Environmental Certificate for the E 300 Bluetec HYBRID - Daimler

Environmental
Certificate for the
E 300 BlueTEC HYBRID
Life
cycle
1

Contents
Life Cycle – the Mercedes-Benz environmental documentation 4
Interview with Professor Dr. Herbert Kohler 6
Product description 8
Declaration of validity 14
1 Product documentation 15
1.1 Technical data 16
1.2 Material composition 18
2 Environmental profile 19
2.1 General environmental issues 20
2.2 Life Cycle Assessment (LCA) 24
2.2.1 Data basis 26
2.2.2 LCA results for the E 300 BlueTEC HYBRID 28
2.2.3 Comparison with the E 300 CDI BlueEFFICIENCY 32
2.3 Design for recovery 38
2.3.1 Recycling concept for the E 300 BlueTEC HYBRID 40
2.3.2 Dismantling information 42
2.3.3 Avoidance of potentially hazardous materials 43
2.4 Use of secondary raw materials 44
2.5 Use of renewable raw materials 46
3 Process documentation 48
4 Certificate 52
5 Conclusion 53
6 Glossary 54
Imprint 56
As at: March 2012
2
3

Life
cycle
Since the beginning of 2009, “Life Cycle“ has been
presenting the Environmental Certificates for
Mercedes-Benz vehicles.
Above all the principal aim of this documentation series is
to provide the best possible service to as many interested
parties as possible: on the one hand, the wide-ranging and
complex subject of the “car and the environment“ needs
to be communicated to the general public in a manner
which is easy to understand. On the other hand, however,
specialists also need to have access to detailed information.
“Life Cycle“ fulfils this requirement with a variable
concept.
Those wanting a quick overview can concentrate on
the short summaries at the beginning of the respective
chapters. These summaries highlight the most important
information in note form, while standardised graphics also
help to simplify orientation. If more detailed information
on the environmental commitment of Daimler AG is required,
clearly arranged tables, graphics and informative
text passages have also been provided. These elements
describe the individual environmental aspects in a great
deal of detail.
With its service-oriented and striking “Life Cycle“ documentation
series, Mercedes-Benz is once again demonstrating
its pioneering role in this important area – just
as in the past, when in 2005 the S-Class became the very
first vehicle to receive the Environmental Certificate from
TÜV Süd (South German Technical Inspection Authority).
At the beginning of 2009, this certificate was also awarded
to the GLK, the first SUV to receive it. Now, with the
E 300 BlueTEC HYBRID, the first diesel hybrid model
is following in these same footsteps.
4 5

Interview
“On-demand hybridisation”
The E 300 BlueTEC HYBRID
features modular hybrid technology.
What benefits does this offer?
Modular hybrid technology opens up the way for us to
rapidly add hybrid models to other model series. With a
clear focus on the varying needs of the worldwide markets,
we are able to offer precisely the models that our
customers want. When it comes to business vehicles in
Europe, the demand is primarily for diesel models. This
is why we are the first premium manufacturer to launch
a diesel hybrid onto the market.
Can the E 300 BlueTEC HYBRID therefore
be viewed as spearheading the Mercedes-Benz
hybrid initiative?
Yes, at the same time that this model is being launched
in Europe in June 2012, the E 400 HYBRID is also being
launched on the American market, and will subsequently
be available in other countries such as Japan and China.
Its electric motor is combined with V6 petrol engine.
Will customers of such hybrid vehicles
have to make compromises in some areas?
No, the E 300 BlueTEC HYBRID does not require its
passengers to make any compromises whatsoever in
terms of spaciousness, either in the interior or in the luggage
compartment. The modular hybrid concept – which
is a comprehensive enhancement of the concept used in
the market segment leader, the S 400 HYBRID – does not
require any changes to be made to the body. Furthermore:
the E 300 BlueTEC HYBRID is also available both as a
Saloon and an Estate.
And what about safety?
Integration of the hybrid systems without the need for
changes to the body has the practical benefit of not restricting
spaciousness in any way. At the same time,
it also ensures that all hybrid models boast exactly the
same high level of safety as their counterparts with an
internal combustion engine – a very important aspect for
Mercedes-Benz. Accident behaviour has been appropriately
safeguarded by means of crash simulations and tests.
Similar to “Real Life Safety”, more recently Mercedes-Benz
has talked about “Real Life Efficiency”, emphasising
that what counts is not standard consumption but rather
the consumption figures achieved in daily use. What sort
of influence can a driver have on daily use?
A very big influence. Comprehensive road tests using
different test subjects have shown that with the E 300
BlueTEC HYBRID, it only takes a relatively short time for
additional savings to be achieved as drivers learn to make
increasingly deliberate and effective use of hybrid functions
such as “sailing” or recuperation. They are supported
here by the display concept used in the hybrid models.
The central display provides information on the current
energy flow and the charge status of the battery. A top
view of the vehicle is provided, depicting the drivetrain
and coloured energy flow. The driver is able to monitor
fuel consumption via energy/time graphs.
Will Mercedes-Benz continue to provide vehicles
with “classic” combustions engines?
Yes. This is because in addition to on-demand hybridisation
in its various stages of development - from the ECO
start/stop function through to the purely electric driven
hybrid – on the road to sustainable mobility Mercedes-
Benz is just as committed to optimising vehicles with the
latest combustion engines - for example through measures
such as downsizing, turbocharging, direct injection, lowfriction
technology and BlueTEC.
Besides all of this, have targeted optimisation measures
also been applied to the vehicle?
Yes, in the areas of aerodynamics, lightweight construction
and energy management (BlueEFFICIENCY), for
example. Here we are able to make use of the “energy-
Interview with Professor Dr. Herbert Kohler,
Chief Environmental Officer of Daimler AG
transparent vehicle”, a new development tool devised
in-house which enables us to implement optimisation
measures down to the finest detail. As such we are able to
offer powerful and at the same time economical petrol and
diesel models across all model series.
Efficiency champions such as the SLK 250 CDI, S 250 CDI,
ML 250 BlueTEC 4MATIC and SL 350 BlueEFFICIENCY
are able to achieve the best figures in their respective
segments in terms of efficiency.
6 7

Product description
Efficiency
without
compromises
Mercedes-Benz is continuing its hybrid initiative with the
new E 300 BlueTEC HYBRID, the world‘s most economical
luxury-class model (4.2 l of diesel/100 km, 109 g CO 2/km).
The E 300 BlueTEC HYBRID combines the excellent fuel
economy of the four cylinder diesel engine over long distances
(motorway, inter-urban) with the advantages of an
efficient hybrid in city and stop & go traffic.
It therefore exhibits impressive efficiency with no compromises:
thanks to the compact hybrid concept there are no
restrictions in terms of spaciousness, comfort and safety.
In the E 300 BlueTEC HYBRID, Mercedes-Benz has
combined the 2.2-litre four-cylinder diesel engine developing
150 kW (204 hp) with a powerful hybrid module.
Its 20 kW electric motor, positioned between the internal
combustion engine and the 7-speed automatic transmission,
assists the diesel engine when the car is accelerating
(boost effect) and, in alternator mode, is used for the recuperation
of braking energy (recuperation), although
it is also suitable for driving under electric power alone.
Based on the modular hybrid principle developed by
Mercedes-Benz, this diesel hybrid marks the start of a
new era in hybrid drive systems.
Highlights of the
E 300 BlueTEC HYBRID at a glance:
• Compact, intelligent and modular hybrid concept:
no modifications to the body of the base vehicle
are necessary.
• Also available as an Estate.
• Spaciousness, safety and comfort remain unchanged.
• Significant increase in comfort during start/stop operation;
silent start, complete climatic comfort.
• Class-leading fuel consumption in luxury-class business
vehicle segment: 4.2 litres/100 km, 109 g CO 2/km.
• Part of the intelligent downsizing strategy of
Mercedes-Benz: increase in the engine output of the
E 300 BlueTEC HYBRID with 150 kW + 20 kW electric
motor/500 Nm + 250, Nm compared with the E 250 CDI
(150 kW/500 Nm). This places it on a par with the
E 300 CDI (170 kW/540 Nm).
• Fuel saving of around 15 percent compared with the
E 250 CDI – even in real-life traffic conditions.
• Unique hybrid driving experience (start/stop, recupera-
tion, boost effect, purely electric motoring and “sailing”
function).
8
9

