Mercedes-Benz GLB-Class vs Volvo V60

What's the difference?

It’s easy to say the GLB35 doesn’t deserve to be called an AMG when looking at its credentials on paper, but get behind the wheel and it’s evident Affalterbach played a key role in making it feel as special to drive as it should be.

The GLB35 has all of the great qualities of the GLB250 and other GLB variants, but successfully adds a performance focus to make for an even more compelling package.

Indeed, the GLB35 proves you can pretty much have it all.

The Volvo V60 Cross Country’s split-personality delivers urban civility and all-wheel-drive capability. Our city-slicker week with it confirmed the latter doesn’t compromise the former. It’s sleek and refined, well equipped for the money and safety is top-shelf. 

If you have multiple kids creeping up through their teens, you might need something a bit bigger, and ownership costs like fuel economy and servicing, while not tragic, could be better.

Overall though, a thoughtfully engineered, premium mid-size wagon that expertly balances form and function. 

With the boxy and therefore rugged-looking GLB laying some great foundations, it’s no surprise the GLB35 looks pretty damn good – to these eyes, at least.

Being an AMG model, it stands out from the crowd with an aggressive body kit, with the chunky bumpers, aerodynamic roof spoiler and racy rear diffuser all unique alongside the now-signature Panamericana grille insert.

A set of 20-inch alloy wheels with 255/40 tyres ups the ante at the side, where the carryover black plastic wheel-arch and skirt cladding serves as an obligatory reminder that this is an SUV.

Also of note are the nicely designed LED headlights and tail-lights, which literally light the way, but there’s no getting past the bespoke diffuser element, which integrates the sports exhaust system’s dual 90mm tailpipes.

Inside, the GLB35 is a technological tour de force, with a pair of 10.25-inch high-resolution displays proudly sitting side by side atop the dashboard, with one the central touchscreen and the other the digital instrument cluster.

Both are powered by Mercedes-Benz’s MBUX multimedia system, which arguably remains the best there is today thanks its speed and breadth of functionality and input methods.

The GLB35 is also properly premium. Lugano leather upholstery covers the seats and armrests, while Nappa trims the sports steering wheel. Even the door shoulders and inserts get ‘cow hide’, although theirs is of the artificial variety.

Soft-touch materials are used for the upper dashboard, leaving hard plastics to the lower sections, which is what you’d expect for the price.

While the black headliner makes for a dark cabin, brightness comes from the metallic trim used throughout, notably on the steering wheel, dashboard, doors and centre console. And let’s not forget the pop of colour provided by the addictive ambient lighting.

And mercifully, scratch- and fingerprint-hungry gloss-black accents are limited to the surrounds of the turbine-style front air vents, dual-zone climate controls and centre console.

Unique to the GLB35 are Carbon Structure trim and stainless-steel sports pedals, just in case you forgot you weren’t driving a regular GLB.

Full disclosure, I’m a long-time wagon fancier, appreciating their practicality and load capacity combined with easy, low centre-of-gravity driving dynamics. And the V60 Cross Country follows Volvo’s clean-as-a-Scandinavian-whistle design direction.

Soft curves, a gently tapering roofline and the occasional hard character line deliver a fuss-free exterior that’s contemporary and instantly recognisable as a Volvo.

Signature elements like the ‘Thor’s Hammer’ LED headlights, and tall, jagged tail-lights will be familiar to spotters of Swedish cars, and our test example’s classy ‘Thunder Grey’ paint finish enhances the understated, yet premium look.

The V60 Cross Country rides higher than the non-XC models available in other markets (197mm ground clearance vs 142mm) and adds a hint of toughness with dark wheel arch extensions, a chrome frame grille with black bars, high-gloss black side window trim and bright aluminium roof rails.

The interior is similarly understated, yet there’s plenty of visual interest thanks to the multi-layered dash, mixing soft-touch plastics and brushed metal elements with trimmed and stitched insert panels.

A portrait-oriented central multimedia screen and customisable digital instrument cluster add just the right amount of techiness, with a common-sense mix of digital and physical controls attached to various functions.

