Mercedes-Benz E-class User manual

Environmental Certificate
Mercedes-Benz E-Class

Contents
3Editorial
4Validation
51. General environmental issues
92. Life Cycle Assessment (LCA)
37 3. Material selection
41 4. Design for recovery
45 5. Process - Design for Environment
49 6. Conclusion
51 Glossary
Prepared by:
Daimler AG, Untertürkheim
Department: Group Environmental Protection, RD/RSE
As of: November 2016

Editorial
„We improve the environmental performance over the entire life cycle of a car“
Dear readers,
One of our six environmental protection and energy guidelines reads as follows: “We strive to develop products that are
highly responsible to the environment in their respective market segments.” To achieve this goal we have to incorporate
environmental protection into our products from the very start of vehicle design.
The earlier this “Design for Environment” approach is integrated into the development process, the greater the benefits in
terms of minimized environmental impact and cost.
It is likewise crucial to reduce the environmental impact caused by emissions and consumption of resources during the
entire life cycle. This comprehensive and exhaustive Life Cycle Assessment (LCA) we call ‘360° environmental check‘. It
scrutinizes all environmentally relevant aspects of a car‘s life: from manufacture of the raw materials to production, vehicle
operation and then recycling at the end of the vehicle‘s life – a long way off in the case of a new Mercedes-Benz.
As well as documenting every last detail of this LCA in-house throughout the entire life cycle, we have the results checked
and confirmed by independent assessors from the TÜV Süd inspection authority. Only then does a car receive its Environ-
mental Certificate.
This brochure summarises the results of the LCA for you. Incidentally, the new E-Class is a good example of why a com-
prehensive assessment is necessary to gauge the overall environmental impact. Because whilst the extensive lightweight
construction measures do necessitate higher energy consumption in production, this is however more than compensated
for by the clearly improved efficiency of the car during operation.
I hope you enjoy the informative and certainly entertaining article LifeCycle. By the way: this brochure is how all previously
published LifeCycle brochures available for download from http://www.daimler.com.
Kind regards.
Yours,
Livecycle Overall 3
Anke Kleinschmit
Chief Environmental Officer of the Daimler Group

Gültigkeitserklärung
Gültigkeitserklärung
Validation
TÜV SÜD Management Service GmbH, supported by an external expert in the critical review,
verified the Life Cycle Assessment (LCA) of the following product-related environmental information of
Daimler AG, Mercedesstraße 137, 70327 Stuttgart,referred to as
“Environmental Certificate Mercedes-Benz E-Class”
Verification was based on the requirements of the following standards and guidance documents in as far as
applicable:
EN ISO 14040/14044:2006 regarding the statements on the LCA of E 200, E 220 d and E 350 e saloon and
E 220 d estate (Principles and general requirements, definition of objective and scope of the LCA, life cycle
inventory analysis, life cycle impact assessment, interpretation, critical review)
Technical Report DIN ISO/TR 14062 (Integration of environmental aspects into product design and devel-
opment)
ISO/TS 14071:2014 Environmental management - Life cycle assessment - Critical review processes and
reviewer competencies: Additional requirements and guidelines to ISO 14044:2006
EN ISO 14020 (Environmental labels and declarations. General principles) and EN ISO 14021 (Self-
declared environmental claims)
Result:
1. The environmental certificate includes a comprehensive and appropriate presentation or interpretation of
the results based on reliable and traceable information.
2. The life-cycle assessment on which the environmental certificate is based is in compliance with ISO 14040
and ISO 14044. The methods used and the modelling of the product system correspond to the state of the
art. They are suitable for fulfilling the goals stated in the LCA study. The information contained in the envi-
ronmental certificate is based on reliable and traceable data and statements provided by the LCA study.
The statements made in the environmental certificate, in particular the information based on the NEDC
(New European Driving Cycle) certification values, were appropriately verified and discussed in sensitivity
analyses in terms of their variability-dependent influence on the relevant impact categories.
3. The assessed samples of data and environmental information included in the environmental certificate were
traceable and plausible. Verification did not reveal any issues within the defined scope that compromised
the validation in any way.
Verification process:
Verification of the LCA included a critical review of the methodology applied and –where relevant for the environ-
mental certificate –a data-oriented audit of the LCA results and their interpretation in the form of interviews, inspec-
tions of technical documents and selective checks of the data entered in the LCA database. Wherever possible,
random checks were performed on LCA input data (including weights, materials, fuel and electricity consumption,
emissions) and random samples of other statements included in the certificate (such as use of renewable raw mate-
rials and recyclates, non-allergenic car interiors, recycling concept etc.) were traced back where possible to docu-
ments including official type approval documents, parts lists, supplier information, measurement results etc.
TÜV SÜD Management Service GmbH
Munich, 2016-11-10
Michael Brunk
Dipl.-Ing. Ulrich Wegner
Head of Certification Body
Environmental verifier
Environmental verifier
Independence of verifier:
Daimler AG has not placed any contracts for consultancy concerning product-related environmental aspects with TÜV SÜD, either in the past or at present. There are no areas
of financial dependence or conflicts of interest between TÜV SÜD Management Service GmbH and Daimler AG.
Responsibilities:
Sole liability for the content of the environmental certificate rests with Daimler AG. TÜV SÜD Management Service GmbH was commissioned to review said LCA study for
compliance with the methodical requirements, and to verify and validate the correctness and credibility of the information included therein.
4f51a2bfa54542d1dd6ab17452e17326-283e38cf20e044c2cd88c5fd13d011d9-00000_book.indb 4 08.12.2016 11:21:39

