Environmental Certificate Mercedes-Benz CLA-Class

Life cycle

Contents

Life Cycle the Mercedes-Benz environmental documentation Interview with Professor Dr Herbert Kohler Product description Validation

4 6 8 14 15 16 17 18 19 24 26 28 35 36 38 39 40 42 45 48 49 50 52

1 Product documentation 1.1 Technical data 1.2 Material composition

2 Environmental profile 2.1 General environmental issues 2.2 Life Cycle Assessment (LCA) 2.2.1 Data basis 2.2.2 LCA results for the CLA 180 2.3 Design for recovery 2.3.1 Recycling concept for the new CLA-Class 2.3.2 Dismantling information 2.3.3 Avoidance of potentially hazardous materials 2.4 Use of secondary raw materials 2.5 Use of renewable raw materials

3 Process documentation 4 Certificate 5 Conclusion 6 Glossary Imprint

As at: April 2013

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 TV Sd (South German Technical Inspection Authority).

Interview

Aerodynamic Leadership
Interview with Professor Dr Herbert Kohler, Chief Environmental Officer at Daimler AG

Professor Kohler, the BlueEFFICIENCY edition of the new CLA-Class sets a new world record with a Cd value of 0.22 and an aerodynamic drag value of 0.49 m2. How does the customer benefit from this? As part of our Real Life Efficiency philosophy we want to enable our customers to really reduce consumption. Good flow characteristics are tremendously important in this context, because if the Cd value can be cut by one tenthousandth, fuel consumption for the average customer is reduced by a tenth of a litre, and at very fast motorway speeds by as much as 0.4 litres per 100 kilometres. To achieve this savings effect through lightweight design measures it would be necessary to pare at least 35 kilograms off the weight of the cars. The aspiration to lead-

ership in aerodynamics is an important element of our MBC 2020 product strategy and has a long tradition at Mercedes-Benz. And how has Mercedes-Benz managed for many years to make the models in almost all vehicle categories the leaders in all aerodynamic disciplines? Through optimisation of all details in close cooperation between designers and aerodynamics specialists. A good example of the many aerodynamic refinements in the CLA are the serrated wheel spoilers on the front and rear wheel arches. The patented wheel spoilers were developed with the help of flow calculations. What is a seemingly insignificant component reduces undesirable air turbu-

lence in the wheel arches in no less than three ways, by lowering linear turbulence, deflecting the airflow from the wheels and stabilising shear waves with its serrated edge. The wheel spoiler remains effective whatever the suspension level and wheel dimensions. Optionally the new CLA-Class is also available with 4MATIC permanent all-wheel drive. What effect does this system have on the vehicles efficiency? In comparison with the all-wheel drive versions of the competition, the system weight of the new 4MATIC is up to 25 percent lower owing to its design. These lightweight design measures and the high efficiency result in good energy efficiency.

Product description

Sleek as they come

The CLA is set to establish a new segment, with world-leading aerodynamics (cd 0.22 for the BlueEFFICIENCY Edition), avant-garde coup design and 4MATIC all-wheel drive (optional). As a new four-door coup it follows the idea of the CLS, whose design concept has spawned more than its fair share of imitators since its debut in 2003. In keeping with its sporty positioning, the CLA is available with high-torque turbo engines rated at up to 155 kW (211 hp), sports suspension and 4MATIC all-wheel drive. The technical highlights of this new design icon include a new world record in aerodynamics for series production cars (Cd value: 0.22) and numerous driving assistance systems, including advanced COLLISION PREVENTION ASSIST. This radar-based assistance system provides the possibly distracted driver with visual and acoustic warnings of identified obstacles and prepares the adaptive Brake Assist system for precision braking. Braking is initiated as soon as the driver steps emphatically on the brake pedal. When an impending danger of collision is identified, the COLLISION PREVENTION ASSIST system calculates the precise braking force ideally needed to avoid an accident and makes the best possible use of any distance remaining. As a new feature, COLLISION PREVENTION ASSIST affords protection from typical rear-end collisions in dangerous traffic situations in the CLA from a speed of only 7 km/h (previously: above 30 km/h).

The highlights of the new CLA-Class

Avant-garde coup design Establishes a new segment New world record in aerodynamics for series production cars (cd value: 0.22) Powerful and efficient turbo engines ECO start/stop function as standard Numerous driving assistance systems, including advanced COLLISION PREVENTION ASSIST New-generation 4MATIC permanent all-wheel-drive system (optional) Seamless iPhone integration

Five lines and packages which vary greatly in character are available to individualise the striking mid-range coup (length/width/height: 4630/1777/1437 millimetres). The style rebel: exterior design Its breathtakingly sporty proportions and powerfully dynamic design idiom, with its interplay between concave and convex surfaces, give this four-door coup its unmistakable look. The vehicles striking features include the bonnet with its powerdomes, set right into the front end, and the diamond radiator grille. The light modules and LEDs behind the headlamp cover glass have been arranged in such a way as to create the characteristic flare effect for the daytime running lamps and indicators. This light signet defines the cars energetic appearance and shapes a new Mercedes face.

