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Life cycleEnvironmental Certificate for the new CLS

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As at: September 2010

Life Cycle – Mercedes-Benz’s environmental documentation 4

Interview with Professor Dr. Herbert Kohler 6

Product description 8

Declaration of validity 16

1 Productdocumentation 17

1.1 Technical data 18

1.2 Material composition 19

2 Environmentalprofile 20

2.1 General environmental topics 22

2.2 Life Cycle Assessment (LCA) 26

2.2.1 Data basis 28

2.2.2 LCA results for the CLS 350 BlueEFFICIENCY 30

2.2.3 Comparison with the predecessor model 34

2.3 Design for recovery 40

2.3.1 Recycling concept for the new CLS 42

2.3.2 Dismantling information 44

2.3.3 Avoidance of potentially hazardous materials 45

2.4 Use of secondary raw materials 46

2.5 Use of renewable raw materials 48

3 Processdocumentation 50

4 Certificate 54

5 Conclusion 55

6 Glossary 56

Imprint 58

Contents

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Since early 2009, “Life Cycle” has presented the environmental certificate for Mercedes-Benz vehicles.

This documentation series concentrates above all on providing a perfect service for the highly diverse range of stakeholders: On the one hand, the extensive and complex issue of “the automobile and the environment” is to be conveyed to the public in a readily comprehensible manner. On the other hand, specialists must also be provided with detailed information. “Life Cycle” meets these requirements with a variable concept.

Readers wishing to obtain a rapid overview can focus on the brief summaries at the beginning of each chapter, where the basic facts are listed in abridged form; a uniform system of graphics facilitates orientation.

Clearly set out tables, graphics, and informative text pas-sages meet the requirements of readers in search of a de-tailed picture of Daimler AG’s environmental commitment. These elements precisely reflect the various environmen-tal aspects down to the smallest detail.

With its attractive service-oriented documentary series “Life Cycle” Mercedes-Benz is lending emphasis to its leadership in this important field – just as in the past, when the S-Class in 2005 became the first car to receive environmental certification from TÜV Süd. In early 2009 the award was bestowed on the GLK, the first SUV to receive this seal. The A-, B-, C- and E-Class have also been given this recognition – and more models will follow.

Life cycle

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Interview

“Unprecedented advances in vehicle efficiency”

Interview with Professor Dr. Herbert Kohler, Chief Environmental Officer of Daimler AG

Professor Kohler, the automobile – and thus also Daimler AG – will be celebrating their 125th birthday next year. How are you experiencing this anniversary as the company’s Chief Environmental Officer?

Prof. Kohler: As a Daimler employee, this anniversary fills me with joy and pride. There is surely no other invention that has brought people both freedom and prosperity to an equal extent. And the fascination of individual mobility remains undiminished – also in countries that are only now becoming able to experience it.

So you don’t consider – unlike some critics – that the automobile is reaching the end of the road?

Prof. Kohler: Definitely not; in fact quite the opposite. We are currently experiencing the second invention of the automobile. Never before has the technology undergone such rapid transformation, with unprecedented advances in efficiency. And we at Daimler are at the forefront of this wave of innovation. This also has much to do with our self-understanding: As the inventors of the automobile, we feel a very special responsibility toward its future. Just as Carl Benz once formulated: “The love of invention never ends.”

What exactly do you mean by the “second invention of the automobile”?

Prof. Kohler: Specifically in terms of passenger cars, there are three crucial areas in which progress is being made at breathtaking pace: new mobility concepts, particularly carsharing; the road to zero emissions, by means of various e-drive approaches; and vehicles with internal combustion engine – tremendous progress is being made here too.

Could you describe these three areas in more detail?

Prof. Kohler: We launched our car2go carsharing project in Ulm in early 2009. It is a huge success; almost 18,000 customers so far have availed themselves of this service and registered for car2go. The proportion of car2go customers among Ulm’s population now stands at ten percent, and one-third of all young drivers aged 18 to 35 already have a car2go seal affixed to their license as enti-tlement to this service. In the course of the first year more than 235,000 rental transactions were effected, mostly with a duration of between 30 and 60 minutes. Mean-while, up to 1,000 fully automatic rentals are recorded each day. In Austin, the capital of the U.S. state of Texas, a second car2go pilot test was initiated in November 2009; and the project will soon be extended to further cities

throughout the world. Thanks to car2go, Mercedes-Benz has more experience than any other automaker in the integration of carsharing projects.

And there is a constant stream of ideas for new mobility concepts. Consideration is being given, for example, to extending the smart brand to single-track electric vehicles (e-scooters, e-bikes), thus addressing younger target groups at an early stage. The e-scooters and e-bikes can likewise be integrated into carsharing concepts. The pilot phase of the “car2gether” project, an innovative carpool scheme, has also just been launched.

And how do things stand with the electric car?

Prof. Kohler: We have just presented the A-Class E-CELL, a family-friendly electric car for city driving that is giving us access to electrical mobility on a broad basis. This full-fledged five-seater is battery-powered, with a range of up to 200 kilometers. Already in the second generation is the pioneer of new urban mobility, the smart fortwo electric drive. Production commenced in November 2009. As a result of the great interest shown in this vehicle the initial series of 1,000 units has now been extended to 1,500. Large-scale production will start in 2012. And then there is the B-Class F-CELL, with a fuel cell oriented even further into the future; this car too can already be experi-enced in tangible form today.

Professor Dr. Herbert Kohler, Chief Environmental Officer of Daimler AG

So is the classic combustion-engined automobile about to be superseded?

Prof. Kohler: Certainly not; why should it be? Take the new V6 engine generation, for instance, which is cele-brating its premiere in the Mercedes-Benz CLS 350 BlueEFFICIENCY and is 25 percent more fuel-efficient than its predecessor, or the S 250 CDI BlueEFFICIENCY: with a total consumption of 5.7 liters per 100 km, it is setting new standards in the luxury class. In addition to innovative engine technology such as BlueDIRECT fuel injection, or the remarkable power output efficiency of diesel engines, further systems such as the ECO start/stop function, advanced automatic transmissions, and optimization measures in aerodynamics and other major components also make for increased efficiency.

And then there is the rapidly progressing development of hybrid technology. After the successful introduction of the S 400 HYBRID further models are now following in quick succession, for example the E 300 Hybrid, powered for the first time by a diesel hybrid unit. The combination of combustion engine and electric motor is at the same time paving the way for entirely emission-free mobility. As you can see, we consider that the golden era of the automobile is yet to come.

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Product description

Cultivated sportiness:The new Mercedes-Benz CLS

A generation ahead: With the CLS, Mercedes-Benz in 2003 created a new category of vehicle, combining for the first time the elegance and dynamism of a coupe with the comfort and functionality of a sedan. Customers were delighted, competitors bewildered: For a number of years the CLS remained the only four-door coupe in its class, and from October 2004 to this day it has been purchased by some 170,000 customers throughout the world.

The engines: Up to 25 percent greater fuel efficiency, with higher power output

Efficiency at its best: This is the quality shared by all four engines, which are now being installed for the first time in the Mercedes-Benz CLS. These power units are all characterized by increased power and torque compared with the predecessors, while fuel efficiency has been drastically boosted by up to 25 percent. At the time of the European launch in January 2011, two six-cylinder models will initially be available:

CLS 350 CDI BlueEFFICIENCY with 195 kW (265 hp), and CLS 350 BlueEFFICIENCY with 225 kW (306 hp) and the ECO start/stop function as standard. Already two months later, the engine range will be extended with the addition of the CLS 250 CDI BlueEFFICIENCY developing 150 kW (204 hp).

On the ECE consumption cycle, this car makes do with only 5.1 liters of diesel per 100 km. The CLS 500 BlueEFFICIENCY, with a V8 engine and an output of 300 kW (408 hp), will follow next April. These two drive variants also include the ECO start-stop function as a standard feature.

• Positioning:Secondgenerationofthefour-doorcoupe fromtheinventorofthissegment

• Appearance:ThenewCLSembodies sophisticated sportiness

• Drive:Fourentirelynewengines

• Efficiency:Upto25percentgreaterfuelefficiency, ECO start/stop function as standard in almost all versions

• Worldpremiere:Newgenerationofthe7G-TRONICPLUS automatic transmission as standard in all models

• Drivingdynamics:Newelectromechanicaldirectsteering

• Light:Worldpremiereforthehigh-performance LEDheadlights

• Safety:NewdrivingassistancesystemsActiveBlindSpot AssistandActiveLaneKeepingAssist

• Comfort:Quieterthaneverbefore

• Design:Newdesigniconwithsensualcontourlanguage

• Quality:High-valuematerialsandsuperbworkmanship

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As with the E-Class, a three-link front suspension principle was chosen in a further developed version specifically for the new CLS. The principle of the lightweight multi-link independent rear axle suspended on a subframe was adopted for the CLS from the new E-Class in view of its unsurpassed wheel location qualities. Compared to the predecessor model, all components have been modified for greater comfort and enhanced driving dynamics.