Livecycle Overall 5
1. General environmental issues
1.1 Product information
With the new E-Class, substantial reductions in fuel con-
sumption have been achieved compared to the predecessor.
The E 220 d with the new nine-speed automatic transmis-
sion 9G-TRONIC shows a drop in NEDC fuel consumption
in comparison to its predecessor from between 6.2 and
6.0 l/100 km (at the time of the market launch in 2009) to
between 4.3 and 3.9 l/100 km – depending on the tyres
fitted. This corresponds to CO₂-emissions of 112 – 102 gram
per kilometer.
The fuel efficiency benefits of the new E-Class are ensured
by an intelligent package of measures. These extend to opti-
mization measures in the powertrain, energy management,
aerodynamics, weight reduction using lightweight construction
techniques and driver information to encourage an energy
saving in driving style.
The following figure 1-1 shows the realized fuel economy
measures for the new E-Class.
Lifecycle COMPACT 1110
Fuel-saving measures
Mercedes-Benz E-Class
Friction-optimised engines
Alternator management
Optimised belt drive
with decoupler*
Air conditioning compressor
with solenoid clutch
Regulated fuel pump
and oil pump
Electric water pump*
Radiator shutter*
Friction-reduced wheel bearings
*model-/equipment-dependent
Weight optimisation
through the use of lightweight materials
Tyres with low rolling resistance
Optimised aerodynamics:
e.g. through extended sealing around radiator and
headlamps, radiator shutter, wheel spoilers front and back,
optimised underbody panelling
Friction-optimised transmissions
ECO start/stop system
Mercedes-Benz hybrid technology*
ECO display
in the instrument
cluster
Figure 1-1: Fuel-saving measures for the new E-Class