Its breathtakingly sporty proportions and powerfully dynamic design idiom, with its interplay between concave and convex surfaces, give this four-door coup its unmistakable look.The vehicles striking features include the bonnet with its powerdomes, set right into the front end, and the diamond radiator grille.

Numerous details indicate that on a design level the CLA represents a further development of that modern classic, the Mercedes-Benz CLS. Three prominent lines give structure to the vehicle when viewed from the side: the front structural edge over the wings flows towards the rear end in a characteristic dropping line. Another, more sinewy line spans the shoulder muscle above the rear axle, while the third feature line extends in a sweeping curve from the front wheel towards the rear. Together, these lines lend depth and dynamism to the side profile. The width-emphasizing rear end radiates power and athleticism, featuring an interplay between convex and concave surfaces and edges. The gently sloping roof contour and the pronounced, hallmark curvature of the rear window provide the CLA with a coup-style character from the rear, too. The athletic impression from the rear results from the drawn-in C-pillars in conjunction with the shoulder muscle over the rear wheel arch linings. The tail lights are framed by the muscular lines of the shoulders which extend into the

piano-lacquer-look front panel and, in combination with COMAND Online, a flush-fitting silver frame. The CLA is fitted with integral seats in the front and rear, underscoring its sporty character. The rear bench seat emphasizes the outer seats (2+1-seater).Coloured contrasting stitching is available, according to the selected interior appointment options. A fibre-optic cable in the opening between head restraint and backrest is optionally available as part of the ambient lighting. Sleek as they come: new record Cd value rear end, the horizontal orientation of the lights emphasizing the rears powerful and aesthetic breadth. The light functions feature an arrow-style arrangement. Cool touch effect: the interior The exteriors progressive, sporty appearance is continued inside the vehicle. The interior additionally derives a very special quality feel from the design idiom, the selection of high-quality materials and the available combinations of materials. All trim surfaces are galvanised, resulting in a metallic finish. The instrument panel incorporates five round vents. The outer rings of the round vents have a high-quality electroplated finish. The airflow direction is governed by a galvanised insert that reveals a meticulous attention to detail. The free-standing display screen features a black With a Cd value of 0.23, the CLA sets a new benchmark both within the Mercedes-Benz model range and among all production vehicles. The drag area, Cd x A which is crucial to fuel consumption at around 60 km/h and above also leads the field, at 0.51 m2. The CLA 180 BlueEFFICIENCY Edition even manages to better these top values with its Cd figure of 0.22, and when it comes to the drag area, Cd x A, the four-door coup crosses a magical line: it is just 0.49 m. The good air flow characteristics, which are a major contributory factor to the vehicles low fuel consumption in everyday conditions, result from numerous aerodynamic optimisation measures. These include a low A-pillar shoulder with adapted A-pillar geometry, aerodynamically optimised exterior mirrors, streamlined rear section, wheels designed for low aerodynamic drag and serrated wheel spoilers on the front and rear wheel arches.

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The CLA from Mercedes-Benz is optionally available with a new generation of the 4MATIC permanent all-wheel drive system featuring fully variable torque distribution. Similar to the other 4MATIC versions, this completely new development boasts high tractive power reserves and outstanding agility combined with superlative driving safety and energy efficiency

Numerous driving assistance systems offer support in the CLA and reduce the drivers workload. Standard-fit features for the Coup include ATTENTION ASSIST drowsiness detection and radar-based COLLISION PREVENTION ASSIST. Optional extras include DISTRONIC PLUS radar-based adaptive cruise control, Speed Limit Assist and Active Parking Assist (photos from left to right).

package with Blind Spot Assist and Lane Keeping Assist or Adaptive Highbeam Assist, are also available for the CLA. Active Parking Assist (optional) enables automatic parking in lengthways and crossways parking spaces. Designed for dynamism: the chassis and suspension

drive system featuring fully variable torque distribution. Similar to the other 4MATIC versions, this completely new development boasts high tractive power reserves and outstanding agility combined with superlative driving safety and energy efficiency. The components of the new 4MATIC include the power take-off to the rear axle that is integrated into the 7G-DCT automated dual clutch transmission, and the rear-axle gear with integrated, electrohydraulically controlled multidisc clutch. This set-up enables fully variable distribution of the drive torque between front and rear axle. Additional benefits of this design are a lower system weight compared with what is available from the competition as well as high efficiency. All set for the future: powerful and efficient drive The petrol engines with a displacement of 1.6 and 2.0 litres cover an output spectrum ranging from 90 kW (122 hp) in the CLA 180 through 115 kW (156 hp) in the CLA 200 to 155 kW (211 hp) in the CLA 250. The two diesel engines combine dynamic low-end torque with the utmost efficiency: the CLA 200 CDI generates 100 kW (136 hp), with a maximum torque of 300 Nm (available from September 2013). The CLA 220 CDI has a displacement of 2.2 litres and delivers 125 kW (170 hp) and 350 Nm of torque, while emitting only 109 g of CO2 per kilometre. All the engines feature the ECO start/stop function as standard. The engines are combined with a six-speed manual transmission or with the 7G-DCT dual clutch automatic transmission, which reconciles comfort and sportiness in inimitable fashion.

