unit, since throttle response is instantaneous, with little to no lag detectable. It's a strong start for a base powertrain, especially as the C200 settles into a relaxed cruise at freeway speeds. Cycling through the driving settings also reveals how feisty the 'Sport' mode is.

But the 1.5L's lack of size becomes obvious the moment you need to overtake quickly, or when a quick squirt of acceleration up a hill is required, because the engine needs plenty of revs to approach that 6100rpm power peak. While still pretty brisk in these situations, it's also fairly vocal too, with a sense of having to work hard to maintain momentum.

Switching to the C300 highlights how much better suited the 190kW/400Nm 2.0L turbo is to highway driving, leaping forward with much more force and conviction, across the entire performance spectrum. In every metric, this is a better choice – throttle response, mechanical refinement, cruising ease. And the fact that the onboard computer showed less fuel consumption cements our preference for the larger-hearted C-Class.

In fact, both models possess a chassis that feels like it could do with a whole lot more power. Light and tight around town, the steering weighs up nicely at higher speeds, with a linear and reassuringly planted feel. The same also applies to how confident and controlled the Mercedes feels through fast, tight turns, yet settles into a relaxed and comfortable tourer along long, straight stretches of road.

It's a pity, then, that such dynamic agility and prowess doesn't really involve the driver, since the steering feels quite isolated from what's going on underneath; for the vast majority of C-Class buyers, that's fine. But, as a quick spin in any latest BMW 3 Series or Jaguar XE will reveal, there isn't an intimate, two-way connection going on here. That's probably going to be reserved for the AMG models.

Our C200 rode on bigger wheels and steel springs, while the C300 was fitted with optional adaptive dampers. In the previous-generation C-Class, the differences would be stark: a busy and jittery ride in the former, compared to soft yet still unsettled suspension in the latter.

That's all ancient history now, as even the 'passively' suspended C200 now isolates its occupants from the rough and tumble of our inconsistent roads. Still firmish, but no longer harsh.

And the C300 with adaptive dampers seems downright plush by comparison, while offering the driver personalisation options within the aforementioned driving models to tailor the steering, performance and engine sound settings that best suit the prevailing mood.

Too bad there's some road and tyre noise intrusion heard inside when driving over coarse bitumen roads. This is a common pitfall amongst German vehicles in Australia.

Still, it doesn't detract from the fact that the whole chassis set-up can at-last cushion and cosset occupants like, well, a mini S-Class.

Which is the whole point of the W206 C-Class. It now majors on comfort and reassurance like the better Mercedes-Benz models used to, while still being suave and sprightly enough to be a memorable – if not over-exciting – drive.

As a result, the C300 especially is a much-more likeable car than past iterations. Just remember to tick the adaptive damper option for the most optimal experience. Job well done, Mercedes.

The W206 C-Class has not been crash-tested yet by ANCAP or European affiliate EuroNCAP, so does not have a star rating. However, Mercedes-Benz claims it has striven to create one of the safety vehicles on the planet.

To that end, there are now 10 airbags fitted, including dual-front combined pelvic/thorax airbags, front centre airbag, rear side airbags, window airbags and driver's knee airbag.

Plus, you'll find Autonomous Emergency Braking front and rear (including for cyclists and pedestrians, at speeds from 7km/h to over 200km/h), adaptive cruise control with active stop/go, a 360 degree camera, Active Parking Assist, drowsy driver monitor, Active Lane Keeping Assist, Blind Spot Assist, ABS anti-lock brakes with Brake Assist, Adaptive Brakes with Hold function, brake drying and Hill Start Assist, electronic stability control, traction control, dusk-sensing LED lights, rain-sensing wipers and runflat tyres with tyre pressure warning.

The C300, meanwhile, adds Driving Assistance Package Plus, with features such as Active Blind Spot Assist, Active Brake Assist with Cross-Traffic Function, Active Emergency Stop Assist, Active Lane Change Assist, Active Lane Keeping Assist, Active Steering Assist, and Active Stop-and-Go Assist… basically, this is where the car actually intervenes to help avoid accidents and impacts. There's also the PRE-SAFE side accident anticipation and protection system.

Both models also feature two ISOFIX child seat restraints as well as three top tethers for straps.

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.

Kudos to Mercedes-Benz for being the first luxury manufacturer in Australia to offer a five-year/unlimited kilometre warranty – matching most other mainstream makers. Lexus and Audi have only recently followed suit.

A five-year roadside assistance subscription is also included. Service intervals are 12-monthly or at every 25,000km, whichever occur first.

Additionally, a four-year capped price service plan is available, at $550 for the first year, $900 for the second, $1000 for the third and $2450 for the fourth, totalling $4900.

Alternatively, buyers can also choose three pre-purchase service plans to save a bit of money, but these must be bought prior to the first service.