High-performance LED headlights: Improved vision with full functionality

The CLS is the world’s first automobile to include optional high-performance LED headlights that combine the fas-cinating daylight-like color impression of LED technology with the performance, functionality, and energy-efficiency of today’s bi-xenon generation.

For the first time, the new headlight system combines the proven Intelligent Light System, already familiar from Mercedes models with bi-xenon headlamps, with LED technology. The headlights, with 71 LEDs in all, have an exciting look and thus underscore the distinctive appear-ance of the CLS. The lighting specialists at Mercedes-Benz have already succeeded for the first time in combining LED technology with the proven innovative Adaptive Highbeam Assist, which makes for an entirely new level of safety in night driving.

Lightweight design and aerodynamics: Major contributions to efficiency

In the new CLS, intelligent lightweight design has made a significant contribution to resolving the traditional conflict of aims between low weight and high strength. The CLS is the first vehicle from Mercedes-Benz to include frameless doors in all-aluminum design, comprising deep-drawn aluminum paneling with extruded profiles; they are around 24 kilograms lighter than conventional steel doors. The hood, front fenders, trunk lid, parcel shelf, vari-ous beam profiles, and significant portions of the chassis and engines are also made of aluminum.

Aerodynamics likewise makes a signifi-cant contribution to the excellent effi-ciency of the new Mercedes-Benz CLS. Although the new model is wider than its predecessor, thus offering more frontal area to the wind, the air resistance has been cut by as much as ten per-cent thanks to the lower drag coef-ficient, which has been reduced by 13 percent to 0.26.

Electromechanical direct steering: A new feel for steering

Optimal driving dynamics combined with perfect long-dis-tance driving comfort – this was the brief in the develop-ment of the chassis for the new coupe, which is oriented toward stylish sportiness in design and function. The suspension concept, which in the new E-Class has already earned top grades among the trade press and the public at large, was therefore reworked all-round and supplemented by a key new engineering element: The new CLS is provid-ing the basis for the world premiere of electromechanical direct steering

This steering system makes an significant contribution to the overall efficiency of the CLS: As the power steering only requires boosting when the steering wheel is actually turned, fuel savings of up to 0.3 liters/7 g of CO2 compared to the previous model are achieved on the ECE consumption cycle.

New driving assistance systems: Greater safety

Over a dozen driving assistance systems in the new CLS help prevent road accidents or reduce their severity. New features are Active Blind Spot Assist and Active Lane Keeping Assist

Active Blind Spot Assist warns the driver by means of short-range radar when it senses danger of collision during lane-changing. If the driver ignores the warnings and comes dangerously close to a vehicle in the adjacent lane, Active Blind Spot Assist intervenes. By applying the brakes on the opposite side of the vehicle via the Electron-ic Stability Program a yaw movement is generated that diverts the vehicle from the collision course.

Active Lane Keeping Assist is also networked with ESP® for the first time. The system is activated when the Mercedes model unintentionally crosses a solid line on either edge of the car’s lane. In this case, Active Lane Keeping Assist lightly brakes the opposing wheels with ESP®, to bring the vehicle back on course. A display in the instrument cluster also alerts the driver. When broken lane markings are crossed, the system activates an electri-cal impulse generator on the steering wheel. This initiates a brief vibration – a subtle but highly effective indication to the driver to immediately steer in the opposite direc-tion. This haptic warning in the form of a steering wheel vibration is always provided before the braking action is initiated.

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The exterior: Classic coupe character and a distinctive front section

While the new CLS draws on the pioneering role of its predecessor, it nevertheless evokes an entirely new pres-ence. An immediate eye-catcher is the innovative front section reminiscent of the Mercedes-Benz AMG SLS. The upright radiator grille, which is drawn far forward, lends the front design a more expressive character and accentu-ates the sporty, elongated hood.

The most salient feature is the typical CLS silhouette with its elegantly elongated proportions. The dynamic, athletic sculpture is further enhanced by a novel interplay of lines and surfaces. The leading structural edge above the fend-ers falls toward the rear. A shoulder muscle above the rear axle, reminiscent of a sports car, underscores the athletic character of the new CLS.

The interior: Design makes quality experienceable

Timeless design, sleek elegance combined with innovative details, and technical perfection also characterize the in-terior of the CLS. A striking feature is the “wrap-around” effect of the cockpit: A high line is drawn in a continuous stroke from the driver’s door via the instrument panel to the passenger’s door.

A trendsetter in design, the CLS sets new standards in the interior with plenty of opportunities for customization. There are five interior colors, five embellishment designs, and three leather versions to choose from.

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The new Mercedes-Benz CLS

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1 Product documentationThis section documents significant environmentally relevant technical data of the different variants of the new Mercedes-Benz CLS referred to in the statements on general environmental topics (Chapter 2.1).

The detailed analysis of materials (Chapter 1.2), life cycle assessment (Chapter 2.2), and the recycling concept (Chapter 2.3.1) refer to the new CLS 350 BlueEFFICIENCY with basic equipment.

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1.1 Technical data

The weight and material data for the CLS 350 BlueEFFICIENCY were determined on the basis of internal documentation of the components used in the vehicle (parts list, drawings). The “curb weight according to DIN” (without driver and luggage, 90 per cent fuel tank filling) served as a basis for the recycling rate and life cycle assessment. Figure 1-1 shows the material composition of the CLS 350 BlueEFFICIENCY in accordance with VDA 231-106.

1.2Materialcomposition

Steel/ferrous materials account for about half the weight (53.5 percent) of the new Mercedes-Benz CLS. These are followed by polymer materials (18.6 percent) and the third-largest group, the light metals (16.3 percent). Service fluids comprise about 4.5 percent. The proportions of non-ferrous metals and of other materials (especially glass) are somewhat lower, at about 2.5 and about 3.6 percent respectively. The remaining materials – process polymers, electronics, and special metals – contribute about 1 percent to the weight of the vehicle. In this study, the material class of process polymers largely comprises materials for painting.

The group of polymer materials is divided into thermo-plastics, elastomers, thermosets and non-specific plastics. Thermoplastics account for the largest share of polymers, with 13.7 percent. The second-largest group of polymer materials are the elastomers, at 3.8 percent (mainly tires).

The service fluids include oils, fuels, coolants, refriger-ants, brake fluid, and washer fluid. The electronics group only comprises circuit boards and their components. Cables and batteries have been allocated according to their material composition in each particular case. A comparison with the previous model reveals differences especially with regard to steel and aluminum. The new CLS has an approximately 3 percent lower steel content at around 53.5 percent, while the proportion of light metals, at 16.3 percent, is 2 percent higher than in the predeces-sor model. The share of polymer materials has risen by almost 1 percent to 18.6 percent. The main constructional differences are as follows:• Increased use of high-strength steel in the bodyshell for increased crash safety.• Use of aluminum for the doors, fenders, and trunk lid.• Rear axle with a higher proportion of high-strength steel• New engine with spray-guided direct injection and significantly enhanced fuel economy.

The following table documents significant technical data for the variants of the new CLS. The respective environmentally relevant aspects are treated in detail in the Environmental Profile in Chapter 2.