Always on: the multimedia systems The latest multimedia generation deployed in the CLA boasts new functions, additional apps and a modified graphic colour scheme. The COMAND Online multimedia system has also been extended. The latest generation offers improved, photo-realistic map display, an additional Bluetooth profile (to enable the internet to be accessed via iPhone, for example), the display of images additionally in bmp and png formats and the real-time transfer of traffic data.

Extensive underbody panelling, additional panelling in the middle area of the rear axle and an aerodynamically optimised rear silencer followed by a diffuser improve the flow of air under the underbody. When it comes to aeroacoustics too, i.e. noise level comfort, the four-door coup leads the way. Smart safety: advanced assistance systems Numerous driving assistance systems offer support in the CLA and reduce the drivers workload. Standard-fit features for the coup include ATTENTION ASSIST drowsiness detection and radar-based COLLISION PREVENTION ASSIST with adaptive Brake Assist, which now helps to protect the CLA from collisions from a speed of only 7 km/h (previously: over 30 km/h). This feature combines with DISTRONIC PLUS to become COLLISION PREVENTION ASSIST PLUS, incorporating an additional function: when a danger of collision persists and the driver fails to respond, the system is able to carry out autonomous braking at speeds of up to 200 km/h, thereby reducing the severity of collisions with slow or stationary vehicles. The system also brakes in response to stationary vehicles at a speed of up to 30 km/h and is able to prevent rear-end collisions at speeds of up to 20 km/h. Established assistance systems, such as the Lane Tracking

The chassis of the CLA features a McPherson front axle and independent multi-link rear suspension, featuring three control arms and one trailing arm per wheel. This means that longitudinal and lateral dynamics are virtually independent of one another. A CLA-specific feature is the flexible decoupling of the rear axle carrier, which benefits ride comfort. Wheel carriers and spring links are made of aluminium, in order to reduce unsprung masses. Two chassis and suspension set-ups are available: the comfort suspension and the optional sports suspension for sporty yet comfortable handling. The latter entails lowering of the body by 15 mm (front) and 10 mm (rear). Irrespective of the selected chassis, all CLA variants come with the Direct Steer system. This electromechanical power steering offers improved feedback to the driver in comparison to conventional systems and makes an important contribution towards overall efficiency, as the steering assist function only requires energy when the steering wheel is actually turned. High tractive power reserves and outstanding agility: 4MATIC all-wheel drive The CLA from Mercedes-Benz is optionally available with a new generation of the 4MATIC permanent all-wheel

Daimlers Digital Drive Style app concept, which together with the Drive Kit Plus for the iPhone enables seamless integration of the iPhone into the vehicle, has been extended. The high-resolution colour display has a diagonal of 17.8 cm. Where the audio equipment is concerned, too, new forms of visualisation bring a fresh look and more convenient operation. The Cover Flow function, for instance, sorts the cover images of the stored music albums in a carousel-like form.

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Validation

1 Product documentation
Validation: The following report gives a comprehensive, accurate and appropriate account on the basis of reliable and reproducible information. Mandate and basis of verification: The following environmental product information of Daimler AG, named as En vironmental-Certificate MercedesBenz CLA-Class with statements for the passenger vehicle type s CLA 180, CLA 180 BlueEFFICIENCY Edition, CLA 200, CLA 250 and CLA 220 CDI was verified by TV SD Management Service GmbH. If applicable, the requirements outlined in the following directives and standards were taken into account: EN ISO 14040 and 14044 regarding life cycle assessment (principles and general requirements, definition of goal & scope, inventory analysis, life cycle impact assessment, interpretation, critical review) EN ISO 14020 (environmental labels and declarations general principles) and EN ISO 14021 (criteria for self-declared environmental claims) ISO technical report ISO TR 14062 (integration of environmental aspects into product design and development

This section documents significant environmentally relevant specifications of the different variants of the CLA-Class referred to in the statements on general environmental topics (Chapter 2.1). The detailed analysis of materials (Chapter 1.2), Life Cycle Assessment (Chapter 2.2), and the recycling concept (Chapter 2.3.1) refer to the CLA 180 with standard equipment.