Speaking of which, the gearshift is “genuine Swedish crystal” made for Volvo by Orrefors. Not my cup of tea, but it’s distinctive.

With chubby, adjustable cushion and backrest bolsters, as well as customisable under thigh support, the front seats look racy but give nothing away in terms of comfort. The rear seats are also neatly contoured and the overall standard of fit and finish is top-shelf. 

Measuring 4650mm long (with a 2829mm wheelbase), 1845mm wide and 1660mm tall, the GLB35 is more like the GLC43 in size than the GLA35, making it a mid-size SUV despite its small underpinnings. And that is good news for practicality.

Cargo capacity with the 50/50 split-fold third row stowed is more than solid, at 565 litres (VDA), but it can be increased to a cavernous 1800L with the 40/20/40 split-fold middle bench also not in use. If six or seven passengers are onboard, though, there’s very little room to move.

Nonetheless, the boot is still well packaged, featuring a huge aperture, no load lip, and a flat floor, which make loading and unloading bulkier items a hell of a lot easier. And even the load cover can be stored underfloor when out of action. How good.

There are also four tie-down points, two bag hooks, a side storage net and a 12V power outlet on hand to make matters even easier, while the rear seats can be stowed from the boot.

While we’re on the topic, Mercedes-Benz says the third row can accommodate passengers up to 168cm tall, with the middle bench able to slide fore and aft by up to 140mm.

Yes, I'm too tall, at 184cm, but I can still sit in the very back, although not in total comfort. All in all, about a centimetre of legroom and negligible headroom and toe-room are on offer there for me.

That said, getting in and out in the first place is the real challenge here, with the middle bench unable to tumble forward for easy ingress and egress. Yep, you’re not going to look smooth either way. Children can deal with it, but adults won’t be thrilled.

Therefore, the middle bench is the place to be, even when it’s slid all the way forward. Behind my driving position, it offers about a centimetre of legroom, but this can be increased to several inches by sliding it all the way back.

Either way, plenty of toe-room is available alongside more than an inch of headroom. The latter is more impressive when you consider that’s what you get with the standard dual-pane panoramic sunroof fitted.

Even better, the second row can seat three adults at a pinch, partly thanks to the low transmission tunnel, which means there’s the right amount of space for six fully grown feet across the two footwells. It goes without saying children will again be fine.

Speaking of which, four ISOFIX and five top-tether anchorage points are on hand for fitting up to four child seats across the second and third rows, which makes the GLB35 a serious option for families that like to be sporty.

There are plenty of in-cabin storage options, with the large central storage bin featuring a pair of USB-C ports, while the glovebox is also quite useful, even if it is oddly shaped. And there’s also a sunglasses holder in front of the rearview mirror.

The centre console’s cubby isn’t really designed for storage, with it basically taken up by two cupholders, another USB-C port and a wireless smartphone charger.

The front door bins can accommodate one small and two regular bottles each, which is great, while their rear counterparts can take one small and one regular apiece.

Second-row occupants also have access to a fold-down armrest with another pair of cupholders, but being of the retractable variety, they’re flimsy.

These passengers also have two USB-C ports, with the pair folding out below a small cubby and air vents, which are found at the back of the centre console. Storage nets are also fitted on the front seat backrests.

And don’t worry; the third row gets in on the action, with two cupholders (one regular, the other small) splitting the seats, which have individual USB-C ports and device straps to the sides.
 

At just under 4.9m long, a fraction over 1.9m wide and 1.5m tall the V60 Cross Country is a ‘large’ medium-sized wagon. And a lengthy 2875mm wheelbase means there’s a generous amount of space inside.

Plenty of breathing room up front but storage is a mixed bag. The (cooled) glove box is a decent size, there’s a lidded box (which doubles as a centre armrest) between the seats, and two big cupholders in the centre console with a sliding lid to cover them. Which is great if you want to hide odds and ends in there, rather than locate a couple of large cappuccinos.

However, in front of that, the wireless charging pad takes up a flat piece of real estate next to the gear shift and another small covered section further up rolls back to reveal an awkward little space that looks like a miniature swimming pool with a 12V socket at the deep end.