Fig 1-1: Material composition of the CLS 350 BlueEFFICIENCY

Characteristic CLS 350 CLS 250 CDI CLS 350 CDI BlueEFFICIENCY BlueEFFICIENCY** BlueEFFICIENCY

Enginetype Gasoline Diesel Diesel

No.ofcylinders 6 4 6

Displacement(effective)[cm3] 3498 2143 2987

Poweroutput[kW] 225 150 195

Emissionstandard(fulfilled) EU5 EU5 EU5

Weight(w/odriverandluggage)[kg] 1660 1710 1740

Exhaustemissions[g/km]

CO2 159-170 134*** 159-166

NOX 0.008 n/a 0.148

CO 0.067 n/a 0.258

HC(gasolineversion) 0.049 – –

HC+NOX(dieselversion) – n/a. 0.185

PM 0.001 n/a 0.001

OverallNEDCfuelconsumption[l/100km] 6.8*-7.0 5.1*** 6.0-6.1

Drivingnoise[dB(A)] 73 n/a 72

*NEDCconsumptionforbasicvariantCLS350BlueEFFICIENCYwithstandardtires:6.8l/100km

**Marketlaunch:CLS250CDIBlueEFFICIENCYinMarch2011andCLS500BlueEFFICIENCYinApril2011

***ProvisionalNECDvalue(withstandardtires)

n/a:Datanotyetavailable

Light metals 16.3 %

Steel and ferrous materials 53.5 %

2.5 % Non-ferrous metals 0.01 % Special metals 0.8 % Process polymers 3.6 % Other 0.2 % Electronics 4.5 % Service fluids

18.6 % Polymer materials 3.8 % Elastomers/ elastomer composites 0.1 % Duromers 1.0 % Other plastics

13.7 % Thermoplastics

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2EnvironmentalprofileThe environmental profile documents the general environmental features of the new CLS with regard to such matters as fuel efficiency, emissions, and environmental management systems, as well as providingspecific analyses of the environmental performance, such as life cycle assessment, the recycling concept, and the use of secondary and renewable materials.

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2.1Generalenvironmentaltopics

The new Mercedes-Benz CLS makes for significantly improved fuel efficiency. In the CLS 350 BlueEFFICIENCY gasoline model, consumption has now decreased from the previous levels of 10.1 l/100 km (on market entry in 2004) and 9.1– 9.3 l/100 km (market exit in 2010) to 6. 8–7.0 l/ 100 km, depending on the tires used. In comparison to the time of launch of its predecessor, this represents a consid-erable reduction in fuel consumption by up to 33 percent; and in comparison with the market exit of the predecessor model, the reductions amount to as much as 25 percent. The improvements in the diesel are no less impressive: The new CLS 350 CDI BlueEFFICIENCY consumes 6.0–6.1 l/100 km (depending on tires), about 21 percent less fuel than the previous top diesel model. The four- cylinder CLS 250 CDI BlueEFFICIENCY diesel engine with 150 kW/204 hp, available in the CLS for the first time, achieves an average fuel consumption of 5.1 l/ 100 km (134 g CO2/km).1

The fuel efficiency benefits are ensured by an intelligent package of measures, the so-called BlueEFFICIENCY technologies. These extend to optimization measures in the power train, energy management, and aerodynam-ics, and to tires with optimized rolling resistance, weight reduction through lightweight design, and driver informa-tion on energy-efficient driving. The illustration on pages 24/25 shows the measures implemented in the new CLS in detail.

In addition to improvements to the vehicle, the driver also has a decisive influence on fuel efficiency. For this reason, a display in the middle of the speedometer shows the current fuel consumption level. This easily readable bar indicator reacts immediately when the driver takes his or her foot off the accelerator, for example, and makes use of the fuel cut-off on the overrun. The owner’s manual of the new CLS also includes hints on an economical and environment-friendly driving style. Furthermore, Mercedes-Benz offers its customers “Eco Driver Training”; the findings from this training course show that a car’s fuel efficiency can be increased by up to 15 percent by means of economical and energy-conscious driving.

The new CLS is also fit for the future in terms of fuels. The EU’s plans provide for an increasing share of biofuels. This requirement is already fulfilled by the CLS, since a bioethanol content of 10 percent (E10) is permissible for gasoline engines. A 10 percent share of biofuels is also al-lowed for diesel engines, in the form of 7 percent biodiesel (B7 FAME) and 3 percent of high-quality hydrogenated vegetable oil. The diesel models can also run on SunDiesel,

in the development of which Mercedes-Benz is playing a decisive role. SunDiesel is elaborately liquefied biomass.

The advantages of this fuel over conventional fossil diesel are its almost 90 percent lower CO2 emissions; it also contains neither sulfur nor noxious aromatics. The proper-ties of this clean, synthetic fuel can be practically made to measure in production and optimally attuned to a specific engine. However, the greatest advantage is that it makes full use of the biomass. Unlike conventional biodiesel, for which only about 27 percent of the energy contained in rapeseed is converted into fuel, the process employed by CHOREN utilizes not only the oil seed, but the whole plant.

Significant improvements have also been achieved in terms of exhaust emissions. Mercedes-Benz is the world’s first automobile manufacturer to install maintenance- and additive-free diesel particulate filters into all diesel cars, from the A- to the S-Class.2 This of course also applies to the diesel variants of the new CLS.

With the new CLS, Mercedes-Benz is considerably reduc-ing not only particulates, but also other emissions. The CLS 350 BlueEFFICIENCY, for example, has a nitrogen oxide (NOx) emission level 79 percent below that of the comparable predecessor model; the emissions of hydrocar-bons (THC) and carbon monoxide (CO) have likewise been reduced by 28 percent and 14 percent respectively.

2AstandardfeatureinGermany,Austria,Switzerland,andtheNetherlands;optionalinallothercountrieswithafuelsulfurcontentoflessthan50ppm.1ProvisionalNEDCvalue(withstandardtires)

• Withanaverageconsumptionof6.8l/100km,the CLS350BlueEFFICIENCYisupto33percentmore economicalthanitspredecessor,despitethe10kW increase in maximum output

• TheCLS250CDIBlueEFFICIENCYmakesdowithan averageof5.1litersper100km,correspondingto CO2emissionsof134g/km

• BlueEFFICIENCYtechnologyoptimizese.g. aerodynamics,rollingresistance,vehicleweight, andenergymanagement

• Since1996,theCLSproductionplantinSindelfingen hashadacertifiedenvironmentalmanagementsystem inaccordancewiththeEMASregulationsoftheEUand theISO14001standard

• Effectiverecyclingsystemandhighenvironmental standards also at dealerships

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This exemplary performance in automotive manufacture is consistently applied throughout the process, right up to the customer. The waste that accumulates at the workshops resulting from the maintenance and repair of Mercedes vehicles is collected via a nationally organized network, processed, and made available for reuse. The “classics” include bumpers, side panels, electronic scrap, glass, and tires. The chlorine-free refrigerant R134a for the air conditioning system, which does not contribute to ozone depletion in the stratosphere, is also disposed of appropriately in view of its contribution to the greenhouse potential.

The reuse of used parts also has a long tradition at Mercedes-Benz. The Mercedes-Benz Used Parts Center (GTC) was established back in 1996. With its quality-tested parts, the GTC is an integral element of service and parts operations for the Mercedes-Benz brand. Although the reuse of Mercedes passenger cars lies in the distant future in view of their long service life, Mercedes-Benz offers a new, innovative procedure for the rapid disposal of vehicles in an environment-friendly manner and free of charge.

For convenient disposal, a comprehensive network of collection points and dismantling facilities is available to Mercedes customers. Owners of used cars can inform themselves of all important details relating to the return of their vehicles at the toll-free number 00800 1 777 7777.

The CLS is produced at the Sindelfingen plant, which since 1996 has operated with an environmental man-agement system certified in accordance with the EMAS regulations of the EU and the ISO 14001 standard. A particular focus of activity is the ongoing improvement of resource and energy efficiency. The objective is to reduce energy consumption by 20 percent per vehicle by the year 2012, by means of various technical and organizational measures. In addition to measures such as shutting off ro-bots during breaks in bodyshell manufacture, or standby operation of laser units for the S-Class, the employees themselves are motivated to save energy. Several energy efficiency measures are being implemented, above all in painting. Of particular note are the optimum use of exist-ing material processing windows for the coating materials with regard to temperature and humidity, process-opti-mized adaptation of air management in the spray booth, and energy-optimized control of the system’s operating times. This has already led to annual savings of about 21,000 megawatt-hours, and energy costs have also been considerably reduced.

In sales and after-sales, too, high ecological standards are secured in Mercedes-Benz’s own environmental manage-ment systems. At the dealerships, Mercedes-Benz fulfills its product responsibility with the MeRSy recycling system for workshop waste and for vehicle, used, and warranty parts and packaging material. With the take-back system introduced in 1993, Mercedes-Benz has also enjoyed a position as role model within the automotive industry in workshop disposal and recycling.