Independence and objectivity of verifier: TV SD Group has not concluded any contracts regarding consultancy on product-related environmental aspects with Daimler AG either in the past or at present. TV SD Management Service GmbH is not economically dependent or otherwise involved in any way with the Daimler AG. Process and depth of detail of verification: Verification of the environmental report covered both document review and interviews with key functions and persons in charge of the design and development of the new CLA-Class. Key statements included in the environmental information, such as weight, emissions and fuel consumption were traced back to primary measuring results or data and confirmed. The reliability of the LCA (life cycle assessment) method applied was verified and confirmed by means of an external critical review in line with the requirements of EN ISO 14040/44. TV SD Management Service GmbH Munich, 2013-04-18

Dipl.-Ing. Michael Brunk Environmental Verifier

Dipl.-Ing. Ulrich Wegner Head of Certification Body Environmental Verifier

Responsibilities: Full responsibility for the contents of the following report rests with Daimler AG . TV SD Management Service GmbH had the task to review the available information for correctness and credibility and validate it provided the pertinent requirements were satisfied.

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1.1 Technical data

The table below shows essential technical data for the variants of the CLA-Class. The relevant environmental aspects are explained in detail in the environmental profile in Chapter 2.

1.2 Material composition

The weight and material data for the CLA 180 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, 90 percent fuel tank filling) served as a basis for the recycling rate and Life Cycle Assessment. Figure 1-1 shows the material composition of the CLA 180 in accordance with VDA 231106.

Characteristics CLA 180 Engine type No. of cylinders Displacement (effective) [cc] Output [kW] Emissions standard fulfilled Weight (without driver and luggage) [kg] Petrol engine 4 1595 90 EU 6 1320

CLA 180 BlueEFFICIENCY Edition Petrol engine 4 1595 90 EU 6 1315

CLA 200

CLA 250

CLA 220 CDI

Petrol engine 4 1595 115 EU 6 1320 1355*

Petrol engine 4 1991 155 EU 6 1405*

Diesel engine 4 2143 125 EU 6 1450*

Exhaust emissions [g/km] CO2** NOX CO HC (for petrol engine) NMHC (for petrol engine) HC+NOX (for diesel engine) Particulate matter 130126 0.0128 0.1011 0.0438 0.0383 0.00011 118 0.0151 0.1474 0.0431 0.0365 0.00026 131127 129122* 0.0128 0.0124* 0.1011 0.1773* 0.0438 0.0411* 0.0383 0.0365* 0.00011 0.00032* 2.31 E11 4.39 E11* 5.75.5 5.55.2* 74 73* 144142* 0.0293* 0.2959* 0.0338* 0.0298* 0.00059* 1.6 E11* 6.26.1* 73* 117109* 0.0650* 0.1577* 0.0855* 0.00116* 1.57 E09* 4.54.2* 73*

Steel/ferrous materials account for slightly over half of the vehicle weight (54.9 percent) in the CLA-Class. These are followed by polymer materials at 19.6 percent and light alloys as the third-largest group (12.7 percent). Service fluids comprise around 4.4 percent. The proportions of non-ferrous metals and of other materials (first and foremost glass) are somewhat lower, at about 3.5 percent and about 3.6 percent, respectively. The remaining materials process polymers, electronics, and special metals contribute about one percent to the weight of the vehicle. In this study, the material class of process polymers largely comprises materials for painting.

The polymers are divided into thermoplastics, elastomers, duromers and non-specific plastics, with the thermoplastics accounting for the largest proportion, at 14.1 percent. Elastomers (predominantly tyres) are the second-largest group of polymers with 3.9 percent. 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.

Steel/ferrous materials 54.9 %

Particle number [1/km] 2.32 E11 3.82 E11 Fuel consumption NEDC combined [l/100km]** Driving noise [dB(A)] 5.65.4 74 5.0 73

Light alloys 12.7 % Non-ferrous metals 3.5 % Special metals 0.02 % Process polymers 1.1 % Other materials 3.6 % Electronics 0.1 % Service fluids 4.4 % Polymer materials 19.6 %

NEDC fuel consumption for basic variant CLA 180 with manual transmission and standard tyres 5.4 l/100 km *Values with dual-clutch automatic transmission **Values depending on tyres

Thermoplastics Elastomers Duromers Other Plastics

14.1 % 3.9 % 0.7 % 0.9 %

Figure 1-1: Composition of materials CLA 180

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2.1 General environmental issues

2 Environmental profile
The environmental profile documents general environmental features of the CLA-Class with regard to such matters as fuel consumption, emissions or environmental management systems. It also presents specific analyses of environmental performance, such as the Life Cycle Assessment, the recycling concept and the use of secondary and renewable raw materials.
The CLA-Class range currently comprises four petrol models with highly precise piezo injection and one diesel variant. The entry-level CLA 180 model analysed features the latest-generation 4-cylinder petrol engine (M 270) and has a very low fuel consumption of 5.65.4 l/100 km depending on tyres. Implementing additional consumption-reducing measures reduced the fuel consumption of the CLA 180 BlueEFFICIENCY Edition even further to 5.0 l/100km. Fuel consumption in the CLA 220 CDI diesel variant is 4.54.2 l/100 km, equivalent to CO2 emissions of 117 and 109 g/km respectively. The fuel efficiency benefits are ensured by an intelligent package of measures. These extend to optimisation measures in the drive system, energy management and aerodynamics, as well as to tyres with optimised rolling resistance, weight reduction through lightweight construction techniques and driver information to encourage an energy-saving driving style.