The driving experience:
“sailing” along the motorway
Mercedes-Benz hybrid technology offers a wealth of additional
functions that enhance both comfort and efficiency
as well as helping to deliver a special driving experience
underpinned by refined sportiness:
• When the car is stationary/ECO start/stop function:
the internal combustion engine can be switched off
when coasting on the overrun at speeds up to
160 km/h, since ancillary equipment such as the
power steering, brakes and air conditioning compres
sor operate electrically It is restarted extremely
quickly, smoothly and almost silently. One feature
unique to Mercedes is the interaction between the
useful HOLD function and the start/stop system:
when the HOLD function is activated (by fully de-
pressing the brake pedal when the car is stationary),
the internal combustion engine remains switched
off even when the driver‘s foot comes off the brake
pedal. Alternatively, if the car remains stationary for
a longer period, the driver can move the transmission
selector lever to the “P” position or apply the parking
brake instead of keeping a foot on the brake pedal.
• Manoeuvring: in most cases, the car uses electric
power alone for manoeuvring and parking.
• Accelerating: electrical power alone is used for moving
off and driving under low load Acceleration from
a standstill is particularly powerful, since the electric
motor‘s full torque of up to 250 Nm is immediately
available.
The display concept of the E 300 BlueTEC HYBRID supports an economical
driving style The central display provides information on the current energy
flow and the charge status of the battery A top view of the vehicle is provided,
depicting the drivetrain and coloured energy flow Here we see the energy flow
when sailing and also gained from recuperation, for example when approaching
traffic lights (from left).
• Boost function: the electric motor supports the
combustion engine during acceleration, e.g. when
overtaking, by providing additional drive torque.
• Cruising: when the car is being driven at a constant
speed, the engine control unit shifts the operating
points towards exceptionally low specific fuel con
sumption levels.
• Sailing: “sailing“, as it has come to be known, is
possible at speeds below 160 km/h. The combustion
engine shuts down and the desired speed is main-
tained by the electric motor alone until the battery
needs recharging.
• Kinetic energy recuperation (regenerative braking)
when coasting or braking: when the car is coasting
(decelerating on the overrun), the electric motor acts
as a generator and feeds the kinetic energy back to
the high-voltage battery. When the brake pedal is
depressed, the generator output is initially increased
proportionally for greater deceleration. Only when
increased brake pressure is applied are the wheel
brakes also operated. To make this function possible,
the new hybrid models have brakes specially adapted
for energy recuperation.
Fuel consumption:
benefits in real-life traffic, not just on paper
In urban traffic, with its frequent stationary, deceleration
and short acceleration phases, the hybrid drive is able to
play to its strengths in particular. This is thanks, on the
one hand, to the frequent regenerative braking phases
when decelerating and, on the other, to the capability to
offer purely electric motoring when approaching traffic
lights. The purely electric driving mode can also be used
in stop-and-go traffic up to a speed of around 35 km/h and
on journeys of up to a kilometre. When stationary, the
combustion engine is basically switched off.
When it comes to inter-urban motoring, the boost, “sailing”
and regenerative braking phases alternate in conjunction
with an intelligent displacement of the combustion
engine‘s load point. The actual effect depends on both
the route profile as well as the behaviour of the driver.
Additional displays of the energy flow:
1 Inter-urban motoring,
2 Acceleration,
3 Inter-urban motoring with battery charging as well as
4 Recuperation, for example when driving downhill
On the motorway, the boost function takes a back seat in
the higher engine speed range. Savings are achieved by
the “sailing” function at speeds up to 160 km/h, for example
on slight downhill gradients, by displacement of the
combustion engine‘s operating point, electric operation of
accessories, and regenerative braking when decelerating.
10 11
1
2 3
4

The hybrid module:
a compact and intelligently
integrated powerhouse
The hybrid drive unit is an enhancement of the module
from the S 400 HYBRID and is based on the 7G-TRONIC
PLUS automatic transmission. A new element is the lack
of hydraulic torque converter. Instead a wet clutch has
been added, as also found in a number of powerful AMG
models. As a result, the electric motor can be integrated
into the transmission unit in such a way that it only requires
marginally more installation space than the
7G-TRONIC. The lack of converter allows for a purely
electric driving mode as well as the “sailing“ function,
and also therefore significantly increases the potential
for reducing consumption.
The compact electric motor, which is installed in the
clutch housing between the engine and the transmission
to save space, is a 3-phase AC internal rotor magneto
motor, which develops a peak output of 20 kW and a peak
torque of 250 Nm at an operating voltage of 120 Volts.
The components:
perfectly integrated into the vehicle
The electric energy of the hybrid drive comes courtesy
of the high-voltage lithium-ion battery which has been
specially developed for automotive use. Its characteristics
include an output of 19 kW and an energy content of
0.8 kWh, enabling the E-Class to achieve a speed of up
to 35 km/h and a range of up to one kilometre in purely
electric mode.
Major advantages over conventional nickel/metal hydride
batteries include a higher energy density and better electrical
efficiency, together with more compact dimensions
and a lower weight. Thanks to space-saving installation in
the engine compartment, where it replaces the conventional
starter battery, the generous interior space and boot capacity
remain unchanged. The lithium-ion battery not only
stores energy for the electric motor, but is also connected
to the 12-volt vehicle electrical system via the DC transformer
to supply power to other standard consumers such
as the headlamps and comfort features. The battery system
consists of the cell block with its lithium-ion cells and the
cell monitoring system, the battery management function,
the high-strength housing, the cooling gel, the cooling
plate, the coolant feed and the high-voltage connector.
To support cold starting and act as a buffer store for the
on-board electrical system, a regular 12 Volt battery is
located beneath the luggage compartment, and an additional
small backup battery prevents unpleasant flickering
of the vehicle lighting and dropouts in the infotainment
system in start/stop mode.
Sophisticated packaging means that numerous hybrid-
specific components such as the high-performance electronics
in the engine compartment can be directly incorporated
with the internal combustion engine, thus neatly
rounding off the modularity concept: the hybrid models
can be produced on the same assembly line as their
conventional counterparts without needing to be diverted
elsewhere. Another plus point of the overall concept is
the scalability and compatibility with other vehicles and
engines.
Safety:
on a par with previous models
When it came to the hybrid-specific aspects relevant to
safety, the development engineers were able to call upon
their vast experience with the S 400 HYBRID model
introduced back in 2009. The challenge lay in ensuring
the greatest possible safety for the electrical components.
This safety system already applies in production, includes
workshop personnel during servicing and maintenance,
and also takes the emergency services into account when
passengers need to be rescued following an accident.
Accordingly the hybrid technology of Mercedes-Benz
is equipped with an extensive 7-stage safety concept.
1. In the first stage, all of the high-voltage wiring is
colour-coded to eliminate confusion, and marked
with appropriate safety instructions. This prevents
assembly errors in production, and makes the regular
quality checks easier to carry out.
2. The second stage comprises comprehensive contact
protection for the entire system by means of generous
insulation and newly-developed, dedicated connectors.
3. As part of the third stage, the lithium-ion battery
has been given a whole package of carefully
coordinated safety measures. This innovative battery
is accommodated in a high-strength steel housing,
and also secured in place. Bedding the battery cells
in a special gel effectively dampens any jolts and
knocks. There is also a blow-off vent with a rupture
disc and a separate cooling circuit. An internal
electronic controller continuously monitors the safety
requirements and immediately signals any mal-
functions.
4. The fourth stage of the safety concept includes
separation of the battery terminals, individual safety
wiring for all high-voltage components and continu-
ous monitoring by multiple interlock switches.
This means that all high-voltage components are
connected by an electric loop. In the event of a mal
function, the high-voltage system is automatically
switched off.
5. Active discharging of the high-voltage system as soon
as the ignition is switched to “Off”, or in the event of
a malfunction, is part of the fifth stage.
6. During an accident, the high-voltage system is com-
pletely switched off within fractions of a second.
7. As the seventh and last stage, the system is continu-
ously monitored for short circuits.
12 13

1 Product documentation
This section documents significant environmentally relevant specifications of the different variants
of the current E-Class referred to in the statements on general environmental topics (Chapter 2.1).
The detailed analyses of materials (Chapter 1.2), life cycle assessment (Chapter 2.2), and the
recycling concept (Chapter 2.3.1) refer to the new E 300 BlueTEC HYBRID with standard equipment.
14 15