Fig2-1:FuelefficiencymeasuresinthenewCLS

Four new engines:CLS 250 CDI BlueEFFICIENCYCLS 350 CDI BlueEFFICIENCYCLS 350 BlueEFFICIENCYCLS 500 BlueEFFICIENCY

Generator management

ClutchRefrigerant compressor

Electromechanical direct steering

Consumption-optimized 7G-TRONIC PLUS automatic transmission

ECO start/stop function

Lightweight design concept[Doors, hood, trunk lid, front fenders of aluminum]

Aerodynamic optimization[Exterior mirrors, radiator grille, aerowheel in CLS 250 CDI BlueEFFICIENCY]

Tires with optimized rolling resistance

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Decisive for the environmental compatibility of a vehicle is the environmental impact of its emissions and consumption of resources throughout its life cycle (see Figure 2-2). The standardized tool for assessing a vehicle’s environmental impact is life cycle assessment (LCA). This shows the total environmental impact of a vehicle from the cradle to the grave, in other words from raw material extraction through production and usage up to recycling.

2.2Lifecycleassessment(LCA)

Figure2-2:OverviewofLifeCycleAssessment

In the development of Mercedes-Benz passenger cars, life cycle assessments are used in the evaluation and comparison of different vehicles, components, and tech-nologies. The DIN EN ISO 14040 and DIN EN ISO 14044 standards prescribe the procedure and the required elements.

The elements of a life cycle assessment are:

1. The investigative terms of reference

define the objective and scope of an LCA.

2. Life cycle inventory

encompasses the material and energy flows throughout all stages of a vehicle’s life: how many kilograms of raw material are used, how much energy is consumed, what wastes and emissions are produced, etc.

3. Impact assessment

gauges the potential effects of the product on humans and the environment, such as global warming potential, summer smog potential, acidification potential, and eutrophication potential.

4. Evaluation

draws conclusions and makes recommendations.

Withlifecycleassessment,Mercedes-Benzregistersallthe effects of a vehicle on the environment - from production throughtooperationanddisposal

• Foracomprehensiveassessment,allenvironmental inputs are accounted for within each phase of the life cycle

• Manyemissionsarisenotsomuchduringdriving, butinthecourseoffuelproduction–forexamplethe emissionsofhydrocarbons(non-methanevolatileorganic compounds,NMVOC)andsulfurdioxide

• Thedetailedanalysisalsoincludestheconsumption andprocessingofbauxite(aluminumproduction), iron and copper ore

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Projectscope (continued)

Cut-offcriteria • Formaterialproduction,energysupply,manufacturingprocesses,andtransport,referenceismadetoGaBidatabasesand

thecut-offcriteriatheyemploy.

• Noexplicitcut-offcriterion.Allavailableweightdataareprocessed.

• NoiseandlandusearenotcurrentlyavailableinLCAdataandarethereforenottakenintoaccount.

• Finedustandparticulateemissionsarenotconsidered.Majorsourcesoffinedust(aboveallfromtiresandbrakes)are

independentofvehicletypeandarethusnotrelevanttothevehiclecomparison.

• Vehiclecareandmaintenancearenotrelevanttothecomparison.

Assessment • Lifecycle,inacc.withISO14040and14044(productLCA).

Analysisparameters • Materialcompositioninacc.withVDA231-106.

• Lifecycleinventorylevel:consumptionofresourcesasprimaryenergy;emissions,e.g.CO2,CO,NOX,SO2,NMVOC,CH4.

• Impactassessment:abioticdepletionpotential(ADP),globalwarmingpotential(GWP),photochemicalozone

creationpotential(POCP),eutrophicationpotential(EP),acidificationpotential(AP).

Theseimpactassessmentparametersarebasedoninternationallyacceptedmethods.Theyarebasedonthecategories

selectedbytheEuropeanautomotiveindustry,withtheparticipationofnumerousstakeholders,aspartoftheEU’sLIRECAR

project.Representationoftoxicitypotentialforhumansandtheenvironmentwouldbeimpreciseaccordingtothecurrent

stateoftheartandisthereforenotexpedient.

• Interpretation:sensitivitystudiesofcarmodulestructure;dominanceanalysisoflifecycle.

Softwaresupport • MBDfEtool.Thistoolpresentsapassengercaronthebasisofthetypicalstructureandcomponents,includingtheir

production,andisadaptedbymeansofvehicle-specificdataonmaterialsandweight.Itisbasedontheassessment

softwareGaBi4.3(http://www.pe-international.com/gabi).

Evaluation • Analysisofthelifecycleresultsaccordingtophases(dominance).Themanufacturingphaseisevaluatedonthebasisofthe

underlyingpassengercarmodulestructure.Contributionsrelevanttotheanalysisarediscussed.

Documentation • Finalreportwithallbasicconditions.

To be able to ensure the comparability of the vehicles, as a rule the basic ECE basis variant was investigated. The CLS 350 BlueEFFICIENCY (225 kW) at the time of launch served as the basis variant for the new CLS; the corresponding predecessor (at the time of market exit and market entry) served as a basis of comparison.

A comparison with these two variants allows the steps in development already completed in the predecessor up to the time of market exit to be determined. These document the ongoing improvement of environmental performance over the lifetime of a model generation. In the following, the essential basic conditions for the LCA are presented in a table.

2.2.1Databasis

Projectobjective

Projectobjective • LCAforthenewCLSasbasicECEvariantwiththeCLS350BlueEFFICIENCYengine,

incomparisonwithitspredecessor.

• Verificationofgoalattainmentfor“environmentalcompatibility”andcommunication

Projectscope

Functionalequivalent • Mercedes-BenzCLSpassengercar(basicvariant;weightinacc.withDIN70020)

Technological/ • Withtwogenerationsofonevehicletype,theproductsarefundamentallycomparable.Duetocontinuingdevelopments

productcomparability andchangingmarketrequirements,thenewCLSprovidesadditionalfeatures,aboveallinpassiveandactivesafety

and–toacertainextent–intermsofahigheroutput.Incaseswheretheseadditionalfeatureshaveaninfluenceonthe

analysis,acommentisprovidedinthecourseofevaluation.

Systembounds • Lifecycleassessmentforcarmanufacture,use,disposal/recycling.Thesystemboundariesshouldonlybeexceededby

elementaryflows(resources,emissions,dumping/deposits)

Basisofdata • Passengercarweightdata:MBpartslists(asat:04/2010).

• Materialsinformationonmodel-relevantvehicle-specificparts:MBpartslist,MBinternaldocumentation

systems,technicalliterature.

• Vehicle-specificmodelparameters(bodyshell,paintwork,catalyticconverteretc.):MBspecialistdepartments.

• Site-specificenergyprovision:MBdatabase.

•Materialsinformationforstandardcomponents:MBdatabase.

• Use(consumption,emissions):typeapproval/certificationdata.Use(mileage):determinedbyMB.

• Recyclingmodel:inacc.withlatesttechnology(seealsoChapter2.3.1).

• Materialproduction,energysupply,manufacturingprocesses,andtransport:GaBidatabase,status:SP14

(http://documentation.gabi-software.com);MBdatabase.

Allocations • Formaterialproduction,energysupply,manufacturingprocesses,andtransport,referenceismadetoGaBidatabases

andtheallocationmethodstheyemploy.

• Nofurtherspecificallocations.

The fuel has a sulfur content taken to be 10 ppm. Combustion of one kilogram of fuel thus yields 0.02 grams of sulfur dioxide emissions. The usage phase is calculated on the basis of a mileage of 250,000 kilometers.

The LCA includes the environmental impact of the disposal phase on the basis of the standard processes of drying, shredding, and recovery of energy from the light shredder fraction. Environmental credits are not granted.

Table2-1:BasicconditionsforLCA

30 31

50

40

30

20

10

0

CO

2-e

mis

sion

s [t

/car

]

9.2

47.4

0.5

Production Use Recycling

POCP [kg ethylene equiv.]

ADP [kg Sb equiv.]

EP [kg phosphate equiv.]

AP [kg SO2-equiv.]

GWP100 [t CO2-equiv.]

CH4 [kg]

SO2 [kg]

NMVOC [kg]

NOX [kg]

CO [kg]

Primary energy requirement [GJ]

CO2 [t]

0 % 10 % 20 % 30 % 40 % 50 % 60 % 70 % 80 % 90 % 100 %

13

369

9,5

84

60

90

54

25

30

59

820

57

Car production Fuel production Operation Recycling

Over the entire life cycle of the CLS 350 BlueEFFICIENCY, the LCI analysis yields for example a primary energy con-sumption of 820 gigajoules (corresponding to the energy content of around 25,000 liters of premium gasoline), an environmental input of approx. 57 tonnes of carbon dioxide (CO2), around 25 kilograms of non-methane volatile organic compounds (NMVOC), around 30 kilograms of nitrogen oxides (NOX) and 54 kilograms of sulfur dioxide (SO2). In addition to an analysis of the overall results, the distribu-tion of individual environmental factors on the various phases of the life cycle is investigated. The relevance of the respective life cycle phases depends on the particu-lar environmental impact under consideration. For CO2 emissions, and likewise for primary energy consumption, the use phase dominates with a share of 79 percent (see Figure 2-3).