Contributory factors to improved environmental performance

Downsizing strategy for the engines. Fuel consumption shown on the display. Special eco driver training from Mercedes-Benz. Certified environment management system at Kecskemt plant. Reuse of used replacement parts. Environmentally compatible vehicle disposal free of charge.

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The good air flow characteristics result from numerous aero-

Friction-optimised downsizing engines with turbocharger Alternator management

Friction-optimised transmissions with high-geared configurations

Optimised aerodynamics: Optimised diffuser, spoilers at sides of rear window, optimised underbody and rear axle panelling, radiator shutter and optimised wheels and hub caps. CLA180 BlueEFFICIENCY Edition:

dynamic optimisation measures. The patented wheel spoiler was developed with the help of airflow analysis. Extensive underbody panelling, additional panelling in the middle area of the rear axle and an aerodynamically optimised rear silencer improve the flow of air under the underbody.

ECO start/stop system Optimised belt drive with decoupler Clutch Air conditioning compressor Regulated fuel and oil pump

Additional aerodynamic measures, transmission with high-geared configuration, lowered suspension. ECO display in instrument cluster

With a cd value of 0.23, the CLA 180 sets a new benchmark. The drag area cd x A which is crucial in terms of wind resistance also leads the field, at 0.51 m2. The good air flow characteristics, which are a major contributory factor to the vehicles low fuel consumption in everyday conditions, result from numerous aerodynamic optimisation measures. These include a low A-pillar shoulder with adapted A-pillar geometry, aerodynamically optimised exterior mirror housings and rear shape, wheel trims designed for low aerodynamic drag and serrated wheel spoilers on the front and rear wheel arches. The CLA 180 BlueEFFICIENCY Edition, which is due to hit the streets in June, even manages to better this value with its cd value of 0.22, and when it comes to the drag area, the four-door coup crosses a magical line with its 0.49 m2.

Reduced-friction wheel bearings Radiator shutter, depending on model Weight optimisation through the use of lightweight materials

Tyres with low rolling resistance

Figure 2-1: Consumption-reducing measures for the new CLA-Class

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 instrument cluster 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 engines overrun cut-off, for example. The CLA-Class Owners Manual also includes additional tips for 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 most important measures include (see above): For all petrol and diesel powertrains: friction-optimised downsized engines with turbocharging, direct injection and thermal management; petrol engines with CAMTRONIC (CLA 180 and CLA 200). Friction-optimised 6-speed manual transmission and 7-speed dual clutch automatic transmission, both featuring high-geared configurations. The ECO start/stop function as standard for all engine variants. Aerodynamic optimisation by optimised diffusor, means of spoilers at the sides of the rear window, optimised underbody and rear axle panelling, radiator shutter and Aero hub caps. Use of tyres with optimised rolling resistance.

Wheel bearings with substantially reduced friction. Weight optimisation through the use of lightweight materials. Regulated fuel and oil pump are able to adjust pump output according to required load. Intelligent generator management in conjunction with an efficient generator ensures that consumers are powered from the battery during acceleration, while during braking part of the resulting energy is recuperated and stored back in the battery. Highly efficient air conditioning compressor with optimised oil management, reduced displacement and magnetic clutch which avoids friction losses. Optimised belt drive with decoupler.

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The CLA-Class is also fit for the future when it comes to its fuels. The EU plans include an increasing proportion of biofuels. It goes without saying that the CLA-Class will meet these requirements: in the case of petrol engines, a bioethanol content of 10 % (E 10) is permitted. A 10 % biofuel component is also permitted for diesel engines in the form of 7 % biodiesel (B 7 FAME) and 3 % high-quality, hydrogenated vegetable oil. High efficiency is achieved in terms of exhaust gas emissions, too. All new engines already meet the requirements of the Euro 6 emissions standard which comes into force in 2014. The petrol engines even better the much more stringent diesel particulate limit in the Euro 6 standard with no additional exhaust aftertreatment. The CLA 220 CDI is equipped with multiple exhaust gas recirculation, which reduces nitrogen oxide emissions. The CLA-Class is produced at the new Mercedes plant in Kecskemt (Hungary). Right from the start, this production facility has had an environmental management system certified to EU eco-audit regulations and ISO Standard 14001. The paint technology used for the CLA-Class, for

example, is not only state of the art but also stands out by virtue of its high levels of environmental friendliness, efficiency and quality, which are achieved thanks to consistent use of water-based paints. Environmentally friendly technologies are also used to generate energy at the Kecskemt plant. The plants two combined heat and power units use clean natural gas to supply electricity and heating. Heat recovery in the ventilation systems in the production halls plays an equally important role, since this reduces the amount of fuel used significantly 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 parts also has a long tradition at MercedesBenz. 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 disposal, 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.