The lower front door pockets are long, although sliding even medium-size bottles in them is a bit of a struggle, however there’s a useful secondary space in the centre of the armrest.

Move to the back, and sitting behind the driver’s seat, set for my 183cm position, I enjoyed more than adequate head and legroom. 

Our kids, two of which are the same height as me, were rubbing shoulders with their slightly shorter older sister, so three across the rear is do-able for short-to-medium-length trips only. And the pronounced transmission tunnel in front of the centre position makes it the short straw option. 

That said, up to mid-teenagers will be fine for the full road trip experience.

There’s adjustable ventilation control at the rear of the front centre console and in the back of the b-pillars, while the fold down centre armrest incorporates a pair of pop-out cupholders. The door bins are decent and there are netted map pockets on the front seat backs.  

For in-cabin power and connectivity there are three USB-C sockets in the front (one media, two power-only) and another two in the rear, as well as that hidden 12-volt outlet in the front.

If you’re looking for a wagon, boot space is obviously a priority and the V60 provides 648 litres of volume with all seats upright, growing to 1431L with the 40/20/40 split-folding rear seat lowered.

We were able to load in the large CarsGuide pram, with lots of room to spare, and our three-piece luggage set (36L, 95L and 124L) was also swallowed easily. 

A ski-port door in the centre rear backrest increases flexibility (but make sure those long loads are properly secured) and a fold-up cargo divider (with bag hooks on the back) is a thoughtful extra.

There are more shopping bag hooks on both sides of the boot, an extra netted space on the passenger side, a 12V socket and four flip-up anchors to safely tie-down loose loads.

The spare is an 80km/h speed-limited space saver and if you’re into towing, the V60 Cross Country is rated to haul an 1800kg braked trailer.

Also worth noting trailer-stability control is standard. Nice.

At $60,490, before on-road costs, the Volvo V60 Cross Country sits in the middle of three broadly comparable competitors - the Peugeot 508 GT Sportwagon ($65,657), Subaru Outback Touring ($55,990) and Volkswagen’s Passat Alltrack 162TSI Premium ($62,790).

A ‘civilian’ V60 is offered in other markets, in front- and all-wheel drive, powered by a variety of petrol and diesel engines. But the higher riding, all-wheel-drive Cross Country variant is the single choice here.

Hence the alignment with similarly priced ‘soft-roaders’ like the Outback and Passat Alltrack.

The $60K threshold is a pretty significant one, and at that money you have every right to expect a lengthy standard equipment list. And the V60 XC delivers.

Aside from the safety and performance tech covered separately, this five-seat wagon features a head-up display, 9.0-inch central multimedia screen (with touch or voice control), 12-inch driver display, leather-accented trim, four-zone climate control, a heated steering wheel, keyless entry and start, Apple CarPlay, 10-speaker 220W audio (with digital radio), multi-adjustable electric front seats (with two-position memory on both sides) plus heated seats (front and rear).

Then there’s ‘Google built-in’ for four years (Google Assistant, Google Maps, Google Play and more), adaptive cruise control, auto LED headlights, 19-inch five-spoke alloy rims and a power tailgate. A solid package for the money. 

Our test example had several options lavished upon it in the shape of a 15-speaker, 1410W Bowers and Wilkins premium audio ($4200), perforated Nappa leather-accented interior trim ($3150), front seat massage function ($1100) and tinted rear windows ($750).

At an as-tested price of $78,690 the V60 starts to rub shoulders with premium players like the Audi A4 Avant 45 TFSI Quattro S Line MHEV ($78,200), but even then the value equation stacks up well.

The GLB35 is powered by an uprated version of the GLB250’s 2.0-litre turbo-petrol four-cylinder petrol engine, with the AMG-fettled version producing a more substantial 225kW of power from 5800-6100rpm and 400Nm of torque from 3000-4000rpm (up from 165kW/350Nm).

This version is also matched to an eight-speed dual-clutch automatic transmission as well as Mercedes-AMG’s front-biased but fully variable 4Matic all-wheel-drive system.

Thanks to this combination, the GLB35 can sprint from 0-100km/h in just 5.2 seconds with launch control enabled, while its electronically limited top speed is 250km/h.