However, the use of a vehicle is not alone decisive for its environmental impact. A number of environmental emis-sions arise to a significant extent in manufacture, e.g. SO2 and NOX emissions (see Figure 2-4). The production phase must therefore be included in the analysis of ecological compatibility. Not actual driving operation, but rather fuel

production is now the dominant factor for a variety of emis-sions, such as hydrocarbon (NMVOC) and (NOX, and for closely associated environ-

mental effects such as photo-chemical ozone creation potential (POCP,

summer smog) and acidification potential (AP).

2.2.2 LCAresultsfortheCLS350BlueEFFICIENCY

Figure2-3:Overallcarbondioxide(CO2)emissionsintonnes

Figure2-4:Shareoflifecyclestagesforselectedparameters

For comprehensive and thus sustainable improvement of the environmental impacts associated with a vehicle, the end-of-life phase must also be considered. The use or initiation of recycling systems is worthwhile from an en-ergetic point of view. For a comprehensive assessment, all environmental inputs are taken into consideration within each phase of the life cycle. In addition to the results shown above, it was determined for example that munici-pal waste and stockpile goods (especially ore processing residues and tailings) largely arise in the manufacturing phase, while special waste is created mainly in the manu-facture of gasoline in the use phase.

Environmental burden in the form of emissions into water is a result of vehicle manufacture; this especially applies to heavy metals, NO3- and SO4

2- -ions, and the factors AOX, BOD, and COD.

In order to assess the relevance of environmental factors, the impact categories abiotic depletion potential (ADP), eutrophication potential (EP), photochemical ozone crea-tion potential (POCP, summer smog), global warming po-tential (GWP), and acidification potential (AP) are shown in normalized form for the life cycle of the CLS 350 BlueEFFICIENCY.

32 33

0 % 5 % 10% 15 % 20 % 25% 30 %

Emissions in car manufacture [%]

New CLS production overall:CO2

9.2 tSO2

26.7 kg

SO2

CO2

1,60 E-09

1,20 E-09

8,00 E-10

4,00 E-10

0,0 E+00

ADP EP POCP GWP AP

Recycling

Use

Production

Figure 2-6: Distribution of selected parameters (CO2 and SO2) to modules

In addition to the analysis of overall results, the distribu-tion of selected environmental effects on the production of individual modules is investigated. Figure 2-6 shows by way of example the percentage distribution of carbon di-oxide and sulfur dioxide emissions for different modules. While bodyshell manufacture is predominant in carbon dioxide emissions, in terms of sulfur dioxide it is modules with precious and nonferrous metals and glass that are of greater relevance, since these give rise to high emissions of sulfur dioxide in material production.

Figure2-5:NormalizedlifecyclefortheCLS350BlueEFFICIENCY[-/passengercar]

In normalization the life cycle is evaluated against a superordinate reference system for improved understand-ing of the significance of each indicator value. The frame of reference chosen was Europe (EU25 +3). Normalization was based on the overall European yearly values, and the life cycle of the CLS 350 BlueEFFICIENCY was itemized for one year.

In terms of European yearly values, ADP accounts for the largest share in the CLS 350 BlueEFFICIENCY, followed by GWP (see Figure 2-5).

The relevance of these two impact categories on the basis of EU25 +3 is therefore greater than that of the remaining impact categories examined. The proportion is the lowest in eutrophication.

Total vehicle (paintwork)

Passanger cell/body shell

Flaps/wings

Doors

Cockpit

Mounted external parts

Mounted internal parts

Seat unit

Electrics/electronics

Drivetrain

Tires

Controls

Fuel system

Hydraulics

Engine/transmission periphery

Engine

Transmission

Steering

Front axle

Rear axle

34 35

90

80

70

60

50

40

30

20

10

0

CO

2-em

issi

ons

[t/c

ar]

9.2 9.5 9.1

0.5

0.5

0.5

Carproduction

Fuelproduction Operation Recycling

7.6

39.8

54.360.3

10.2 11.3

NewCLS

Predecessor from 2010

Predecessor from 2004

In parallel with the analysis of the new CLS, an assess-ment of the ECE basic version of the predecessor model was made (1,660 kg DIN weight on market exit, 1,655 kg DIN weight on market entry). The underlying condi-tions were identical to those for the new CLS model. The production process was represented on the basis of an excerpt from the current list of parts. Use of the predeces-sor vehicle with a comparable engine was calculated on the basis of applicable certification values. The same state-of-the-art model was used for recovery and recycling.

As Figure 2-7 shows, the two vehicle models are charac-terized by similar levels of carbon dioxide emissions in production. Assessment of the entire life cycle yields clear advantages for the new Mercedes-Benz CLS.

At the beginning of the life cycle, production of the new CLS gives rise to about the same amount of CO2 emissions as its predecessor (9.2 tons of CO2 overall). In the subse-quent usage phase the new CLS emits around 47 tonnes of CO2; the total emissions during production, use, and recycling thus amount to 57 tons of CO2.

Production of the previous model at the time of market exit (= predecessor from 2010) gives rise to 9.5 tonnes of CO2. The figure for the predecessor from 2004 is slightly more favorable, with 9.1 tonnes of CO2. This is mainly due to the quantity of precious metals used in exhaust gas aftertreatment, which was lower at that time. Due to the higher fuel consumption, the predecessor emits 72 tonnes (2004) and 65 (2010) tonnes of CO2 during use phase. The overall figures are therefore about 81 and 74 tonnes of CO2 emissions.

Over its entire life cycle, comprising production, operation over 250,000 kilometers, and recycling, the new model gives rise to 23 percent (17 tonnes) less CO2 emissions than its predecessor on market exit. If the model on market entry is used as a basis of comparison, the new CLS is 30 percent (24 tonnes) more favorable.

This reduction in CO2 emissions is relevant. The savings of about 24 tonnes per vehicle is about 2.4 times the annual per-capita emissions due to an average European.3

3EuropeanEnvironmentAgency:EAAReport09/2009,

GreenhousegasemissiontrendsandprojectionsinEurope2009.

2.2.3Comparisonwiththepredecessormodel

Figure2-7:CarbondioxideemissionsoftheCLS350BlueEFFICIENCY

incomparisonwiththepredecessor[t/car]

NewCLS 159gCO2/kmPredecessorfrom2010 217gCO2/kmPredecessorfrom2004 241gCO2/kmAsat:08/2010

Thefollowingsavingshavebeenachievedoverthepredecessormodelonitsintroductionin2004:

• A30percentreductioninCO2 emissions over the entire life cycle

• A21percentreductioninnitrogenoxideemissions

• A27percentreductioninprimaryenergydemandover theentirelifecycle,correspondingtotheenergycontent of9,300litersofgasoline

36 37

0 20 40 60 80 100 120

0 100 200 300 400 500

1200

1000

800

600

400

200

0

1000

800

700

600

500

400

300

200

100

0

Carproduction Fuelproduction Operation Recycling

Predecessor

Predecessor

Predecessor

Predecessor

Predecessor

Predecessor

Predecessor

Predecessor

Predecessor

Predecessor

Predecessor

New CLS

NewCLS

Abioticdepletionpotential[kgSbequiv./car]

Materialresources[kg/car] Energyresources[GJ/car]

New CLS

New CLS

New CLS

New CLS

New CLS

New CLS

New CLS

New CLS

New CLS

NewCLS

Predecessor

NewCLS

Predecessor

Bauxite [kg]

Brown coal [GJ]

Hard coal [GJ]

Crude oil [GJ]

Natural gas [GJ]

Uranium [GJ]

Renewable energy

resources [GJ]

Iron ore [kg]

Mixed ores*[kg]

Rare earths, precious metal

ores [kg]

NO

X-e

mis

sion

s[k

g/ca

r]

Mileage[Tkm]0 50 100 150 200 250

New CLS 0,0077 g NOX/km Predecessor from 2010 0,0367 g NOX/km Predecessor from 2004 0,02 g NOX/km As at: 08/2010

45

40

35

30

25

20

15

10

5

0

Predecessorfrom2004

16.0

41.8

14.6

38.2

15.5

30.1

NewCLS

Predecessorfrom2010

(see Figure 2-10): The slight shifts in the material mix also lead to changes in demand for material resources in the production of the new CLS. Bauxite requirements, for example, have risen in view of the increased use of aluminum. The fall in requirements for energy resources (natural gas and oil) is mainly due to the significantly enhanced fuel economy during the use phase.