1.1 Technical data
The table below shows essential technical data for the variants of the current E-Class.
The relevant environmental aspects are explained in detail in the environmental profile in Chapter 2.
Characteristic E 200 E 200 NGT E 250 E 300 E 350 E 500
BlueEFFICIENCY BlueEFFICIENCY BlueEFFICIENCY BlueEFFICIENCY BlueEFFICIENCY BlueEFFICIENCY
Engine type Petrol engine Petrol engine Petrol engine Petrol engine Petrol engine Petrol engine
Number of cylinders 4 4 4 6 6 8
Displacement (effective) [cc] 1796 1796 1796 3498 3498 4663
Power output [kW] 135 120 150 185 225 300
Transmission
manual x
automatic Optional x x x x x
Emissions standard (fulfilled) EU 5 EU 5 EU 5 EU 5 EU 5 EU 5
Weight (w/o driver and luggage) [kg] 1540*/1540 1660 1575 1740 1750 1865
Exhaust emissions [g/km]
CO2: 172–165* 155–149***
160–152 198–190 162–154 164–159 164–159 209
NOX: 0.025*/0.019 0.039***/0.01 0.019 0.005 0.005 0.028
CO: 0.254*/0.255 0272***/0.357 0.255 0.082 0.082 0.600
THC: (petrol engine) 0.03*/0.048 0.05***/0.003 0.048 0.059 0.059 0.065
NMHC:(petrol engine) 0.022*/0.04 0.028***/0.002 0.040 0.043 0.043 0.046
THC+NOX: (diesel engine) – – – – – –
PM (diesel and direct petrol injection) 0.002*/0.003 – 0.0026 0.0012 0.0012 0.0005
Fuel consumption 7.4–7.1*/ 8.7–8.3***/
NEDC combined [l/100 km] 6.9–6.5 8.5–8.1 7.0–6.6 7.0–6.8 7.0–6.8 8.9
Driving noise [dB(A)] 74*/70 74 70 73 73 72
* Figures for manual transmission
** NEDC consumption for the base variant of the E 300 BlueTEC HYBRID with standard tyres: 4.2 l/100 km
*** Figures for natural gas operation (consumption in m 3 /100 km)
**** Output of electric motor
Characteristic E 200 CDI E 220 CDI E 250 CDI E 300 CDI E 300 E 350 E 350 CDI
Blue Blue Blue Blue BlueTEC BlueTEC Blue
EFFICIENCY EFFICIENCY EFFICIENCY EFFICIENCY HYBRID EFFICIENCY
Engine type Diesel engine Diesel engine Diesel engine Diesel engine Diesel engine Diesel engine Diesel engine
Number of cylinders 4 4 4 6 4 6 6
Displacement (effective) [cc] 2143 2143 2143 2987 2143 2987 2987
Output [kW] 100 125 150 170 150+20**** 155 195
Transmission
manual x x x
automatic Optional Optional Optional x x x x
Emissions standard (fulfilled) EU 5 EU 5 EU 5 EU 5 EU 5 EU 6 EU 5
Weight (w/o driver
and luggage) [kg] 1645*/1660 1660*/1660 1660*/1660 1760 1770 1770 1770
Exhaust emissions [g/km]
CO2: 141–134*/ 139–130*/ 139–130*/
141–134 138–129 138–129 159–153 112–109 188–180 159–153
NOX: 0.154*/0.157 0.17*/0.146 0.017*/0.146 0.147 0.158 0.054 0.147
CO: 0.268*/0.068 021*/0.054 0.21*/0.054 0.303 0.248 0.178 0.303
THC: (petrol engine) – – – – – – –
NMHC: (petrol engine) – – – – – – –
THC+NOX: (diesel engine) 0.172*/0.168 0.183*/0.156 0.183*/0.156 0.190 0.181 0.073 0.190
PM:(diesel and 0.0003*/ 0.0003*/ 0.0003*/
direct petrol injection) 0.0001 0.0002 0.0002 0.0016 0.0002 0.0007 0.0016
Fuel consumption 5.4–5.1*/ 5.3–5.0*/ 5.3–5.0*/
NEDC combined [l/100 km] 5.4–5.1 5.3–4.9 5.3–4.9 5.8–6.1 4.3–4.2** 7.2–6.8 6.1–5.8
Driving noise [dB(A)] 74*/70 74*/71 73*/71 71 71 72 71
* Figures for manual transmission
** NEDC consumption for the base variant of the E 300 BlueTEC HYBRID with standard tyres: 4.2 l/100 km
*** Figures for natural gas operation (consumption in m 3 /100 km)
**** Output of electric motor
16 17

1.2 Material composition
The weight and material data for the E 300 BlueTEC HYBRID were determined on the basis of internal
documentation of the components used in the vehicle (parts list, drawings).
The “kerb weight according to DIN” (without driver and luggage, fuel tank 90 percent full)
served as a basis for the recycling rate and life cycle assessment. Figure 1-1 shows the
material composition of the E 300 BlueTEC HYBRID in accordance with VDA 231-106.
In the E 300 BlueTEC HYBRID, more than half of the
vehicle weight (58.1 percent) is accounted for by steel/
ferrous materials, followed by polymer materials with
around 18.5 percent and light alloys (12.2 percent) as the
third largest group. Service fluids comprise about 4.2 percent.
The proportions of non-ferrous metals and of other
materials (predominantly glass) are somewhat lower, at
around 3 percent in each case. The remaining materials –
process polymers, electronics, and special metals – contribute
about 1.5 percent to the weight of the vehicle. In
this study, the material class of process polymers largely
comprises materials for the paint finish.
The polymers are divided into thermoplastics, elastomers,
duromers and non-specific plastics, with the thermoplastics
accounting for the largest proportion at 12 percent.
Elastomers (predominantly tyres) are the second-largest
group of polymers with 4 percent.
Steel/ferrous
materials 58.1 %
Figure 1-1: Material composition of the E 300 BlueTEC HYBRID
The service fluids include oils, fuel, coolant, refrigerant,
brake fluid and washer fluid. Only circuit boards with
components are included in the electronics group. Cables
and batteries are categorised according to their material
composition. The main components of the hybrid
drive system are the combustion engine, electric motor,
7G-TRONIC transmission, the power electronics, voltage
transformer and the high-voltage battery (using lithiumion
technology). In addition, the E 300 BlueTEC HYBRID
is fitted with an electrically-powered air conditioning
compressor for the automatic climate control, an electric
vacuum pump, electric power steering and a braking system
which has been specifically developed for the hybrid
model which enables effective regenerative braking. This
has resulted in differences in terms of the proportions of
materials (primarily metals) when contrasted with the
comparable E 300 CDI with diesel engine. The percentage
of steel has decreased by approximately 4 percent, while
the proportion of non-ferrous metals and light alloys, polymers
and electronics in particular has increased.
Light alloys 12.2 %
Non-ferrous metals 3.3 %
Precious metals 0.01 %
Process polymers 0.8 %
Other 2.5 %
Electronics 0.4 %
Service fluids 4.2 %
Polymer materials 18.5 %
Thermoplastics 12.3 %
Elastomers 3.9 %
Duromers 0.1 %
Other plastics 2.2 %
2 Environmental profile
The environmental profile documents the general environmental features of the
current E-Class with respect to fuel consumption, emissions, the use of secondary
and renewable raw materials or environmental management systems.
It also provides specific analyses of the environmental performance, such as
life cycle assessment and the recycling concept for the E 300 BlueTEC HYBRID.
18 19

