Not long after the debut of the Smart #1 in Malaysia, we now have the Smart #3 on our shores, albeit without a price tag just yet. We’ve been given a chance to sample the car at the Proton test track, and guess what? It isn’t just a “Coupe #1” – it is actually a pretty significant improvement over it. Allow me to expand.
A brief overview of the Smart #3
First, let’s have a bit of an overview of the car. Long story short, the Smart #3 will have the same variant lineup as the #1, so there will be the Pro, Premium, and Brabus.
Oh, and Smart Malaysia has only allowed us to share exterior images of the camouflaged car for now, so bear with that for the time being. Here are some of the technical figures of all three variants (no surprises here, as it simply reflects the global offering of the #3):
| Smart #3 Pro | Smart #3 Premium | Smart #3 Brabus | |
| Drivetrain | Single-motor RWD | Single-motor RWD | Dual-motor AWD |
| Max. Power | 200 kW | 200 kW | 315 kW |
| Max. Torque | 343 Nm | 343 Nm | 543 Nm |
| 0-100 km/h | 5.8 s | 5.8 s | 3.7 s |
| Top Speed | 180 km/h | 180 km/h | 180 km/h |
| Battery | 49kWh LFP | 66 kWh NCM | 66 kWh NCM |
| Range (WLTP) | 325 km | 455 km | 415 km |
Is it just a #1 with a coupe roofline?
What you do need to know about the #3 is that it isn’t simply a Smart #1 with its roof chopped off. The #3 is longer (+100 mm), wider (+22 mm), and lower (-80 mm) than the #1. Its wheelbase is also longer by 35 mm. Judging by its slightly stretched out proportions, you can almost predict a sportier and more stable driving experience.
And its not just the overall dimensions that have changed for the Smart #3. According to Smart Malaysia, the torsional rigidity has been increased on the AWD #3 via thicker stabilizer bars. Its suspension and steering adjustments are also slightly different than the #1. All presentation talk aside, the only way to understand the improvements on the #3 (compared to the #1) is to drive it ourselves. And that’s exactly what we did.
So how does it drive?
From the brief drive at the Proton test track, I’d say that the #3 has significant driving dynamics improvements over the #1. It is more stable, and it feels a lot easier to control. If I recall my experience with the #1, it always felt a little tail-happy (for both RWD and AWD variants). And while that is usually good news for an enthusiast’s car, I felt that it was a bit dangerous for the average EV owner demographic.
And it isn’t the case of the #3 not being fun to drive. It is just a more manageable package which gives you more room for error. If anything, it is a safer EV to toss around and it feels more stable at highway speeds. And that’s a general statement for both rear-wheel drive (RWD) and all-wheel drive (AWD) variants of the #3. That’s good stuff, and the #3 may make some of you regret getting the #1.
From inside the cockpit of the Smart #3, there are some interior differences compared to the #1, but the visibility and your seat height feel pretty much the same. The power output of all the Smart #3 variants are identical to their #1 counterparts, although there is a slight improvement in acceleration and efficiency due to the lower drag coefficient (0.27 compared to the #1’s 0.29).
Improved regen braking and NVH over the #1
What has improved on the #3 is the new regenerative braking system that it has. And this is essentially a software update which gives it 3 levels of regenerative braking – “Low”, “Medium”, and “High”. In the #1 (or even in the pre-OTA #3), there are only two levels which are “Standard” and “Strong”.
And I’ve talked about the regen braking of the Smart #1 before, and I did point out that the regen braking was pretty difficult to modulate due to its delay and the fact that there was no option to turn it off (10:46 in the video below). With the new “Low” setting for the regen braking, I’d say it was pretty close to being able to turn off the regen braking.
As for the delay of the regen braking in the Smart #1, I’d say that from my brief experience with the Smart #3, it may have been slightly improved. But we didn’t manage to simulate city driving on the Proton test track, so a full-on review is a must to really confirm if the overall regen braking experience has been polished. I’m just glad that there is now a “Low” regen strength that would make the “EV transition” a lot easier for first-time EV drivers.
Besides the improved regen braking, what’s also nice is, I believe, the improved NVH in the Smart #3 (compared to the Smart #1). I hope my ears were working perfectly during the drive, because I do recall the #1’s cabin being slightly noisier. The #3 felt a bit more pleasant.
Some added fun (fake noise) in the Smart #3
Although some may call it silly, I do appreciate fake noises in EV cars (although I will occasionally reach a limit where I demand complete silence). The #3 has one new fake noise which is called “Interstellar”. It is absolutely ridiculous and I just enjoy how silly it is. To carmakers out there, keep on making fake EV noises, because ultimate boredom just sometimes hits you when you’re driving an EV.
With the limitations that Smart Malaysia has set on what we can reveal just yet, I can at least tell you that the Smart #3’s cabin gives a significantly different experience compared to the #1. I’ll be allowed to expand on this in a week from now, hopefully.
Verdict
The Smart #3 isn’t just a Smart #1 with a sloping roofline. Its improved driving dynamics may just leave some Smart #1 owners regret not waiting a little bit longer. The #3 does have drawbacks like the lack of privacy glass, but I guess you win some and you lose some.
RELATED: Smart Concept #5 debuts – over 550km range, 800V, largest Smart ever
GALLERY