6
The new four-cylinder diesel engine OM 654 is launched in
the E 220 d. The new diesel engine is designed to meet
future emission legislation (RDE – Real Driving Emissions).
Both the cylinder head and the crankcase are made of
aluminium. The Mercedes-Benz developed NANOSLIDE®
surface coating efficiently reduces the friction between
cylinder surface and steel piston. The close coupled exhaust
system consists of an Oxi-Cat (DOC), a dispense and mixing
unit for AdBlue®as well as a combined diesel particulate
filter with SCR coating. The so far common structural separa-
tion of diesel particulate filter (DPF) and SCR unit is no longer
required. Diesel particulate filter (DPF) and SCR function
are merged in one single installation space. With lower weight,
this compact construction of the exhaust system reduces
not only the required space of the engine, but it also contrib-
utes to a faster heating of the diesel particulate filter and
startup of the oxidation catalyst.
Further model variants are added to the range after the
market launch in early 2016, including the E 350 e featu-
ring hybrid technology. The Plug-In Hybrid enables purely
electricand therefor locally emission-free driving. Plug-in
hybrids are an essential part of the Mercedes-Benz strategy
for sustainable mobility.
In addition to the improvements to the vehicle, the driver
also has a decisive influence on fuel consumption. Three bar
graphs in the instrument cluster provide drivers with feed-
back about the economy of their driving style. The E-Class
owner’s manual also includes additional tips for an economi-
cal and environmentally friendly driving style. Furthermore,
Mercedes-Benz offers its customers “Eco Driver Training”.
The results of this training course have shown that adopting
an efficient and energy-conscious style of driving can help
to further reduce a car’s fuel consumption.
The new 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. It goes without saying that
the E-Class meets these requirements: in the case of petrol
engines, a bioethanol content of 10 percent (E 10) is permitted.
A 10 percent biofuel component is also permitted for diesel
engines in the form of 7 percent biodiesel (B 7 FAME) and 3
percent high-quality, hydrogenated vegetable oil.
[1]
[1] Fuel consumption E 350 e Saloon with automatic transmission (combined):
2.5-2.1 l/100km, 14-11.5 kWh/100km; CO2-emissions (combined): 57-49g/km.

Livecycle Overall 7
1.2 Production
The E-Class is built at the Mercedes plant in Sindelfingen.
An environmental management system certified in accor-
dance with EU eco-audit regulations and ISO standard
14001 has been in place at the Sindelfingen plant since
1995. 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. Continuous process opti-
mization also helps to save energy. By cutting down the air
supply during weekend operations and extending the pro-
cess window, for example, an annual saving of 6.4 gigawatt
hours of energy was made. This equates to CO₂ savings of
around 2,200 tons annually.
1.3 After Sales
High environmental standards arealso 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 andpackaging materials. 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 through-
out Germany. Classic components include bumpers, side
panels, electronic scrap, glass andtyres.
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 and makes
an important contribution to the appropriately priced repair
of Mercedes-Benz vehicles.
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 environmentally friendly
manner and free of charge.
For convenient recycling, a comprehensive network of
collection points and dismantling facilities is available to
Mercedes customers. Owners of used cars can find out
all the important details relating to the return of their
vehicles via the free phone number 00800 1 777 7777.

Lifecycle Overall 9
2. Life Cycle Assessment (LCA)
The environmental compatibility of a vehicle is determined
by the environmental burden caused by emissions and the
consumption of resources throughout the vehicle’s lifecycle
(cf. Figure 2-1). The standardised tool for evaluating a vehicle’s
environmental compatibility is the LCA. 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.
Life Cycle Assessments are used by the Mercedes-Benz
passenger car development division for the evaluation and
comparison of different vehicles, components, and technol-
ogies. The DIN EN ISO 14040 and DIN EN ISO 14044 stan-
dards prescribe the procedure and the required elements.
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 the environment, such as global
warming potential, summer smog potential, acidifi-
cation potential, and eutrophication potential.
4. Interpretation: draws conclusions and makes recom-
mendations.
The LCA results of the new E-Class are shown in the following
chapters. The main parameters of the LCA are documented
in the glossary. The operation phase is calculated on the basis
of a mileage of 250,000 kilometres.
Figure 2-1: Overview of the Life Cycle Assessment
erial resources
o air,
water, soil
Waste
Production
Recycling
Use
Material
production
Inpu t Output