The V60 is powered by a 2.0-litre, all-alloy, four-cylinder turbo-petrol engine producing 183kW (from 5400-5700rpm) and 350Nm (between 1800-4800rpm). 

Drive goes to all four wheels via an eight-speed automatic transmission then a computer controlled Haldex AWD system built around a high-pressure hydraulic pump and multi-plate transfer clutch pack.

The B in the car’s designation stands for ‘Battery Charging System’ because it features a starter/generator unit in place of a conventional starter motor.

The set-up recovers kinetic energy from vehicle braking and stores it in a small 48V battery.

The system is then able to pull power from the generator, assisting the engine with a 10kW/40Nm boost, especially when starting off from rest and under acceleration.

It also helps power the standard stop-start function and deliver relatively modest fuel consumption and emissions reductions.

But the main benefit of this type of ‘mild-hybrid’ arrangement is improved drivability, which we’ll get to in the ‘Driving’ section.

The GLB35’s fuel consumption on the combined-cycle test (ADR 81/02) is 8.3L per 100km, while its carbon dioxide emissions are 186 grams per km. All things considered, both claims are pretty decent.

In our real-world testing, though, we averaged a high 14.1L/100km over 75km of driving split between highways and country roads, so not your typical mix, then. A heavy right foot also played into that result, so expect a better return after a regular run.

For reference, the GLB35’s 60L fuel tank can be filled up with 98RON petrol at minimum.

Volvo’s official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.4L/100km, the 2.0-litre turbo-petrol four emitting 168g/km of CO2 in the process.

Over a week of city, suburban, and some freeway running we averaged 10.1L/100km, which is acceptable rather than spectacular for a 1.8-tonne five-seat wagon.

Worth noting the standard stop-start system is one of the best, thanks to the efficiency of the 48-volt starter/generator, its operation is seamless.

Minimum fuel requirement is 95 RON premium unleaded and you’ll need 60 litres of it to fill the tank.

Using the official number, that translates to a range of around 810km, which drops to just under 600km using our real-world figure.

Don’t let the GLB35’s family friendliness fool you, this is an SUV that can get up and go.

The engine’s extra power and torque over the GLB250 are immediately felt behind the wheel, with the GLB35 accelerating with the vigour of an all-wheel-drive hot hatch, which makes sense given their similar claims.

And if you have one of the sportier drive modes engaged, the booming noise generated is also special – even if a lot of it is of the artificial variety, pumped into the cabin to make occupants feel like things are getting serious.

What is genuine, though, is the well-rounded transmission, which is characteristically quick with its upshifts. At the same time, it’s also relatively smooth, even at low speed, which has proven to be a challenge for dual-clutch units over time, but not here.

To earn the AMG badge, the GLB35 goes even further with other mechanical upgrades, including sports tunes for the suspension and steering.

Specifically, the GLB35’s independent suspension set-up not only consists of MacPherson-strut front and trailing-link rear axles with adaptive dampers, but also introduces new steering knuckles, transverse control arms on the front axle, and a stiffened subframe.

The resulting ride is actually quite good. Yes, the extra firmness over the GLB250 is noticeable – particularly in the sportier drive modes that stiffen the adaptive dampers all the way – but it’s by no means a deal-breaker.

That said, it’s worth noting our test vehicle was fitted with the optional 21-inch alloy wheels ($1990), so the GLB35’s like to ride even better on its standard package.

This is remarkable considering the handling improvements made, with the GLB35 managing body roll and pitch better than the GLB250 when pushing hard into and around corners, coming out of which grip is plentiful thanks to the all-wheel-drive system.

Thankfully, the standard-fit high-performance braking package consisting of 350mm front and 330mm rear discs with four- and one-piston callipers respectively helped it wash speed away with ease when attacking the twisty stuff with intent, even with 1857kg (kerb) to deal with.

Also on hand is electric power steering, which is speed-sensitive and has a variable ratio in the GLB35. Basically, it’s quicker when you want it to be, remaining on the lighter side in hand until you engage one of the sportier drive modes and weight is increased markedly.