In comparison with the predecessor, primary energy savings of 21 percent (2010) and 27 percent (2004) are achieved over the entire life cycle, and the abiotic deple-tion potential is reduced by 22 percent (2010) and 29 (2004) percent. The fall in primary energy demand by 212 GJ (2010) and 303 GJ (2004) corresponds to the energy content of about 6,500 and 9,300 liters of gasoline respectively.

Clear advantages for the new CLS are also discernible in the presentation of nitrogen oxide emissions through-out the use phase in Figure 2-8. The improvements here amount to 29 percent (market exit) and 21 percent (mar-ket entry). This is due to the greater fuel economy and the significantly reduced nitrogen oxide emissions in the driving operation of the new CLS.

Figure 2-9 shows further emissions into the atmosphere and the corresponding impact categories in comparison over the various phases. In production, the predecessor from 2010 is at a comparable level; over the entire life cycle, however, the new CLS shows clear advantages.

Consumption of resources has also been reduced by up to 22 percent overall (ADP – abiotic depletion potential). The individual values shown indicate the changes in detail

Figure 2-9: Comparison of selected parameters between the new CLS and the 2010 predecessor [unit/car]

Figure 2-10: ADP resource index and selected material and energy resources for the new CLS in comparison with the predecessor from 2010 [units/car]

*above all in the production of the elements lead, copper, and zinc

CO2 [t]

NOX [kg]

SO2 [kg]

GWP100 [t CO2 equiv.]

EP [kg phosphate equiv.]

CO [kg]

NMVOC [kg]

CH4 [kg]

AP [kg SO2 equiv.]

POCP [kg ethylene equiv.]

Figure 2-8: Nitrogen oxide emissions of the CLS 350 BlueEFFICIENCY in comparison with the predecessor [t/car]

38 39

Outputparameters

Emissionsinair New 2010 Deltavs. 2004 Deltavs. Comment CLS prede- 2010prede- prede- 2004prede- cessor cessor cessor cessor

GWP*[tCO2equiv.] 59.9 76.9 –22% 84.1 -29% esp.duetoCO2emissions

AP*[kgSO2equiv.] 84 97.2 –14% 95 -11% esp.duetoSO2emissions

EP*[kgphosphateequiv.] 9.5 10.3 –8% 9.9 -4% esp.duetoNOXemissions

POCP*[kgethyleneequiv.] 13.2 16.0 –17% 13.8 -4% esp.duetoNMVOCemissions

CO2[t] 57 74 –23% 81 -30% esp.duetodrivingoperation.CO2reductionisa directconsequenceofenhancedfueleconomy.

CO[kg] 59 64 –7% 80 -26% Duetocarproductionanduse toanapprox.equalextent.

NMVOC[kg] 25 31 –19% 25 1% Largelyduetofuelproduction anddrivingoperationtoanapprox. equalextent.

CH4[kg] 90 87 3% 89 1% Duetocarproductionanduse toanapprox.equalextent. Drivingoperationaccountsforonlyapprox.4%.

NOX[kg] 30 42 –29% 38 -21% Duetocarandfuelproductiontoapprox.45% ineachcase.Approx.10%fromdrivingoperation.

SO2[kg] 54 66 –17% 65 -17% Duetocarandfuelproduction toanapprox.equalextent.

Emissionsinwater New 2010 Deltavs. 2004 Deltavs. Comment CLS prede- 2010prede- prede- 2004prede- cessor cessor cessor cessor

BSB[kg] 0.58 0.69 –15% 0.70 -17% esp.duetocarproduction

Hydrocarbons[kg] 0.44 0.56 –21% 0.61 -27% c.80%duetouse

NO3-[g] 4533 2052 121% 2227 104% c.70%duetoproduction

PO43-[g] 75.5 46.1 64% 50 51% c.60%duetoproduction

SO42-[kg] 23.1 27.3 –15% 29.1 -20% c.60%duetouse

*CML2001,asat:December2007

Inputparameters

Resources,ores New 2010 Deltavs. 2004 Deltavs. Comment CLS prede- 2010prede- prede- 2004prede- cessor cessor cessor cessor

ADP*[kgSbequiv.] 369 475 –22% 519 -29% esp. due to fuel production

Bauxite[kg] 636 604 5% 604 5% aluminum production, higher aluminum mass

Dolomite[kg] 26 82 -68% 82 -68% magnesium production

Iron ore[kg]** 887 964 -8% 962 -8% due to steel production, lower steel mass

Mixed ores (esp. Cu, Pb, Zn) [kg]** 101 97 4% 97 4% esp. electrics (cable harnesses)

Rare earths, Engine/transmission periphery precious metal ores [kg]** 10 8 24% 2 306% (exhaust system)

**in the form of ore concentrate

Energysources New 2010 Deltavs. 2004 Deltavs. Comment CLS prede- 2010prede- prede- 2004prede- cessor cessor cessor cessor

Primaryenergy[GJ] 820 1032 –21% 1123 -27% Consumptionofenergyresources. Significantlylowerthanforthepredecessor, duetotheincreasedfuelefficiency ofthenewCLS.

Sharefrom

Browncoal[GJ] 16 17 -5% 17 -7% c.80%fromcarmanufacture

Naturalgas[GJ] 86 101 –15% 107 -20% c.58%fromusage

Crudeoil[GJ] 619 819 –24% 905 -32% Significantreductiondueto greaterfuelefficiency

Hardcoal[GJ] 45.8 50.0 -8% 47.8 -4% c.93%fromcarmanufacture

Uranium[GJ] 28.0 29.3 -5% 29.4 -5% c.83%carmanufacture

Renewableenergy resources[GJ] 25.4 15.9 59% 16.3 56 esp.leathercovers

*CML2001;asat:December2007

Table2-2:OverviewofLCAparameters(I)

Table 2-3: Overview of LCA parameters (II)

Tables 2-2 and 2-3 present an overview of some further LCA parameters. The lines with gray shading indicate superordinate emission impact categories; they group to-gether emissions with the same effects and quantify their contribution to the respective impacts over a characteriza-tion factor, e.g. contribution to global warming potential expressed as kilograms of CO2 equivalent.

In Table 2-3 the superordinate impact categories are also indicated first. The new CLS shows advantages over its predecessor in all impact categories assessed. The goal of bringing about improved environmental performance in the new model over its predecessor was achieved overall.

40 41

2.3Designforrecovery

The objective of this directive is the prevention of vehicle waste and the promotion of the return, reuse, and recycling of vehicles and their components. This results in the following requirements on the automotive industry:

• Establishment of systems for collection of end-of-life vehicles (ELVs) and used parts from repairs.• Achievement of an overall recovery rate of 95 percent by weight by January 1, 2015 at the latest• Evidence of compliance with the recovery rate in type approval for new passenger cars as of December 2008.• Take-back of all ELVs free of charge from January 2007.• Provision of dismantling information from the manufacturer to the ELV recyclers within six months of market introduction.• Prohibition of the heavy metals lead, hexavalent chromium, mercury, and cadmium, taking into account the exceptions in Annex II.

With the adoption of the European ELV Directive (2000/53/EC) on September 18, 2000 the conditions for recovery of end-of-life vehicles were revised.

TheCLSalreadymeetstherecoveryrateof95percentbyweight,effectiveJanuary1,2015

• End-of-lifevehicleshavebeentakenbackby Mercedes-BenzfreeofchargesinceJanuary2007

• Heavymetalssuchaslead,hexavalentchromium, mercury,andcadmiumhavebeeneliminatedinaccordance withtherequirementsoftheELVDirective

• Mercedes-Benzalreadytodayhasahighlyefficient take-backandrecyclingnetwork

• Byresellingcertifiedusedparts,theMercedesUsed PartsCentermakesanimportantcontributiontothe recyclingconcept

• EvenduringdevelopmentoftheCLS,attentionwaspaid toseparationofmaterialsandeaseofdismantlingof relevantthermoplasticcomponentssuchasbumpers, wheelarches,outersills,underfloorpaneling,andengine compartmentcoverings

• Detailedinformationisprovidedinelectronicformfor allELVrecyclers:theInternationalDismantling InformationSystem(IDIS)

42 43

The calculation model reflects the real ELV recycling process and is divided into four stages:

1. Pre-treatment (extraction of all service fluids, removal of tires, battery, and catalytic converter, triggering of airbags2. Dismantling (removal of replacement parts and/or components for material recycling)3. Segregation of metals in the shredder process 4. Treatment of non-metallic residue fraction (shredder light fraction, SLF).