2.1 General environmental issues
• Intelligent and modular hybrid system
• Compact electric motor
(peak torque: 250 Nm)
• Lithium-ion high-voltage battery
(19 kW, 0,8 kWh)
• Comprehensive
“7-stage safety concept”
With the new E 300 BlueTEC HYBRID, Mercedes-Benz is
bringing its first diesel passenger car model with hybrid
drive onto the market. When contrasted with the comparable
E 300 CDI with diesel engine, the fuel consumption
of the E 300 BlueTEC HYBRID has been reduced from
between 6.1 and 5.8 l/100 km to between 4.3 and 4.2 l/
100 km, depending on the tyres. This corresponds to a
considerable reduction of up to 28 percent.
The E-Class BlueTEC HYBRID is categorised in energy
efficiency class A+.
The E-Class with hybrid technology also achieves top
marks in terms of CO 2 emissions too: They have been
reduced to between 112 and 109 g/km.
The new Mercedes-Benz E 300 BlueTEC HYBRID combines
the benefits of an economical diesel engine with
those of a compact electric motor. It is fitted with a
comprehensively enhanced drive system, comprising the
four-cylinder diesel engine, additional permanent magnet
electric motor, the seven-speed 7G-TRONIC PLUS automatic
transmission designed to accommodate the hybrid
module, the necessary power and control electronics,
voltage transformer and also the lithium-ion high-voltage
battery. The following illustration provides more details on
the main components of the hybrid drive system.
Figure 2-1: The main components of the hybrid drive system in the E 300 BlueTEC HYBRID
20 21

Mercedes-Benz offers its customers
“Eco Driver Training” which teaches an
energy-conscious style of driving which
can help to reduce fuel consumption by
up to 15 percent.
In addition to the improvements to the vehicle, the driver
also has a decisive influence on fuel consumption. For this
reason, a display in the middle of the speedometer of the
E-Class shows the current fuel consumption level. This
easy-to-read bar indicator reacts spontaneously as soon as
the driver takes his foot off the accelerator and uses the
engine’s overrun cut-off, for example. The owner’s manual
of the current E-Class also includes tips on an economical
and environmentally friendly driving style.
Furthermore, Mercedes-Benz offers its customers
“Eco Driver Training”. The results of this training course
show that adopting an efficient and energy-conscious style
of driving can help to reduce the fuel consumption of a car
by up to 15 percent.
The current E-Class is also fit for the future when it
comes to its fuels. The EU’s plans make provision for an
increasing proportion of biofuels to be used. The E-Class
is of course able to meet such requirements since a
bioethanol content of 10% (E10) is permissible for petrol
engines. A 10% biofuel proportion is also permissible for
diesel engines, in the form of 7% biodiesel (B7 FAME) and
3% high-quality, hydrated vegetable oil. A considerable
improvement has been achieved in terms of exhaust gas
emissions, too. Mercedes-Benz is the world’s first automotive
manufacturer to install maintenance and additive-free
diesel particulate filters into all diesel passenger cars,
from the A to the S-Class. This of course also applies to
the diesel variants of the current E-Class.
Through the technical integration of the main hybrid
components in the front end and the transmission tunnel,
it is possible for the E 300 BlueTEC HYBRID to be
produced together with other E-Class models on a production
line at the Mercedes-Benz Sindelfingen plant. The
Sindelfingen plant has implemented an environmental
management system certified in accordance with the EU
eco-audit regulations and ISO standard 14001 since 1996.
The painting technology used at the Sindelfingen plant,
for example, boasts a high standard not only in technological
terms but also with regard to environmental protection
and workplace safety. Service life and value retention are
further increased through the use of a clear coat, whose
state-of-the-art nanotechnology ensures much greater
scratch-resistance than conventional paint. Through the
use of water-based paints and fillers, solvent emissions
have been drastically reduced.
High environmental standards are also firmly established
in the environmental management systems in the sales
and after-sales sectors at Mercedes-Benz. At dealer level,
Mercedes-Benz meets its product responsibility with the
MeRSy recycling system for workshop waste, used parts
and warranty parts and packaging materials.
The take-back system introduced in 1993 also means that
Mercedes-Benz is a model for the automotive industry
where workshop waste disposal and recycling are concerned.
This exemplary service by an automotive manufacturer
is implemented right down to customer level. The
waste materials produced in our outlets during servicing
and repairs are collected, reprocessed and recycled via
a network operating throughout Germany. Classic components
include bumpers, side panels, electronic scrap,
glass and tyres. 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 used parts, the
GTC is an integral part of the service and parts operations
for the Mercedes-Benz brand.
The display concept of the E 300 BlueTEC HYBRID supports an economical
driving style The central display provides information on the current energy
flow and the charge status of the battery A top view of the vehicle is provided,
depicting the drivetrain and coloured energy flow The driver is able to monitor
fuel consumption via energy/time graphs.
Although the recovery 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 environmentally 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 dial the freephone number 00800 1
777 7777 for information and prompt advice on all of the
important details relating to the return of their vehicle.
1 Standard in Germany, Austria, Switzerland and the Netherlands,
optional in all other countries with a fuel sulphur content of below 50 ppm.
22 23

2.2 Life Cycle Assessment (LCA)
A decisive factor 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 standardised tool for evaluating a vehicle’s environmental compatibility is the Life Cycle
Assessment. It comprises the total environmental impact of a vehicle from the cradle to the
grave, in other words from raw material extraction through production and use up to recycling.
Down to the smallest detail
• With the LCA, Mercedes-Benz registers all of the effects
of a vehicle on the environment, from development via
production and operation through to disposal.
• For a comprehensive assessment, all environmental inputs
are accounted for within each phase of the life cycle.
• Many emissions arise not so much during driving, but in
the course of fuel production - for example non-methane
hydrocarbon (NMVOC)* and sulphur dioxide emissions.
• The detailed analyses also include the consumption and
processing of bauxite (aluminium production), iron and
copper ore.
* NMVOC = non-methane volatile organic compounds
The elements of a life cycle assessment are:
1. Goal and scope definition
Define the objective and scope of an LCA.
2. Inventory analysis
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. Interpretation
Draws conclusions and makes recommendations.
In the development of Mercedes-Benz passenger cars,
life cycle assessments are used in the evaluation and
comparison of different vehicles, components, and
technologies.
The DIN EN ISO 14040 and DIN EN ISO 14044 standards
prescribe the procedure and the required elements.
Figure 2-2: Overview of the Life Cycle Assessment
24 25

2.2.1 Data basis
To be able to ensure the comparability of the examined vehicles, as a rule the ECE base
variant was investigated. The E 300 BlueTEC HYBRID (with a combustion engine producing
150 kW and 500 Nm, and an additional electric motor producing 20 kW and 250 Nm), is
contrasted with the comparable E 300 CDI with diesel engine (producing 170 kW and
540 Nm). The main parameters on which the LCA was based are shown in the table below.
Project objective
Project objective • LCA for the E-Class E 300 BlueTEC HYBRID, ECE base variant compared with the E 300 CDI with diesel engine.
Project scope
• Verification of attainment of the objective “environmental compatibility” and communication.
Functional equivalent • E-Class passenger car (base variant; weight in accordance with DIN 70020).
Technology/ • As two variants of the same vehicle type, the vehicles examined are comparable. The E 300 BlueTEC HYBRID
product comparability can cover a limited distance in purely electric mode. Overall, the torque of the combustion engine and electric motor is
higher than that of the comparable diesel variant, the E 300 CDI.
System boundaries • Life Cycle Assessment for car manufacturing, use and recycling. The scope of assessment is only to be extended in the
case of elementary flows (resources, emissions, non-recyclable materials).
Data basis • Weight data of car: MB parts list (date of revision 02/2012).
• Materials information for model-relevant, vehicle-specific parts: MB parts list, MB internal documentation systems,
technical literature.
• Vehicle-specific model parameters (bodyshell, paintwork, catalytic converter, etc.): MB specialist departments.
• Location-specific energy supply: MB database.
• Materials information for standard components: MB database.
• Use (fuel consumption, emissions): type approval/certification data.
• Use (mileage): determined by MB.
• Recycling model: state of the art (see also Chapter 2.3.1).
• Material production, energy supply, manufacturing processes and transport: GaBi database rev. SP18
(http://documentation.gabi-software.com); MB database.
Allocations • For material production, energy supply, manufacturing processes, and transport, reference is made to GaBi databases
and the allocation methods which they employ.
• No further specific allocations.
Table 2-1: LCA parameters for the E 300 BlueTEC HYBRID
Project scope (Continued)
Cut-off criteria • For material production, energy supply, manufacturing processes, and transport, reference is made to GaBi databases and
the cut-off criteria which they employ.
• No explicit cut-off criteria. All available weight information is processed.
• Noise and land use are currently not available as LCA data and are therefore not taken into account.
• Particulate matter and emissions are not taken into account. Major sources of particulate matter (mainly tyre and brake
abrasion) are not dependent on vehicle type and consequently of no relevance to the result of the vehicle comparison.
• Vehicle maintenance and care are not relevant to the comparison.
Assessment • Life cycle, in conformity with ISO 14040 and 14044 (LCA).
Assessment parameters • Material composition according to VDA 231-106.
• Life cycle inventory: consumption of resources as primary energy, emissions, e.g. CO2, CO, NOx, SO2, NMVOC, CH4, etc.
• Impact assessment: abiotic depletion potential (ADP), global warming potential (GWP),
photochemical ozone creation potential (POCP), eutrophication potential (EP), acidification potential (AP).
These impact assessment parameters are based on internationally accepted methods. They are modelled on categories
selected by the European automotive industry, with the participation of numerous stakeholders, in an EU project, LIRECAR.
The mapping of impact potentials for human toxicity and ecotoxicity does not yet have sufficient scientific backing today and
therefore will not deliver useful results.
• Interpretation: sensitivity analyses of car module structure; dominance analysis over life cycle.
Software support • MB DfE tool. This tool models a car with its typical structure and typical components, including their manufacture, and is
adapted with vehicle-specific data on materials and weights. It is based on the LCA software GaBi 4.4
(http://www.pe-international.com/gabi).
Evaluation • Analysis of lifecycle results according to phases (dominance). The manufacturing phase is evaluated based on the underlying
Documentation • Final report with all parameters.
car module structure. Contributions of relevance to the results will be discussed.
The fuel has a sulphur content taken to be 10 ppm.
Combustion of one kilogram of fuel thus yields 0.02 grams
of sulphur dioxide emissions. The use phase is calculated
on the basis of a mileage of 250,000 kilometres.
The LCA includes the environmental impact of the recycling
phase on the basis of the standard processes of
removal of service fluids, shredding, and energy recovery
from the shredder light fraction (SLF). Environmental
credits are not granted.
26 27