The Mercedes-Benz CLA is the first car to be built exclusively at the new plant in Kecskemt, Hungary. The factory was inaugurated in the spring of 2012, and production of the CLA started on 3 January 2013.

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2.2 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 vehicles lifecycle (cf. Figure 2-2). The standardised tool for evaluating a vehicles 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.

The elements of a Life Cycle Assessment are:

Down to the smallest detail

With life cycle assessment, Mercedes-Benz registers all of the effects of a vehicle on the environment from development via production and operation through to disposal. For a complete assessment, within each life cycle phase all environmental impacts are accounted for. 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 analysis also includes the consumption and processing of bauxite (aluminium production), iron and copper ore.

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 vehicles 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, acidification potential, and eutrophication potential.

Figure 2-2: Overview of the Life Cycle Assessment

* NMVOC (non-methane volatile organic compounds)

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.

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2.2.1 Data basis

The ECE basic variant is analysed in the Life Cycle Assessment. The CLA 180 with manual transmission (90 kW) served as the basic variant for the new CLA-Class. The main parameters of the LCA are shown in the table below. 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 160,000 kilometres. The LCA includes the environmental impact of the recovery phase on the basis of the standard processes of drying, shredding, and recovery of energy from the shredder light fraction (SLF). Environmental credits are not granted.

Project objectives Project objectives Project scope Functional equivalent System boundaries Data basis CLA-Class passenger car (basic variant, weight in acc. with DIN 70020). Life Cycle Assessment for car production, use and recycling. The scope of assessment is only to be extended in the case of elementary flows (resources, emissions, non-recyclable materials). Weight data of car: MB parts list (date of revision: 01/2013). Materials information for model-relevant, vehicle-specific parts: Life Cycle Assessment of the new CLA-Class as the ECE basic variant with CLA 180 engine. Verification of attainment of the objective environmental compatibility and communication.

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 they employ. No explicit cut-off criteria. All available weight information is processed. Noise and land use are currently not available as life cycle inventory data and are therefore not taken into account. Fine dust and particulate matter and emissions are not analysed. Major sources of particulate matter (mainly tyre and brake

abrasion) are not dependent on vehicle type. Vehicle care and maintenance are not relevant to the comparison. Assessment Analysis parameters Life cycle, in conformity with ISO 14040 and 14044 (LCA). 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

MB parts list, MB internal documentation systems, IMDS, 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.

(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 under the name 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. Software support Interpretation: sensitivity analyses of car module structure; dominance analysis over life cycle. MB DfE-Tool. This tool models a car with its typical structure and typical components, including their manufacture,

Use (mileage): MB specification. Recycling model: state of the art (also see Chapter 2.3.1). Material production, energy supply, manufacturing processes and transport:

GaBi database as at 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 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

and the allocation methods they employ. No further specific allocations.

underlying car module structure. Contributions of relevance to the results will be discussed. Documentation Final report with all basic conditions.

Table 2-1: Life Cycle Assessment basic conditions

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2.2.2 LCA results for the CLA 180

Car production Fuel production Operation Recycling

POCP [kg ethene equiv.] ADP fossil [GJ] EP [kg phosphate equiv.] AP [kg SO2-equiv.] GWP100 [t CO2-equiv.] CH4 [kg] SO2 [kg] 24.0 20 NOX [kg] 15 CO [kg] 10 Primary energy demand [GJ] 5 5.5 0 Production Use 0.5 Recycling CO2 [t] 0 % 10 % 20 % 30 % 40 % 50 % 60 % 70 % 80 % 90 % 100 % NMVOC [kg]

8 397 4 45 31 37 28 16 18 52 436 30

30 25 CO2 emissions [t/car]

Figure 2-3: Overall carbon dioxide emissions (CO2) in tons

Figure 2-4: Share of life cycle phases for selected parameters

Over the entire life cycle of the CLA 180, the life cycle inventory analysis yields for example a primary energy consumption of 436 gigajoules (corresponding to the energy content of around 13,350 litres of petrol), an environmental input of approx. 30 tonnes of carbon dioxide (CO2), around 16 kilograms of non-methane volatile organic compounds (NMVOC), around 18 kilograms of nitrogen oxides (NOx) and 28 kilograms of sulphur dioxide (SO2). In addition to an analysis of the overall results, the distribution of individual environmental factors on the various phases of the life cycle is investigated. The relevance of the respective life cycle phases depends on the particular environmental impact under consideration. For CO2 emissions, and likewise for primary energy consumption, the use phase dominates with a share of 80 and 75 percent respectively (see Figure 2-3/2-4).

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 2-4). The production phase must therefore be included in the analysis of ecological compatibility. It is not actual operation, but rather fuel production which is now the dominant factor for a variety of emissions, such as NMVOC and NOx emissions, and for closely associated environmental effects such as photochemical ozone creation potential (POCP: summer smog, ozone) and acidification potential (AP).