10
2.1 Material composition new E-Class E 220 d Saloon
The weight and material data for the new E 220 d 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 LCA. Figure 2-2 shows the material composition of
the new E-Class in accordance with VDA 231-106.
Steel/ferrous materials account for slightly the half of the
vehicle weight (48.8 percent) in the new E-Class. These are
followed by polymer materials at 20.2 percent and light alloys
as third-largest group (18.8 percent). Service fluids comprise
around 4.9 percent. The proportions of other materials (e. g.
glass) and non-ferrous metals are somewhat lower, at about
3.1 and 2.7 percent respectively. The remaining materials –
process polymers, electronics, and special metals – contribute
about 1.6 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 12.5 percent. Elas-
tomers (predominantly tyres) are the second-largest group
of polymers with 5.6 percent.
The service fluids include oils, fuels, coolants, refrigerants,
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.
In comparison with the predecessor E 220 CDI the new E 220 d
reveals several differences in the material mix. Due to light-
weight construction measures in the areas of body shell
and chassis, the new E 220 d has an approximately 7 percent
lower steel content, while the proportion of light alloys
increases by the same amount.
48.8
18.8
2.7
0.07
20.2
1.4
3.1
0.13 4.9 Steel/ferrous materials
Light alloys
Non-ferrous metals
Special metals
Polymer materials
Process polymers
Other materials
Electronics
Service fluids
Figure 2-2: Material composition of the new E 220 d Saloon

Livecycle Overall 11
Figure 2-3: Overall carbon dioxide emissions (CO₂) in tons Figure 2-4: Overall nitric oxides emissions (NOx) in kilograms
8.3
2.1
25.5
0.4
0
5
10
15
20
25
30
35
40
E 220 d
CO₂-emissions [t/car]
Car production Fuel production Operation End of Life
17.7
13.0
14.0
0.3
0
5
10
15
20
25
30
35
40
45
50
E 220 d
NOₓ-emissions [kg/car]
Car production Fuel production Operation End of Life
2.2 LCA results for the new E-Class E 220 d Saloon
Over the entire lifecycle of the new E-Class 220 d, the life-
cycle inventory analysis yields according to the method of
electricity generation e. g. a primary energy consumption
of 581 gigajoules (corresponding to the energy content of
around 16,000 litres of petrol), an environmental input of
approx. 36 tonnes of carbon dioxide (CO₂), around
15 kilograms of non-methane volatile organic compounds
(NMVOC), around 45 kilograms of nitrogen oxides (NOx)
and 35 kilograms of sulphur dioxide (SO₂). In addition to the
analysis of the overall results, the distribution of individual
environmental impacts over the various phases of the life-
cycle is investigated. The relevance of the respective
lifecycle phases depends on the particular environmental
impact under consideration. For CO₂-emissions, and like-
wise for primary energy requirements, the operating phase
dominates with a share of 76 and 73 percent respectively
(see Figure 2-3).
However, it is not the use of the vehicle alone which determines
its environmental compatibility. Some environmentally
relevant emissions are caused principally by manufacturing,
for example SO₂ and NOx emissions (see Figure 2-5). The
production phase must therefore be included in the analysis
of ecological compatibility.
During the use phase of the vehicle, many of the emissions
these days are dominated less by the actual operation
of the vehicle and far more by the production of fuel, as for
example in the case of the NMVOC and SO₂ emissions and
the inherently associated environmental impacts such as the
summer smog (POCP) and acidification potential (AP).

12
For comprehensive and thus sustainable improvement of the
environmental impacts associated with a vehicle, it is essen-
tial that the end-of-life phase is also considered. In terms of
energy, the use or initiation of recycling cycles is worthwhile.
For a complete assessment, all environmental inputs within
each lifecycle phase are taken into consideration.
Environmental burdens in the form of emissions into water
result from vehicle manufacturing, in particular owing to the
output of inorganic substances (heavy metals, NO₃- and SO₄
²- ions) as well as organic substances, measured according
to the factors AOX, BOD and COD.
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
CO2 [t]
Primary energy [GJ]
CO [kg]
NOx [kg]
NMVOC [kg]
SO2 [kg]
CH4 [kg]
GWP [t CO2 equiv.]
AP [kg SO2 equiv.]
EP [kg phosphate equiv.]
ADP fossil [GJ]
POCP [kg ethene equiv.]
Car production Fuel production Operation End of Life
36
581
51
45
15
35
54
38
71
11
520
8.6
Figure 2-5: Share of lifecycle phases for selected parameters