The recycling concept for the new CLS was devised in parallel with development of the vehicle; the individual components and materials were analyzed for each stage of the process. The volume flow rates established for each stage together yield the recycling and recovery rates for the entire vehicle.

At the ELV recycler’s premises the fluids, battery, oil filter, tires, and catalytic converters are removed as part of the pre-treatment process. The airbags are deployed with a device that is standardized among all European car manu-facturers. During dismantling, the prescribed parts are first removed according to the European ELV Directive. To improve recycling, numerous components and assemblies are then removed and are sold directly as used spare parts or serve as a basis for the manufacture of replacement parts.

The reuse of parts has a long tradition at Mercedes-Benz. The Mercedes-Benz Used Parts Center (GTC) was estab-lished back in 1996. With its quality-tested used parts, the GTC is an integral part of the Mercedes-Benz brand’s service and parts business and makes an important con-tribution to the appropriately priced repair of our vehicles. In addition to the used parts, materials are selectively removed in the vehicle dismantling process that can be recycled using economically appropriate procedures. These include components of aluminum and copper as well as selected large plastic components.

2.3.1RecyclingconceptforthenewMercedes-BenzCLS

The calculation procedure is regulated in ISO standard 22628, “Road vehicles – Recyclability and recoverability – calculation method.”

ELV recycler Shredder operators

During the development of the new CLS, these compo-nents were specifically designed for subsequent recycling. Along with segregated separation of materials, attention was also given to ease of dismantling of relevant thermo-plastic components such as bumpers, wheel arch linings, outer sills, underfloor paneling and engine compartment coverings. In addition, all plastic parts are marked in ac-cordance with international nomenclature.

In the subsequent shredding of the residual body shell, the metals are first separated for recycling in the raw material production processes. The largely organic remaining portion is separated into different fractions for environment-friendly reprocessing in raw material or energy recovery processes. With the described process chain, a recyclability rate of 85 percent and a recoverabil-ity rate of 95 percent were verified on the basis of the ISO 22628 calculation model for the new CLS as part of the vehicle type approval process (see Figure 2-11).

Figure 2-11: Material flows in the Mercedes-Benz CLS recycling concept

Rcyc=(mP+mD+mM+mTr)/mVx100>85percentRcov=Rcyc+mTe/mVx100>95percent

1) in acc. with 2000/53/EC2) SLF = shredder light fraction

Vehicle mass: mV Pre-treatment: mP

FluidsBatteryTiresAirbagsCatalyticconvertersOilfilter

Dismantling: mD

Prescribedparts1),Componentsforrecoveryandrecycling

Segregation of metals: mM Residualmetal

SLF2) treatmentmTr=recyclingmTe=energyrecovery

44 45

Dismantling information for ELV recyclers plays an impor-tant role in implementation of the recycling concept. For the new CLS too, all necessary information is provided in electronic form via the International Dismantling Informa-tion System (IDIS). The IDIS software provides the ELV recyclers with information, on the basis of which vehicles can be subjected to environment-friendly pre-treatment and recycling techniques at the end of their service life.

The system presents model-specific data both graphically and in text form. In pre-treatment, specific information is provided on service fluids and pyrotechnic components. In the other areas, material-specific information is provided for the identification of non-metallic components. The current version (April 2010) covers 1,530 different models and variants from 60 car brands. The IDIS data are made available to ELV recyclers and incorporated into the soft-ware half a year after the respective market launch.

2.3.2Dismantlinginformation

Figure 2-12: Screenshot of the IDIS software

Dismantling information for ELV recyclers plays an impor-tant role in implementation of the recycling concept.

The avoidance of hazardous substances is a matter of top priority in the development, production, use, and recycling of Mercedes vehicles. For the protection of humans and the environment, substances and substance classes that may be present in materials or compo-nents of Mercedes-Benz pas-senger cars have been listed in the internal standard (DBL 8585) since 1996. This standard is already made available to the designers and materials experts at the advanced development stage for both the selection of materials and the definition of manufacturing processes.

The heavy metals lead, cadmium, mercury, and hexava-lent chromium, which are prohibited by the ELV Directive of the EU, are also taken into consideration. To ensure compliance with the ban on heavy metals in accordance with the legal requirements, Mercedes-Benz has modified and adapted numerous processes and requirements both internally and with suppliers.

The new CLS complies with valid regulations. For exam-ple, lead-free elastomers are used in the drivetrain, along with lead-free pyrotechnic initiators, cadmium-free thick film pastes, and surfaces free of hexavalent chromium in the interior, exterior, and assemblies.

Materials used for components in the passenger compart-ment and boot are subject to additional emission limits that are likewise laid down in the DBL 8585 standard as well as in delivery conditions for the various components. The continual reduction of interior emissions is a major aspect of component and material development for Mercedes-Benz vehicles.

2.3.3Avoidanceofpotentiallyhazardousmaterials

46 47

In addition to the requirements for attainment of recycling rates, the manufacturers are obliged by Article 4, Paragraph 1 (c) of the European ELV Directive 2000/53/EC to make increased use of recycled materials in vehicle production and thereby to establish or extend the markets for secondary raw materials. To meet these requirements, the technical specifications for new Mer-cedes models prescribe a constant increase in the recycled content of passenger cars.

The studies relating to the use of recycled material, which accompany the development process, focus on thermoplastics. Unlike steel and ferrous materials, which already include a proportion of secondary materials from the outset, the use of plastics requires a separate proce-dure for the testing and release of the recycled material for each component. For this reason, the data on the use of recycled material in passenger cars are documented only for thermoplastic components, as this is the only factor that can be influenced in the course of development.

2.4Useofsecondaryrawmaterials

Figure2-13:Exampleoftheuseofrecycledmaterialsinthewheelarchlinings Figure2-14:UseofrecycledmaterialsinthenewCLS

IntheCLS,61componentswithatotalweightof49kg canbeproducedpartlyfromhigh-qualityrecycledplastics

• Theseincludewheelarchlinings,cableducts,andunder bodypanels

• Themassoftherecyclatecomponentshasrisenby 96percentascomparedwiththepredecessormodel

• Whereverpossible,recyclatematerialsarederivedfrom vehicle-related waste streams; the front wheel arches are made from recovered vehicle components

The quality and functionality requirements placed on a component must be met both with recyclates and with comparable new materials. To secure passenger car production even when shortages are encountered on the recycled materials market, new material may also be used as an option.

In the new CLS, a total of 61 components with an over-all weight of 49 kg can be manufactured partly from high-quality recycled plastics. The mass of the approved components made from recycled material has thus been increased by 96 percent as compared with the previous model. Typical applications include wheel arch linings, cable ducts, trunk linings, and underbody panels, which are largely made from polypropylene. Further material cycles have also been closed in the new CLS: The use of recycled acrylonitrile butadiene styrene (ABS), for exam-ple, has been approved for the base support of the center console in this vehicle’s interior. Figure 2-14 shows the components approved for the use of recycled material.

A further objective is to derive the recycled materials as far as possible from automotive waste streams, thereby closing process loops. For the front wheel arch linings of the CLS, for example, a recyclate is used that is composed of reprocessed vehicle components (see Figure 2-14); these comprise starter battery casings, bumper covers from the Mercedes-Benz recycling system, and process waste from cockpit production.

Componentweight NewCLS Predecessor

inkg 49 25 +96%

48 49

2.5 Useofrenewablerawmaterials

In automotive production, the use of renewable raw materials concentrates on the vehicle interior. In the new CLS, the natural fibers largely comprise leather, cellu-lose, cotton, flax, sisal, kenaf, and wool, which are used in combination with various polymer materials for series production. The use of natural materials in automotive manufacture has a number of advantages:

• In comparison with glass fiber, natural fibers normally result in a reduced component weight.• Renewable raw materials help reduce the consump- tion of fossil resources such as coal, natural gas, and crude oil.• They can be processed by means of conventional technologies. The resulting products are usually easy to recycle.• In energy recovery they exhibit an almost neutral CO2 balance, since only the same amount of CO2 is released as was absorbed by the plant during growth.

The types of renewable raw materials and their applica-tions are listed in Table 2-4.

In the new CLS, a total of 56 components with a combined weight of 31 kilograms are produced using natural materi-als. The total weight of components manufactured with the use of renewable raw materials has thus increased by 9 percent as compared with the predecessor model. Figure 2-15 shows the components in the new Mercedes-Benz CLS produced using renewable materials.