2.2.2 LCA results for the E 300 BlueTEC HYBRID
Over the entire life cycle of the new E 300 BlueTEC
HYBRID, the life cycle inventory analyses yield for example
a primary energy demand of 621 gigajoules (corresponding
to the energy content of around 17,000 litres
of diesel fuel), an input into the environment of around
41 tonnes of carbon dioxide (CO 2), around 16 kilograms
of non-methane volatile organic compounds (NMVOC),
around 62 kilograms of nitrogen oxides (NO x) and almost
40 kilograms of sulphur dioxide (SO 2).
In addition to the analysis of the overall results, the distribution
of individual environmental impacts on the various
phases of the life cycle is investigated. The relevance of
the respective life cycle phases depends on the particular
environmental impact under consideration. For CO 2 and
also primary energy demand, the use phase dominates
with a share of around 74 and 71 percent respectively
(see Figure 2-3).
CO2-emissions [t/car]
40
35
30
25
20
15
10
5
0
9.9
30.1
0.6
Production Use Recycling
Figure 2-3: Overall carbon dioxide (CO2) emissions in tonnes
However, it is not the use of the vehicle alone which
determines its environmental compatibility. Some environmentally
relevant emissions are caused principally by its
manufacture, for example SO 2 emissions (see Figure 2-4).
Other emissions, on the other hand, are also strongly influenced
by fuel production, for example NMVOC and CH 4
emissions. For this reason, both car and fuel production
are included in the analysis of ecological compatibility .
Furthermore, for comprehensive and thus sustained
improvement of the environmental impact associated with
a vehicle, it is also necessary to consider the end-of-life
phase. In terms of energy, the use or initiation of recycling
cycles is worthwhile.
POCP [kg ethene equiv.]]
28 29
ADP [GJ]
EP [kg phosphate equiv.]
AP [kg SO2 equiv.]]
GWP100 [t CO2 equiv.]]
CH4 [kg]
SO2 [kg]
NMVOC [kg]
NOX [kg]
CO [kg]
Primary energy demand [GJ]
CO2[t]
Figure 2-4: Share of life cycle phases for selected parameters
Car production Fuel production Operation Recycling
0 % 10 % 20 % 30 % 40 % 50 % 60 % 70 % 80 % 90 % 100 %
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 municipal waste and stockpile
goods (especially ore processing residues and overburden)
largely arise in the manufacturing phase, while special
waste is created mainly through the production of petrol
in the usage phase.
Environmental burden in the form of emissions into water
is a result of vehicle manufacturing; this especially applies
to heavy metals, NO 3- and SO 4 2- -ions, and the factors
AOX, BOD and COD.
In addition to the analysis of overall results, the distribution
of selected environmental impacts on the production
of individual modules is investigated. Figure 2-5 shows by
way of example the percentage distribution of carbon dioxide
and sulphur dioxide emissions for different modules.
While bodyshell manufacturing features predominantly in
terms of carbon dioxide emissions, when it comes to sulphur
dioxide it is modules with precious and non-ferrous
metals and glass that are of greater relevance, since these
give rise to high emissions of sulphur dioxide in material
production.
12
560
9
80
43
54
40
16
62
105
621
41

Total vehicle (paintwork)
Passenger cell/bodyshell
0 % 5 % 10 % 15 % 20 %
Emissions for car production [%]
30
31
Flaps/wings
Doors
Cockpit
Mounted external parts
Mounted internal parts
Seats
Electrics/electronics
Tyres
Vehicle controls
Fuel system
Hydraulics
Engine/transmission periphery
Engine
Transmission
Steering
Front axle
Rear axle
Figure 2-5: Distribution of selected parameters (CO2 and SO2) to modules
CO2 [%]
SO2 [%]
E 300 BlueTEC HYBRID
Production overall
CO 2 9.9 t
SO 2 24.9 kg

2.2.3 Comparison with the E 300 CDI BlueEFFICIENCY
In parallel with the analysis of the new E 300 BlueTEC
HYBRID, an assessment of the ECE base version of the
E 300 CDI (1760 kg DIN weight) was made.
The underlying conditions were identical to those for
the E 300 BlueTEC HYBRID. The production process was
represented on the basis of an excerpt from the current
list of parts. Use was calculated on the basis of applicable
certification values. The same state-of-the-art model was
used for recovery and recycling.
Making use of high savings potentials
The following savings have been achieved over the E 300 CDI:
• Reduction of CO 2 emissions by 23 percent (12 tonnes) over
the entire life cycle.
• Reduction of the primary energy demand of 22 percent
over the entire life cycle, corresponding to the energy
content of approx. 4800 litres of diesel.
• Over the entire life cycle, the E 300 BlueTEC HYBRID shows
clear advantages in terms of global warming potential.
32 33
CO2-emissions [t/car]
Car
Production
60
55
50
45
40
35
30
25
20
15
10
5
0
Fuel
production Operation Recycling
0.6
27.3
2.9
0.6
38.3
4.0
9.9 9.6
E 300 CDI
BlueTEC HYBRID
E 300 CDI
E 300 CDI BlueTEC HYBRID: 4.2 l/100 km, 109 g CO2/km
E 300 CDI: 5.8 l/100 km, 153 g CO2/km
As Figure 2-6 shows, the production processes for
both vehicle models results in similar levels of carbon
dioxide emissions. But clear advantages emerge for the
E 300 BlueTEC HYBRID over the entire life cycle.
At the beginning of the life cycle, production of the
E 300 BlueTEC HYBRID gives rise to a quantity of CO 2emissions
which is somewhat higher than that of the
reference vehicle (9.9 tonnes of CO 2 overall). This is attributable
to the additional components for the drive system,
which in some cases are more complex to manufacture
(primarily the battery). In the subsequent use phase,
comprising fuel production and vehicle operation, the
E 300 BlueTEC HYBRID emits around 30 tonnes of CO 2;
the total emissions during production, use and recycling
thus amount to 40.7 tonnes of CO 2.
Figure 2-6: Carbon dioxide emissions of the E 300 BlueTEC HYBRID
compared with the E 300 CDI [t/car]