Livecycle Overall 13
Figure 2-6: Comparison of CO₂-emissions [t/car] Figure 2-7: Comparison of NOx-emissions [t/car]
8.3 7.8
2.1 3.0
25.5
39.8
0.4
0.4
0
10
20
30
40
50
60
E 220 d Predecessor
CO₂-emissions [t/car]
Car production Fuel production Operation End of Life
values are rounded
17.7 16.7
13.0
19.9
14.0
38.0
0.3
0.3
0
10
20
30
40
50
60
70
80
E 220 d Predecessor
NOₓ-emissions [kg/car]
Car production Fuel production Operation End of Life
values are rounded
2.3 Comparing the new E-Class E 220 d Saloon with the
predecessor
In parallel with the analysis of the new E 220 d, an assess-
ment of the ECE base version of the predecessor E 220 CDI
was made (1,660 kilograms DIN weight). The parameters on
which this was based are comparable to the modelling of
the new E 220 d. The production process was represented
on the basis of extracts from the current list of parts. The
operation phase was calculated using the valid certifica-
tion values. The same state-of-the-art model was used for
recovery and recycling.
As Figure 2-6 shows, the production of the new E-Class
E 220 d results in a higher quantity of carbon dioxide emis-
sions than in the case of the predecessor. This is mainly due
to the lightweight construction and the subsequent higher
use of aluminum. Thanks to its higher efficiency in the use
phase the new E-Class shows however significant advantag-
es over the whole lifecycle compared to the previous model
E 220 CDI.
At the beginning of the lifecycle, production of the new
E 220 d gives rise to a higher quantity of CO₂-emissions
(8.3 tons of CO₂) than it was the case with the predecessor
E 220 CDI. In the subsequent operating phase, the new
E 220 d emits around 27.6 tons of CO₂; the total emissions
during production, use, and recycling thus amount to 36.3
tons of CO₂.
Production of the predecessor gives rise to 7.8 tons of CO₂.
During the operation phase it emits 42.7 tons of CO₂, the
contribution of the recycling is 0.4 tons of CO₂. The overall
amount is 51 tons of CO₂-emissions respectively.
Taking the entire lifecycle into consideration, namely pro-
duction, operation over 250,000 kilometres and recycling/
disposal, the new E-Class E 220 d produces CO₂-emissions
that are 29 percent lower than those of its predecessor.

14
Figure 2-8 shows further emissions into the atmosphere and
the corresponding impact categories in comparison over
the various lifecycle phases. Over the entire lifecycle, the new
E-Class shows clear advantages towards the previous model
in terms of global warming potentials (GWP100), summer
smog (POCP), acidification potential (AP) and eutrophication
(EP).
Regarding the energy resources there are also changes
compared to the previous model E 220 CDI (cf. Figure 2-9).
The consumption of crude oil could be reduced notably by
33 percent. Other energetic resources hard coal and uranium
which are mainly used for car production do rise slightly.
Overall the fossil abiotic depletion potential (ADP fossil) could
be reduced clearly by 28 percent.
020 40 60 80 100 120
E 220 d
Predecessor
E 220 d
Predecessor
E 220 d
Predecessor
E 220 d
Predecessor
Summer smog
[kg ethene equiv.]
Eutrophicaation
[kg phosphate equiv.]
Acidification
[kg SO₂-equiv.]
Global warming potential
[t CO₂-equiv.]
[unit/car]
Car production Fuel production Operation End of Life
Figure 2-8: Selected result parameters for the E 220 d Saloon compared with the predecessor [unit/car]

Livecycle Overall 15
Tables 2-1 and 2-2 show further LCA result parameters as an
overview. The goal of bringing about improved environmental
performance in the new model over its predecessor was
achieved overall. Over the entire lifecycle, the new E-Class
shows notable advantages in the impact categories global
warming potential (GWP100), eutrophication (EP),
acidification (AP), fossil abiotic depletion potential (ADP fossil)
and summer smog (POCP) compared to the predecessor
E 220 CDI.
Figure 2-9: Consumption of selected energy resources E 220 d Saloon compared with the predecessor [GJ/car]
01 00 2003 00 4005 00 6007 00
LigniteH ard coal Crude oilN atural gas Uranium
Renewable energy
resources
Energy resources [GJ/car]
E 220 d Predecessor