Raw material Application

Cotton Sound insulation and lining elements

Cellulose fiber Sound insulation and trunk floor lining

Flax/sisal/kenaf fiber Door linings

Wood Decorative strips, covers, charcoal filter

Paper Boot floor, filter cartridges

Leather Seat covers

Wool Seat covers

Table 2-4: Applications of renewable materials

Figure2-15:ComponentsinthenewCLSproducedusingrenewablematerials

• 56componentswithatotalweightofalmost 31kilogramsareproducedusingnaturalmaterials

• Thefloorinthetrunkconsistsofacardboard honeycombstructure

• Cokeisusedintheactivatedcharcoaltankventfilter

• Thetextileportionofthefabric/leathercombination consistsofabout30percentpurelambswool

• Thedoorpanelsemployanaturalfiberblendofflax, sisal,andkenaf

The boot floor consists of a cardboard honeycomb structure, and for the fuel tank ventilation the Mercedes engineers have also drawn on a raw mate-rial from nature: Coke is used in the activated charcoal filter. This porous material adsorbs the hydrocarbon emissions, and the filter is constantly regenerated during driving operation.

Natural materials also play a significant role in the manufacture of seat covers for the new CLS: The textile portions of the fabric/leather combination consist of about 30 percent pure lambswool. This natural mate-rial offers distinct comfort advantages over synthetic fibers: Wool not only has very good electrostatic prop-erties, but also absorbs moisture more readily; this has a positive effect on the seating climate in hot weather conditions. The new CLS also makes use of a natural blend of flax, sisal, and kenaf fibers in the door panels. Componentweight newCLS predecessor

inkg 30.8 28.3 +9%

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Reducing the environmental impact of a vehicle’s emis-sions and resource consumption throughout its life cycle is crucial to improving its environmental performance. The environmental burden caused by a product is al-ready largely determined in the early development phase; subsequent corrections to product design can only be realized at great expense. The earlier sustainable product development (“Design for Environment”) is integrated into the development process, the greater are the benefits in terms of minimized environmental impact and cost. Process- and product-integrated environmental protection must be realized in the development phase of a product. Later on, environmental effects can often only be reduced by downstream, “end-of-the-pipe” measures.

“We strive to develop products which are highly responsi-ble to the environment in their respective market seg-ments” – this is the second Environmental Guideline of the Daimler Group. Its realization requires incorporating environmental protection into products from the very start. Ensuring this is the task of environment-friendly product development. Comprehensive vehicle concepts are devised in accordance with the “Design for Environment” (DfE) principle. The aim is to improve environmental performance in objectively measurable terms, while at the same time meeting the demands of the growing number of customers with an eye for environmental issues such as fuel economy and reduced emissions or the use of environment-friendly materials.

3 Process documentation

• Sustainableproductdevelopment(“Designfor Environment”,DfE),wasintegratedintothedevelopment process for the CLS from the outset. This minimizes environmental impact and costs

• Indevelopment,a“DfE”teamensurescompliancewith thesecuredenvironmentalobjectives

• The“DfE”teamcomprisesspecialistsfromawiderange offields,e.g.lifecycleassessment,dismantlingand recyclingplanning,materialsandprocessengineering, anddesignandproduction

• Integrationof“DfE”intothedevelopmentprojecthas ensuredthatenvironmentalaspectsaretakeninto accountatallstagesofdevelopment

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Integration of Design for Environment into the operational structure of the development project for the new CLS en-sured that environmental aspects were not sought only at the time of launch, but were included in the earliest stages of development. The targets were coordinated in good time and reviewed in the development process in accordance with the quality gates. Requirements for further action up to the next quality gate are determined by the interim results, and the measures are implemented in the develop-ment team.

The process carried out for the new CLS meets all the criteria described in the international ISO 14062 standard for the integration of environmental aspects into product development.

Figure3-1:“DesignforEnvironment”activitiesatMercedes-Benz

In organizational terms, responsibility toward improving environmental performance was an integral part of the development project for the new CLS. Under the overall level of project management, employees are appointed with responsibility for development, production, purchas-ing, sales, and further fields of activity. Development teams (e.g. body, powertrain, interior) and cross-functional teams (e.g. quality management, project management) are appointed in accordance with the most important automo-tive components and functions.

One such cross-functional group is known as the DfE team, consisting of experts from the fields of life cycle assessment, dismantling and recycling planning, mate-rials and process engineering, and design and produc-tion. Members of the DfE team are also incorporated in a development team, in which they are responsible for all environmental issues and tasks; this ensures complete integration of the DfE process into the vehicle develop-ment project. The members have the task of defining and monitoring the environmental objectives in the technical specifications for the various vehicle modules at an early stage, and deriving improvement measures where neces-sary.

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The new Mercedes-Benz CLS not only meets the highest demands in terms of safety, comfort, agility, and design, but also fulfills all current requirements regarding envi-ronmental compatibility.

This environmental certificate documents the significant improvements that have been achieved in the new CLS as compared with the previous model. Both the process of environmentally compatible product development and the product information contained herein have been certified by independent experts in accordance with internationally recognized standards.

Mercedes-Benz thus remains the world’s only automobile brand to have received this demanding certification – first issued in 2005 – from TÜV Süd.

In the new Mercedes CLS, customers benefit for example from significantly enhanced fuel economy, lower emis-sions and a comprehensive recycling concept. In addition, it employs a greater proportion of high-quality recycled materials and renewable raw materials. The new CLS is thus characterized by environmental performance that has been significantly improved in comparison with its predecessor.

5 Conclusion4

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Term Explanation ADP Abiotic depletion potential (abiotic = non-living); impact category describing the reduction of the global inventory of raw materials as a result of the exploitation of non-renewable resources.

Allocation Distribution of material and energy flows in processes with multiple inputs and outputs, and assignment of the input and output flows of a process to the product system under investigation.

AOX Adsorbable organically bound halogens; a sum parameter in chemical analysis primarily used in the assessment of water and sewage sludge, whereby the sum of the organic halogens adsorbable on activated carbon is determined. These comprise chlorine, bromine, and iodine compounds.

AP Acidification potential; an impact category expressing the potential for changes in the milieu of ecosystems due to the introduction of acids.

Basis variant Basic vehicle model without optional extras, usually Classic line and with a small engine.

BOD Biological oxygen demand; used in the assessment of water quality as a measure of the pollution of waste water and waters with organic substances.

COD Chemical oxygen demand; used in the assessment of water quality as a measure of the pollution of waste water and waters with organic substances. DIN The standardization institute Deutsches Institut für Normung e.V.

6 Glossary ECE Economic Commission for Europe; the UN organization in which standardized technical regulations are developed.

EP Eutrophication potential; impact category that expresses the potential for oversaturation of a biological system with essential nutrients.

GWP100 Global warming potential, time horizon 100 years; impact category that describes potential contribution to the anthropogenic greenhouse effect.

HC Hydrocarbons

Impact categories Classes of effects on the environment in which resource consumptions and various emissions with the same environmental effect (such as global warming, acidification, etc.) are grouped together.

ISO International Organization for Standardization

KBA Federal Motor Transport Authority (Kraftfahrtbundesamt)

Life cycle assessment Compilation and evaluation of input and output flows and the potential environmental(LCA) impacts of a product system throughout its life.

MB Mercedes-Benz

NEDC New European Driving Cycle; a standardized cycle prescribed by legislation, in use in Europe since 1996 for determining emission and consumption values for motor vehicles.

Nonferrous metal A metal other than iron or an alloy with a significant iron content (aluminum, copper, zinc, lead, nickel, magnesium, etc.)

POCP Photochemical ozone creation potential; impact category that describes the formation of photo-oxidants (“summer smog”).

Primary energy Energy that has not been subjected to anthropogenic conversion.

Process polymers A term from VDA material data sheet 231-106; the material group of process polymers includes lacquers, adhesives, sealants, and underbody protection media.

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Masthead

Publisher: Daimler AG, Mercedes-Benz Cars, D-70546 Stuttgart

Mercedes-Benz Technology Center, D-71059 Sindelfingen

Department: Design for Environment (GR/PZU) in collaboration with Global Product Communications Mercedes-Benz Cars (COM/MBC)

Tel.: +49 711 17-76422

www.mercedes-benz.com

Descriptions and data in this brochure apply to the international model range of the Mercedes-Benz brand. Statements relating to standard and optional equipment, engine vari-ants, technical data, and performance figures are subject to variation between individual countries.

60DaimlerAG,GlobalProductCommunicationsMercedes-BenzCars,Stuttgart(Germany),www.mercedes-benz.com