CO2 [t]
CO [kg]
NOX [kg]
NMVOC [kg]
SO2 [kg]
CH4 [kg]
GWP100 [t CO2 equiv.]
AP [kg SO2 equiv.]
EP [kg phosphate equiv.]
POCP [kg ethene equiv.]
Car Production Fuel production Operation Recycling
E 300 CDI
E 300 BlueTEC HYBRID
E 300 CDI
E 300 BlueTEC HYBRID
E 300 CDI
E 300 BlueTEC HYBRID
E 300 CDI
E 300 BlueTEC HYBRID
E 300 CDI
E 300 BlueTEC HYBRID
E 300 CDI
E 300 BlueTEC HYBRID
E 300 CDI
E 300 BlueTEC HYBRID
E 300 CDI
E 300 BlueTEC HYBRID
E 300 CDI
E 300 BlueTEC HYBRID
E 300 CDI
E 300 BlueTEC HYBRID
0 20 40 60 80 100 120 140
Figure 2-7: Selected parameters of the E 300 BlueTEC HYBRID compared with the E 300 CDI [units/car]
Production of the comparable E 300 CDI diesel model
gives rise to 9.6 tonnes of CO 2 Due to the higher fuel
consumption, the E 300 CDI models emit approx.
42 tonnes of CO 2 during use. Overall, CO 2-emissions total
52.5 tonnes.
Over its entire life cycle, comprising production, use over
250,000 kilometres and recycling, the E 300 BlueTEC
HYBRID gives rise to 23 percent (approx. 12 tonnes) less
CO 2-emissions than the E 300 CDI. This reduction in
CO 2-emissions is certainly substantial in size. The saving
of around 12 tonnes per vehicle is somewhat higher than
the annual per capita emissions of an average European 2 .
2 European Environment Agency: EAA Report 09/2009,
Greenhouse gas emission trends and projections in Europe 2009
Figure 2-7 shows further emissions into the atmosphere
and the corresponding impact categories in comparison
over the various phases. In terms of production, the results
for the E 300 CDI are for the most part slightly more
favourable, however the HYBRID displays clear advantages
over the entire life cycle. In terms of nitrogen oxide emissions,
both cars are on a comparable level.
34 35
1000
800
600
400
200
0
Bauxite
[kg]
Iron ore
[kg]**
E 300 BlueTEC HYBRID
E 300 CDI
Mixed ores
[kg]*/**
* Primarily for the extraction of the elements lead, copper and zinc
** In the form of ore concentrate
Material resources [kg/car] Energy resources [GJ/car]
Figure 2-8 shows selected material and energy resources.
The shifts in the material mix and the slightly higher
vehicle weight also lead to changes in demand for material
resources in the production of the E 300 BlueTEC
HYBRID.
The requirement for mixed ores, for example, has increased
due to the increased quantity of electrics and
electronics (copper ore). In terms of energy resources, the
E 300 BlueTEC HYBRID shows a significantly lower crude
oil requirement. This can be attributed to the significantly
reduced fuel consumption during use. Compared with the
reference model, the E 300 BlueTEC HYBRID achieves
600
500
400
300
200
100
0
Lignite
[GJ]
Hard coal
[GJ]
Figure 2-8: Selected material and energy resources for the E 300 BlueTEC HYBRID compared with the E 300 CDI [units/car]
Crude oil
[GJ]
E 300 BlueTEC HYBRID
E 300 CDI
Natural gas
[GJ]
Uranium
[GJ]
Renewable
energy
resources
[GJ]
primary energy savings of 22 percent over the entire
life cycle, corresponding to the energy content of around
4800 litres diesel fuel.
Tables 2-2 and 2-3 present an overview of the main LCA
parameters. The lines with grey shading indicate superordinate
impact categories; they group together emissions
with the same effects and quantify their contribution to
the respective impacts over a characterisation factor, e.g.
contribution to global warming potential in kilograms of
CO 2 equivalent.

Input parameters
Resources, ores E 300 BlueTEC E 300 CDI Delta vs. Comments
Hybrid Hybrid diesel
Bauxite [kg] 727 718 1 % Increased use of primary aluminium.
Dolomite [kg] 128 110 16 % Increased use of magnesium.
Iron ore [kg] 995 977 2 % Primarily car manufacturing.
Mixed ores (esp. Cu,Pb,Zn) [kg]**
Rare earth ore/
146 120 21 % Primarily power electronics, electric motor.
precious metal ores [kg]** 0.7 0.3 95 % Primarily electric motor.
**In the form of ore concentrate
Energy sources E 300 BlueTEC E 300 CDI Delta vs. Comments
Hybrid Hybrid diesel
Fossil ADP* [GJ] 560 721 – 22% Abiotic depletion potential.
Dominated mainly by fuel consumption.
Primary energy [GJ] 614 785 – 22 % Consumption of energy resources.
Significantly lower than for the E 300 CDI,
due to the increased fuel efficiency
of the E-Class Hybrid.
Proportionately Lignite [GJ] 14 17 – 22 % Approx. 90 % from car manufacturing.
Natural gas [GJ] 65 77 – 17 % Approx. 34 % from use in the case of the
hybrid variant. Reduction due to lower fuel
consumption.
Crude oil [GJ] 441 597 – 26 % Significant reduction due
to lower fuel consumption.
Hard coal [GJ] 48 47 4 % Approx. 96 % from car manufacturing.
Uranium [GJ]
Renewable
32 32 0 % Approx. 91 % from car manufacturing.
energy resources [GJ] 14.0 14.5 – 4 % Primarily from car manufacturing.
Table 2-2: Overview of LCA parameters (I)
In Table 2-3 the superordinate impact categories are also
indicated first. The E 300 BlueTEC HYBRID shows significant
advantages over the reference model, particularly
in terms of the global warming potential. In the impact
categories acidification, summer smog and eutrophication,
it is better than and/or on par with the E 300 CDI.
* CML 2001, date of revision: December 2009
The goal of bringing about improved environmental
performance in the E 300 BlueTEC HYBRID over the
reference model was therefore achieved overall.
Output parameters
Emissions in air E 300 BlueTEC E 300 CDI Delta vs. Comments
Hybrid Hybrid diesel
GWP* [t CO2 equiv.] 43 55 – 22 % Global warming potential. Primarily due to
CO2 emissions, significant reduction due to
lower fuel consumption.
AP* [kg SO2 equiv.] 80 83 – 4 % Acidification potential. Primarily due to
SO2 and NOX emissions.
EP* [kg phosphate equiv.] 9 9 – 1 % Eutrophication potential. Primarily due to
NOX emissions.
POCP* [kg ethylene equiv.] 12 14 – 15 % Summer smog. Primarily due to
NMVOC, CO, SO2 and NOX emissions.
CO2 [t] 41 52 – 23 % Primarily from driving operation. CO2
reduction is a direct result of lower fuel
consumption.
CO [kg] 105 118 – 12 % Approx. 62 % from car use (primarily
driving operation), as a result
reduction due to lower fuel consumption.
NMVOC [kg] 16 22 – 25 % Approx. 62 % from car use, approx.
equal amounts due to driving operation
and fuel production.
CH4 [kg] 54 67 – 19 % Approx. 60 % from car use, primarily due to
fuel production. Driving operation
accounts for only 4 %.
NOX [kg] 62 60 2 % Approx. 74 % from car use,
driving operation accounts for 64 %
of nitrogen dioxide emissions.
SO2 [kg] 40 43 – 7 % Approx. 64 % from car manufacturing,
remainder from fuel production.
Emissions in water E 300 BlueTEC E 300 CDI Delta vs. Comments
Hybrid Hybrid diesel
BSB [kg] 0.4 0.4 – 3 % Approx. 87 % from car manufacturing.
Hydrocarbons [kg] 0.3 0.4 – 20 % Approx. 75 % from car manufacturing.
NO3 - [g] 496 464 7 % Approx. 96 % from car manufacturing.
PO4 3- [g] 19 17 12 % Approx. 76 % from car manufacturing.
SO4 2- [kg] 17 19 – 6 % Approx. 77 % from car manufacturing.
Table 2-3: Overview of LCA parameters (II) * CML 2001, date of revision: November 2009
36 37

2.3 Design for recovery
With the adoption of the
European ELV Directive (2000/53/EC)
on 18 September 2000, the conditions
for recovery of end-of-life vehicles
were revised.
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 1 January 2015 at the latest.
• Evidence of compliance with the recycling rate as part
of 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 launch.
• Prohibition of the heavy metals lead, hexavalent
chromium, mercury, and cadmium, taking into
account the exceptions in Annex II.
The E-Class meets the recoverability rate of 95 percent
by weight, effective 01.01.2015
• End-of-life vehicles have been taken back by Mercedes-Benz
free of charge since January 2007.
• Heavy metals such as lead, hexavalent chromium, mercury
or cadmium have been eliminated in accordance with the
requirements of the ELV Directive.
• Mercedes-Benz already currently has a highly
efficient take-back and recycling network.
• By reselling certified used parts, the Mercedes Used Parts
Center makes an important contribution to the recycling
concept.
• Even during development of the E-Class, attention was paid
to separation and ease of dismantling of relevant thermoplastic
components.
• Detailed information is provided in electronic form for all
ELV recyclers: the International Dismantling
Information System (IDIS).
38
39