16
Table 2-1: Overview of LCA parameters (I)
Input parameters E 220 d Predecessor Delta E 220 d
to predeces-
sor
Comments
Material resources
Bauxite [kg] 1,541 1,13 0 36 % Aluminium production, higher primary content (mainly body shell,
motor, and axles).
Dolomite [kg] 172 135 27 % Magnesium production, higher mass of magnesium.
Iron [kg]* 975 1,046 -7 % Steel production, smaler mass of steel (delta mainly in body shell or
engine).
Non-ferrous metals (Cu, Pb, Zn)
[kg]*
177 183 -3 %
* as elementary resources
Energy resources
ADP fossil** [GJ] 520 725 -28 % Mainly fuel consumption: 62 % for the E 220 d, 70 % for the predeces-
sor.
Primary energy [GJ] 581 796 -27 % Consumption of energy resources much lower compared with the
predecessor, due to fuel reduction of new E 220 d.
Proportionately
Lignite [GJ] 10 11 -7 % E 220 d approx. 85 %, predecessor approx 82 % from car production.
Natural gas [GJ] 79 91 -14 % E 220 d approx. 56 %, predecessor approx. 46 % from car production.
E 220 d approx. 44 %, predecessor approx. 54 % from use.
Crude oil [GJ] 389 582 -33 % E 220 d approx. 93 %, predecessor approx 93 % from car production.
Hard coal [GJ] 42 41 2 % E 220 d approx. 95 %, predecessor approx 93 % from car production.
Uranium [GJ] 19 18 3 % E 220 d approx. 86 %, predecessor approx 80 % from car production.
Renewable energy resources [GJ] 43 53 -18 % E 220 d approx. 47 %, predecessor approx. 34 % from car production.
E 220 d approx. 47 %, predecessor approx. 65 % from use.
** CML 2001, as of April 2015

Livecycle Overall 17
Output parameters E 220 d Predecessor Delta E 220 d
to predeces-
sor
Comments
Emissions in air
GWP** [t CO₂-equiv.] 38 53 -28 % Mainly due to CO₂-emissions.
AP** [kg SO₂-equiv.] 71 97 -27 % Mainly due to SO₂-emissions.
EP** [kg phosphate-equiv.] 11 17 -36 % Mainly due to NOx-emissions.
POCP** [kg ethene-equiv.] 911 -25 % Mainly due to NMVOC and CO-emissions.
CO₂ [t] 36 51 -29 % Mainly from driving operation. CO₂-reduction is a direct result of the
lower fuel consumption.
CO [kg] 51 65 -21 % E 220 d approx. 44 %, predecessor approx. 36 % from car production.
E 220 d approx. 56 %, predecessor approx. 63 % from use.
NMVOC [kg] 15 20 -25 % E 220 d approx. 75 %, predecessor approx. 82 % from use.
CH₄ [kg] 54 71 -23 % E 220 d approx. 35 %, predecessor approx. 25 % from car production.
E 220 d approx. 65 %, predecessor approx. 75 % from use.
NOx [kg] 45 75 -40 % E 220 d approx. 39 %, predecessor approx. 22 % from car production.
E 220 d approx. 60 %, predecessor approx. 77 % from use.
SO₂ [kg] 35 42 -16 % E 220 d approx. 61 %, predecessor approx. 49 % from car production.
E 220 d approx. 39 %, predecessor approx. 51 % from use.
Emissions in water
BOD [kg] 0.14 0.17 -17 % E 220 d approx. 62 %, predecessor approx. 53 % from car production.
E 220 d approx. 38 %, predecessor approx. 47 % from use.
Hydrocarbons [kg] 2.7 3.5 -24 % E 220 d approx. 24 %, predecessor approx. 16 % from car production.
E 220 d approx. 76 %, predecessor approx. 84 % from use.
NO₃- [kg] 13.3 20.3 -34 % E 220 d approx. 96 %, predecessor approx. 98 % from use.
PO₄³- [g] 640 956 -33 % E 220 d approx. 91 %, predecessor approx. 94 % from use.
SO₄²- [kg] 19.1 23.1 -17 % E 220 d approx. 58 %, predecessor approx. 47 % from car production.
E 220 d approx. 41 %, predecessor approx. 52 % from use.
** CML 2001,as of April 2015
Table 2-2: Overview of LCA parameters (II)