Volvo claims the V60 Cross Country will accelerate from 0-100km/h in 6.9 seconds, and it feels every bit that quick behind the wheel.

This mid-size wagon might weigh in at a fairly chonky 1.8 tonnes, but its engine delivers peak torque (pulling power) all the way from 1800-4800rpm, which means there’s plenty of oomph lurking under your right foot across the mid-range.

Yet that urgency isn’t manic. The drive is civilised and commendably quiet, thanks in part to active noise control cancelling out unwanted frequencies.

Suspension is by double wishbones at the front and multi-links at the rear, the latter featuring a composite transverse leaf spring rather than more commonly used coils.

The result is impressive ride comfort, even over rutted and pock-marked urban roads.

Steering feel is good, the adaptive assistance system seamlessly adjusting the weight from agreeably light at parking speeds to appreciably heavier on the highway. And despite its increased elevation the V60 Cross Country remains balanced and predictable on a twisting b-road.

Braking is by (345mm) vented discs at the front, with (320mm) solid rotors at the rear and stopping power is strong, yet progressive. 

The configurable head-up display is a welcome inclusion and an 11.3m turning circle (not to mention a clear reversing camera and 360-degree view) makes parking and similarly tight manoeuvres a stress-free undertaking. 

Volvo has thoroughly thought through in-cabin ergonomics. The previously mentioned mix of physical and on-screen controls works well, and the availability of touchscreen or voice control for various functions is a big plus.

Walking through the screens and sub-menus in the central multimedia screen is quick and intuitive.

And even though we didn’t hit the great outdoors in this test, for those who regularly do, the V60 Cross Country’s clearance angles are, approach - 17 degrees, breakover - 18.4 degrees and departure - 22.4 degrees.

A quick game of automotive word association must surely pair safety with Volvo, and it’s no surprise the V60 Cross Country was awarded a maximum five-star ANCAP rating in 2019.

In the intervening four years ANCAP’s assessment criteria have become stricter, but that doesn’t mean this car has fallen off the pace when it comes to active (crash avoidance) tech.

For a start, its AEB system (with forward collision warning) operates from four to 250km/h, with pedestrian and cyclist detection in play up to 80km/h.

There’s also ‘Intersection Collision and Oncoming Mitigation with Brake Support’, ‘Steering Support’, adaptive cruise control, lane keeping assist, blind-spot warning (with cross-traffic alert), ‘Front and Rear Collision Warning’ (with mitigation support), hill start assist, hill descent control and a reversing camera with 360-degree camera view.

Then, there’s rear cross-traffic alert (with auto brake), ‘Park Assist Pilot’ (for parallel and perpendicular spaces), tyre pressure monitoring, automatic rain-sensing wipers, auto adaptive headlights, ‘Emergency Brake Assist’ and ‘Emergency Brake Light’.

But if an impact is unavoidable there are six airbags on board (driver and front passenger - front and side, plus full-length side curtains).

Missing is the increasingly common front centre bag designed to minimise head clash injuries in a side impact.

There are three top-tether points for child seats/baby capsules across the second row, with ISOFIX anchors on the two outer positions.

An active bonnet increases the distance between it and hard parts underneath to minimise injuries in a pedestrian impact, while multi-collision brake controls the car post-crash to lessen the chance of secondary collisions.

As with all Mercedes-AMG models, the GLB35 comes with a five-year/unlimited-kilometre warranty, which currently sets the standard for the premium market. It also comes with five years of roadside assistance.

The GLB35’s service intervals are long, at every 12 months or 25,000km (whichever comes first). Better yet, it’s available with a three-year/75,000km capped-price servicing plan, but it costs $2750, with the third visit alone incurring a $1300 charge.

The V60 Cross Country is covered by Volvo’s five year/unlimited km warranty, which is the current industry standard, with eight years roadside assistance as part of the deal.

Recommended service interval is 12 months/15,000km and Volvo offers capped-price servicing over three- or five-year periods. 

Three years comes in at $1750 (an average of $583 annually) and five years is set at $3000 ($600 annual average). 

Not over the top, but not exactly cheap, either. However, the set price means you can fold maintenance costs into a finance package if you’re purchasing the car that way.