2.3.1 Recycling concept for the E 300 BlueTEC HYBRID
The calculation procedure is regulated in ISO standard 22628,
“Road vehicles – Recyclability and recoverability – calculation method”.
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 tyres, battery, and catalytic converter, triggering of
airbags).
2. 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 E 300 BlueTEC HYBRID was
devised in parallel with the development of the vehicle;
the individual components and materials were analysed
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.
The deployment of a lithium-ion battery in a hybrid series
model also presents new challenges in the area of disposal
and recycling. For the recycling process for the highvoltage
batteries, four stages were therefore defined and
corresponding processes developed:
1. “ReUse”: reuse of the battery, whereby reconditioning
is limited to cleaning and exchanging parts limited to
the service life of the battery, e.g. fuses.
2. “RePair”: this more extensive repair stage includes
additional repair work on the HV storage system.
In this way, the battery system’s individual modules
(connected cells) can be exchanged.
3. “ReManufacturing”: this repair stage comprises
the complete disassembly of the battery down to
individual cell level and subsequent reassembly of
the battery system following sorting, testing and
exchange of components.
4. “ReMat”: this process comprises recycling and
recovery of valuable content materials.
R = (m +m +m +m )/m x 100 > 85 percent
cyc P D M Tr V
R = R + m /m x 100 > 95 percent
cov cyc Te V
Figure 2-9: Material flows in the E 300 BlueTEC HYBRID recycling concept
At the pretreatment stage, the ELV recycler removes the
fluids, battery, oil filter, tyres and catalytic converters. The
airbags are activated using equipment standardised for
all European vehicle manufacturers. 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
manufacturing of replacement parts.
The reuse of used parts has a long tradition at Mercedes-
Benz. The Mercedes-Benz Used Parts Center (GTC) was
established back in 1996. With its quality-tested used
parts, the GTC is an integral part of the service and parts
operations for the Mercedes-Benz brand and makes an important
contribution to the appropriately priced repair of
Mercedes-Benz vehicles. In addition to used parts, materials
that can be recycled using economically appropriate
procedures are selectively removed in the vehicle dismantling
process. These include components of aluminium
ELV recycler Shredder operators
1) in acc. with 2000/53/EC
2) SLF = shredder light fraction
and copper as well as selected large plastic components.
During the development of the E-Class, these components
were specifically prepared for subsequent recycling. Along
with the segregated separation of materials, attention was
also paid to ease of dismantling of relevant thermoplastic
components such as bumpers, wheel arch linings, outer
sills, underfloor panelling and engine compartment coverings.
In addition, all plastic parts are marked in accordance
with international nomenclature.
In the subsequent shredding of the residual body, the metals
are first separated for reuse in the raw material production
processes. The largely organic remaining portion is
separated into different fractions for environment-friendly
reuse in raw material or energy recovery processes. With
the described process chain, overall a material recyclability
rate of 85 percent and a recoverability rate of 95 percent
were verified on the basis of the ISO 22628 calculation
model for the E 300 BlueTEC HYBRID as part of the vehicle
type approval process (see Figure 2-9).
40 41
Vehicle mass: m V
Pre-treatment: m P
Fluids
Battery
Tires
Airbags
Catalytic converters
Oil filter
Dismantling: m D
Prescribed parts 1 ),
Components for
recovery
and recycling
Segregation
of metals: m M
Residual metal
SLF 2 ) treatment
m Tr = recycling
m Te = energy recovery

2.3.2 Dismantling information
Dismantling information for ELV recyclers
plays an important role in the implementation of the recycling concept.
For the E 300 BlueTEC HYBRID too, all
necessary information is provided in
electronic form via the International
Dismantling Information System (IDIS).
This IDIS software provides vehicle
information for ELV recyclers, on the
basis of which vehicles can be subjected
to environmentally friendly pretreatment
and recycling techniques at the end of
their operating lives.
The system presents model-specific data
both graphically and in text form. In pretreatment,
specific information is provided
on service fluids and pyrotechnic
components. In the other areas, materialspecific
information is provided for the
identification of non-metallic components.
The current version of IDIS (5.31) contains information
in 30 languages on 1684 different vehicles from 68 car
brands. The IDIS data are made available to ELV recyclers
and incorporated into the software half a year after the
respective market launch.
Figure 2-10: Screenshot of the IDIS software
2.3.3 Avoidance of potentially hazardous materials
The avoidance of hazardous substances is a matter of top
priority in the development, manufacturing, use, and
recycling of Mercedes-Benz vehicles. For the protection of
humans and the environment, substances and substance
classes that may be present in materials or components
of Mercedes-Benz passenger cars have been listed in an
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 hexavalent
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 E-Class complies with the applicable regulations.
For example, lead-free elastomers are used in the drive
system, 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 compartment
and boot are also subject to 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.
42 43

2.4 Use of secondary raw materials
In the E-Class, 43 components with an overall
weight of 41.5 kilograms can be manufactured
partly from high-quality recycled plastics.
• These include wheel arch linings, cable ducts
and the boot liner.
• The mass of secondary raw material components
has increased by 80 percent compared with the
predecessor model.
• Wherever possible, secondary raw materials are
derived from vehicle-related waste streams: the
front wheel arch linings are made from recovered
vehicle components.
In addition to the requirements for the 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 recycled materials. To meet these
re-quirements, the technical specifications for new
Mercedes 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 procedure
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.
The quality and functionality requirements placed on a
component must be met both with secondary raw materials
and with comparable new materials. To ensure passenger
car production is maintained even when shortages
are encountered on the recycled materials market, new
materials may also be used as an option.
In the current E-Class, a total of 43 components with an
overall weight of 41.5 kg can be manufactured partly from
high-quality recycled plastics.
Typical applications include wheel arch linings, cable
ducts, and the boot liner, which are largely made from
polypropylene. It has also been possible to close additional
material loops in the case of the E-Class, however: the use
of recycled polyamide is approved for the blower shroud
in the engine compartment of this vehicle, while recycled
acrylonitrile butadiene styrene (ABS) is approved for the
basic carrier of the centre console. Recycling polyol is
partly used in the rear seat cushions. Figure 2-11 shows
the components approved for the use of recycled materials.
A further objective is to derive the recycled materials as
far as possible from automotive waste streams, thereby
closing process loops. In the case of the wheel arch linings
of the new E-Class, for example, a secondary raw material
comprising reprocessed vehicle components is used (see
Figure 2-12): starter battery housings, bumper coverings
from the Mercedes-Benz Recycling System, and production
waste from cockpit units.
Figure 2-11: Use of secondary raw materials in the current E-Class
Figure 2-12: Use of secondary raw materials, taking the wheel arch lining as an
example (in the current B-Class)
44 45