18
2.4 LCA results for the new E-Class E 200 Saloon
in comparison with the predecessor
In parallel with the analysis of the diesel models E 220 d
and previous model E 220 CDI, an assessment of the new
E-Class E 200 and the ECE base version of the predeces-
sor E 200 was made (1,540 kilograms DIN weight). The
parameters on which this was based are comparable to the
modelling of the new E 200. The production process was
represented on the basis of extracts from the current list of
parts. The operation phase was calculated using the valid
certification values. The same state-of-the-art model was
used for recovery and recycling.
Figure 2-10 compares the carbon dioxide emissions of the
new E-Class E 200 with those of the comparable predeces-
sor E 200. In the production phase the new E 200 gives
rise to a visibly higher quantity of carbon dioxide emissions
especially caused by lightweight construction measures.
Thanks to its higher efficiency in the use phase the new
E 200 shows however significant advantages over the whole
lifecycle. The CO₂-emissions could be reduced towards the
predecessor E 200 by approximately 21 percent (12.5 tons).
7.8 7.4
6.1 7.8
33.0
44.3
0.4
0.4
0
10
20
30
40
50
60
70
E 200 Predecessor
CO₂-emissions [t/car]
Car production Fuel production Operation End of Life
E 200: 5.9 l / 100km; 132 g CO₂/km
Predecessor: 7.5 l / 100km; 177 g CO₂/km
As of: 01/2016 (values are rounded)
Figure 2-10: Comparison of CO₂-emissions over the entire lifecycle [t/car]
[1] Fuel consumption E 200 Saloon with automatic transmission (combined):
6.3-5.9 l/100km; CO2-emissions (combined): 142-132 g/km; as of 01/2016.
[1]

Livecycle Overall 19
Fig. 2-11 shows a comparison of the examined environmen-
tal impacts over the individual lifecycle phases. Over the
entire lifecycle, the E 200 has clear advantages in terms of
all result parameters shown, compared to the predecessor
E 200.
Figure 2-11: Selected result parameters E 200 Saloon compared with the predecessor [unit / car]
020 40 60 80 100 120
E 200
Predecessor
E 200
Predecessor
E 200
Predecessor
E 200
Predecessor
Summer smog
[kg ethene equiv.]
Eutrophicaation
[kg phosphate equiv.]
Acidification
[kg SO₂-equiv.]
Global warming potential
[t CO₂-equiv.]
[unit/car]
Car production Fuel production Operation End of Life

20
Regarding the energetic resources there is also improvement
compared to the previous model E 200 (cf. Figure 2-12).
The consumption of crude oil could be reduced notably by 20
percent. Energy resources, mainly used for car production,
like hard coal and uranium, do rise slightly. Over the entire
lifecycle, primary energy savings of 17 percent are possible
in comparison to the predecessor E 200.
The decrease in required primary energy by 152 gigajoule
corresponds to the energy content of approx. 4,700 litres
of petrol respectively (cf. Table 2-3).
Tables 2-3 and 2-4 show further result parameters for the new
E-Class E 200 and the predecessor E 200 as an overview.
Figure 2-12: Consumption of selected energy resources E 200 Saloon compared to the predecessor [GJ/car]
01 00 2003 00 4005 00 6007 00
LigniteH ard coal Crude oilN atural gas Uranium
Renewable energy
resources
Energy resources [GJ/car]
Predecessor E 200