For comprehensive and thus sustainable improvement of the environmental impacts associated with a vehicle, the end-of-life phase must also be considered. In the interests of energy efficiency it is expedient to use or initiate recycling cycles. For a complete assessment, within each life cycle phase all environmental inputs are accounted for. In addition to the results presented above it has also been determined, for example, that municipal waste and tailings (first and foremost ore processing residues and overburden) arise primarily from the production phase, while special and hazardous waste is caused for the most part by fuel production during the usage phase.

Environmental burdens in the form of emissions into water result from vehicle manufacturing, in particular owing to the output of heavy metals, NO3- and SO42- ions as well as the factors AOX, BOD and COD. To enable an assessment of the relevance of the respective environmental impacts, the impact categories fossil abiotic depletion potential (ADP), eutrophication potential (EP), photochemical ozone creation potential (summer smog, POCP), global warming potential (GWP) and acidification potential (AP) are presented in normalised form for the life cycle of the CLA 180.

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8,00E-10 Total vehicle (painting) 7,00E-10 Recycling Use 6,00E-10 Production Doors 5,00E-10 Cockpit Mounted external parts 4,00E-10 Mounted internal parts 3,00E-10 Seats Electrics/electronics 2,00E-10 Tyres 1,00E-10 Operation of the vehicle Fuel system 0,00E-10 ADP (fossil) EP POCP GWP AP Hydraulics Engine/transmission periphery Flaps/wings Passenger cell/bodyshell

CO2 [%] SO2 [%]

New CLA-Class Production overall CO2 5.5 t SO2 14.2 kg

Figure 2-5: Normalised life cycle [/car]

Engine Transmission

Normalisation involves assessing the LCA results in relation to a higher-level reference system in order to obtain a better understanding of the significance of each indicator value. Europe served as the reference system here. The total annual values for Europe (EU 25+3) were employed for the purposes of normalisation, breaking down the life cycle of the CLA 180 over one year. In relation to the annual European values, the CLA 180 reveals the greatest proportion for fossil ADP, followed by GWP (cf. Figure 2-5). The relevance of these two impact categories on the basis of EU 25 +3 is therefore greater than that of the remaining impact categories examined. The proportion is the lowest in eutrophication.

In addition to the analysis of overall results, the distribution of selected environmental effects on the production of individual modules is investigated. Figure 2-6 shows by way of example the percentage distribution of carbon dioxide and sulphur dioxide emissions for different modules. While bodyshell manufacturing features predominantly in terms of carbon dioxide emissions, due to the mass share, 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.

Steering Front axle Rear axle

0 %

5 %

10 %

15 %

20 %

25 %

Emissions for car production [%]

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

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 Input parameters Resources, ores

1000 450 400 800 350 300 600 250 200 150 200 100 50 0 Bauxite [kg] Iron ore [kg]** Mixed ores [kg]*/** 0 Lignite [GJ] Hard coal [GJ] Crude oil [GJ] Natural gas [GJ] Uranium [GJ] Renewable energy resources [GJ]

New CLA-Class 439 1 743 83 0.9

Comments Aluminium production. Magnesium production. Steel production. esp. electrics (cable harnesses, battery) and zinc. Engine/transmission peripherals (catalytic converter load).

Bauxite [kg] Dolomite [kg] Iron ore [kg]** Mixed ores (esp. Cu, Pb, Zn) [kg]** Rare earth ores/precious metal ores [kg]** Energy sources ADP fossil* [GJ] Primary energy [GJ] Proportionately Lignite [GJ] Natural gas [GJ] Crude oil [GJ] Hard coal [GJ] Uranium [GJ] Renewable energy resources [GJ] Table 2-2: Overview of LCA parameters (I)

397 436

esp. fuel consumption. Approx. 75 % due to usage.

400

9.9 49 321 28 18 9.7

Approx. 84 % due to car production. Approx. 47 % due to usage. Approx. 93 % due to usage. Approx. 94 % due to car production. Approx. 86 % due to car production. Approx. 82 % due to car production.

* Above all for extraction of the elements lead, copper and zinc **In the form of ore concentrate

Material resources [kg/car]

Figure 2-7: Consumption of selected material and energy resources [units/car]

Energy resources [GJ/car]

Output parameters Emissions into air New CLA-Class 31 45 4 8 30 52 16 37 Comments esp. due to CO2 emissions. esp. due to SO2 emissions. esp. due to NOX emissions. esp. due to NMVOC emissions. esp. due to driving operation. Around 62 % due to car production. Around 73 % due to use, of which approx. 39 % driving operation. Around 33 % due to car production. The remainder esp. due to fuel production. Driving operation accounts for only around 2 %. Around 52 % due to car production. The remainder due to car use. Driving operation accounts for approx. 12 % of total nitrogen oxide emissions. Due to car and fuel production in roughly equal amounts.