2.5 Use of renewable raw materials
• A total of 44 components with a total weight of around
21 kg are produced using natural materials.
• The floor of the luggage compartment consists of a card
board honeycomb structure.
• Olive coke serves as an activated charcoal filter for
fuel tank ventilation.
• The textile seat covers are comprised on 25 percent
pure sheep’s wool.
In automotive production, the use of renewable raw materials
is concentrated primarily in the vehicle interior. The
natural fibres predominantly used in series production of
the new E-Class include cellulose, cotton and wool fibres
in combination with various polymers. The use of natural
materials in automotive manufacturing has a number of
advantages:
• Compared with glass fibre, natural fibres normally
result in a reduced component weight.
• Renewable raw materials help to reduce the con-
sumption of fossil resources such as coal, natural
gas and crude oil.
• They can be processed by means of conventional
technologies. The resulting products are generally
readily recyclable.
• In terms of energy recovery, they exhibit an almost
neutral CO 2 balance, since only the same amount
of CO 2 is released as was absorbed by the plant
during growth.
The types of renewable raw materials and their applications
are listed in Table 2-4.
In the current E-Class, a total of 44 components with a
combined weight of around 21 kg are produced using
natural materials.
Figure 2-13 shows the components in the current E-Class
which are produced using renewable raw materials.
The luggage compartment floor consists of a cardboard
honeycomb structure, and for the tank ventilation the
Mercedes engineers have also drawn on a raw material
from nature: olive coke serves as an activated charcoal
filter. This open-pored material absorbs hydrocarbon
emissions, and the filter regenerates itself automatically
during vehicle operation.
Natural materials also play an important part in the
production of the fabric seat upholstery for the current
E-Class, which contains approx. 25 percent pure sheep’s
wool. This natural material has significant comfort ad-
vantages over synthetic fibres: wool not only has very
good electrostatic properties, but is also better at absorbing
moisture and has a positive effect on climatic
seating comfort in high temperatures.
Figure 2-13: Components produced using renewable raw materials in the current E-Class
Raw material Application
Wool Seat covers
Cotton Various damping and trim
Cellulose fibres Various damping and linings
Wood veneer Trim elements and mouldings
Olive stones Activated charcoal filter
Paper Luggage compartment floor, filter elements
Table 2-4: Application of renewable raw materials in the current E-Class
46 47

3 Process documentation
Reducing the environmental impact of a vehicle‘s emissions
and resource consumption throughout its life cycle
is crucial to improving its environmental performance.
The environmental burden of a product is already largely
determined in the early development phase; subsequent
corrections to product design can only be implemented at
great expense. The earlier sustainable product development
(“Design for Environment”) is integrated into the
development process, the greater the benefits in terms of
minimised environmental impact and cost. Process and
product-integrated environmental protection must be
realised in the development phase of a product. Environmental
burden can often only be reduced at a later date by
means of downstream “end-of-pipe” measures.
“We strive to develop products which are highly responsible
to the environment in their respective market segments”
– this is the second Environmental Guideline of
the Daimler Group. Its realisation requires incorporating
environmental protection into products from the very
start. Ensuring that this happens is the task of environmentally
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 environmentally friendly
materials.
Mercedes-Benz devises comprehensive vehicle concepts in line with the
“Design for Environment” principle, with the aim of improving environmental
compatibility in objectively measurable terms.
In organisational terms, responsibility toward improving
environmental performance was an integral part of the development
project for the E-Class. Under the overall level
of project management, employees are appointed with re-
sponsibility for development, production, purchasing,
sales, and further fields of activity. Development teams
(e.g. body, drive system, interior, etc.) and cross-functional
teams (e.g. quality management, project management,
etc.) are appointed in accordance with the most important
automotive 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, materials
and process engineering, and design and production.
Members of the DfE team are also incorporated in a devel-
opment team, in which they are responsible for all environmental
issues and tasks; this ensures complete integration
of the DfE process into the vehicle development
project.
48
49

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 necessary.
Integration of Design for Environment into the operational
structure of the development project for the E-Class ensured
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 development team.
The process carried out for the E-Class meets all the
criteria for the integration of environmental aspects into
product development which are described in ISO standard
TR 14062.
Over and above this, in order to implement Design for
Environment activities in a systematic and controllable
manner, integration into the higher-level ISO 14001 and
ISO 9001 environmental and quality management systems
is also necessary. The international ISO 14006 standard
published in 2011 describes the prerequisite processes
and correlations.
Focus on “Design for Environment”
• Sustainable product development
(“Design for Environment”, DfE), was integrated into the
development process for the E-Class from the outset.
This minimises environ mental impact and costs.
• In development, a “DfE” team ensures compliance with
the secured environmental objectives.
• The “DfE” team comprises specialists from a wide range
of fields, e.g. life cycle assessment, dismantling and re-
cycling planning, materials and process engineering,
and design and production.
• Integration of “DfE” into the development process has
ensured that environmental aspects were included in all
stages of development.
Mercedes-Benz already meets the requirements of the
new ISO 14006 in full. This was confirmed for the first
time by the independent appraisers from TÜV SÜD
Management GmbH in 2012.
Figure 3-1: “Design for Environment” activities at Mercedes-Benz
50 51

4
CERTIFICATE
The Certification Body
of TÜV SÜD Management Service GmbH
certifies that
Daimler AG
Group Research & Mercedes-Benz Cars Development
D-71059 Sindelfingen
for the scope
Development of Passenger Vehicles
has implemented and applies an Environmental Management System
with particular focus on ecodesign.
Evidence of compliance to
ISO 14001:2004
with ISO 14006:2011 and ISO/TR 14062:2002
was provided in an audit, report No. 70097150/70014947, demonstrating that
the entire product life cycle is considered in a multidisciplinary approach when
integrating environmental aspects in product design and development.
Results are verified by means of Life Cycle Assessments.
The Certificate is valid until 2012-12-03
Certificate Registration-No. 12 770 13407 TMS
Munich, 2012-01-30
5 Conclusion
The new Mercedes-Benz E 300 BlueTEC HYBRID not only meets the highest demands
in terms of safety, comfort, agility, and design, but also fulfils all current requirements
regarding environmental compatibility.
Mercedes-Benz is the world‘s first automotive manu-
facturer to have held the Environmental Certificate in
accordance with the ISO TR 14062 standard since 2005.
Over and above this, since 2012 the requirements of the
new ISO 14006 standard on the integration of Design for
Environment activities into the higher level environmental
and quality management systems have been confirmed by
TÜV SÜD Management GmbH.
The Environmental Certificate for the E 300 BlueTEC
HYBRID documents the significant improvements that
have been achieved compared with the reference 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 recognised standards.
In the E 300 BlueTEC HYBRID, Mercedes customers
benefit for example from significantly enhanced fuel
economy, lower emissions and a comprehensive recycling
concept. The new E 300 BlueTEC HYBRID is thus char-
acterised by environmental performance that has been
significantly improved compared with the reference
model.
52 53

6 Glossary
Term Explanation
ADP Abiotic depletion potential (abiotic = non-living); impact category describing the reduction
of the global stock of raw materials resulting from the extraction of non-renewable
resources.
Allocation Distribution of material and energy flows in processes with several inputs and outputs,
and assignment of the input and output flows of a process to the investigated product
system.
AOX Adsorbable organically bound halogens; sum parameter used in chemical analysis mainly
to assess water and sewage sludge. The sum of the organic halogens which can be adsorbed
by activated charcoal is determined; these include chlorine, bromine and iodine compounds.
AP Acidification potential; impact category expressing the potential for milieu changes in
eco systems due to the input of acids.
Base variant Base vehicle model without optional extras, usually Classic line and with a small engine.
BOD Biological oxygen demand; taken as a measure of the pollution of waste water, waters with
organic substances (to assess water quality).
COD Chemical oxygen demand; taken as a measure of the pollution of waste water, waters with
organic substances (to assess water quality).
DIN German Institute for Standardisation (Deutsches Institut für Normung e. V.)
ECE Economic Commission for Europe; the UN organisation in which standardised technical
regulations are developed.
EP Eutrophication potential (overfertilisation potential); impact category expressing 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
IDIS International Dismantling Information System
IMDS International Material Data System
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 Organisation for Standardisation
KBA Federal Motor Transport Authority (Kraftfahrtbundesamt)
Life Cycle Assessment Compilation and evaluation of input and output flows and the potential
(LCA) environmental impacts of a product system throughout its life.
MB Mercedes-Benz
NEDC New European Driving Cycle; cycle prescribed by law, in use in Europe since 1996 to
establish the emissions and consumption of motor vehicles.
Non-ferrous metal (aluminium, 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 not yet subjected to anthropogenic conversion.
Process polymers Term from the VDA materials data sheet 231-106; the material group “process polymers”
comprises paints, adhesives, sealants, protective undercoats.
SLF Shredder Light Fraction; non-metallic substances remaining after shredding as part of a
process of separation and cleaning.
54 55

Imprint
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 Communications Mercedes-Benz Cars (COM/MBC)
Tel. no.: +49 711 17-76422
www.mercedes-benz.com
Descriptions and details quoted in this publication apply to the Mercedes-Benz international model range.
Differences relating to basic and optional equipment, engine options, technical specifications and
performance data are possible in other countries.
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58
Daimler AG, Global Communications Mercedes-Benz Cars, Stuttgart (Germany), www.mercedes-benz.com