Figure 2-7 shows the consumption of relevant material and energy resources. When it comes to the demand for material resources, such as iron ore and bauxite, car production dominates. However, energy resources (particularly crude oil) are consumed predominantly in the use phase.

Tables 2-2 and 2-3 present an overview of further 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 CO2 equivalent.

GWP* [t CO2 equiv.] AP* [kg SO2 equiv.] EP* [kg phosphate equiv.] POCP* [kg ethene equiv.] CO2 [t] CO [kg] NMVOC [kg] CH4 [kg]

NOX [kg] 18

SO2 [kg] 28

Emissions into water BSB [kg] Hydrocarbons [kg] NO3 [g] PO4 3- [g] SO4 2- [kg] Table 2-3: Overview of LCA parameters (II)
-

0.3 0.2 1042 24 14

Approx. 77 % due to car production. Approx. 73 % due to use. Approx. 59 % due to use. Approx. 55 % due to use. Approx. 50 % due to production.

* CML 2001, date of revision: November 2009

** In the form of ore concentrate

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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 aims of this directive are to avoid vehicle-related waste and encourage the take-back, reuse and recycling of vehicles and their components. The resulting requirements for the automotive industry are as follows: 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 01.01.2015 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 to ELV recyclers within six months of market launch. Prohibition of lead, hexavalent chromium, mercury and cadmium, taking into account the exceptions in Annex II.

The CLA-Class already meets the recovery 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. As early as the development phase of the CLA-Class, attention was paid to separation and ease of dismantling of relevant thermoplastic components. Detailed dismantling information is available to all ELV recyclers in electronic form via the International Dismantling Information System (IDIS).

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2.3.1 Recycling concept for the new CLA-Class

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

ELV recycler

Shredder operators

The calculation model reflects the real ELV recycling process and is divided into four stages: 1. 2. 3. 4. Pre-treatment (removal of all service fluids, tyres, the battery and catalytic converters, ignition of airbags). Dismantling (removal of replacement parts and/or components for material recycling). Separation of metals in the shredder process. Treatment of non-metallic residual fraction (shredder light fraction SLF).

At the ELV recyclers premises, the fluids, battery, oil filter, tyres, and catalytic converters are removed as part of the pre-treatment process. The airbags are triggered with a device that is standardised among all European car 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. 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 and copper as well as selected large plastic components. During the development of the CLA-Class, these components were specifically prepared for subsequent recycling. In addition to material purity, 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.

Vehicle mass: mV

Pre-treatment: mP Fluids Battery Tires Airbags Catalytic converters Oil filter

Dismantling: mD Prescribed parts1), Components for recovery and recycling

Segregation of metals: mM Residual metal

SLF2) treatment mTr = recycling mTe = energy recovery

Rcyc = (mP+mD+mM+mTr)/mV x 100 > 85 percent Rcov = Rcyc + mTe/mV x 100 > 95 percent

1) in acc. with 2000/53/EC 2) SLF = shredder light fraction

The recycling concept for the CLA-Class was devised in parallel with 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. With the process chain described below, 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 new CLA-Class as part of the vehicle type approval process (see Figure 2-8).

Figure 2-8: Material flows in the CLA-Class recycling concept

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 recycling in the raw material production processes. The largely organic remaining portion is separated into different fractions for environment-friendly treatment in raw material or energy recovery processes.

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2.3.2 Dismantling information

Dismantling information plays an important role for ELV recyclers when it comes to implementing the recycling concept.

2.3.3 Avoidance of potentially hazardous materials

The continual reduction of interior emissions is a key aspect of the development of components and materials for Mercedes-Benz vehicles.

Figure 2-9: Screenshot of the IDIS software

For the CLA-Class 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 pre-treatment, specific information is provided on service fluids and pyrotechnic components. In the other areas, material-specific information is provided for the identification of non-metallic components. The current version (January 2013) covers 843 models and 1753 variants from 75 car brands. The IDIS data are made available to ELV recyclers and incorporated into the software six months after the respective market launch.

The heavy metals lead, cadmium, mercury, and hexavalent chromium, which are prohibited by the ELV Directive of the EU, are also included here. 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 CLA-Class complies with valid regulations. For example, lead-free elastomers are used in the drive system, along with lead-free pyrotechnic initiators, cadmiumfree 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.

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 whose presence is not permitted in materials or components of Mercedes-Benz passenger cars have been listed in our 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.

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2.4 Use of secondary raw materials

Component weight in kg

CLA-Class 30.8

In the CLA-Class, 42 components with an overall weight of 30.8 kilograms can be manufactured partly from highquality recycled plastics. These include wheel arch linings and underbody panelling. Wherever possible, secondary raw materials are derived from vehicle-related waste streams: The wheel arch linings are made from reprocessed starter batteries and bumper coverings. Waste products from the production of dashboards are reprocessed to produce the battery holders.

In addition to the requirements for attainment of recycling rates, 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 comply with these stipulations, the specifications books for new Mercedes models prescribe continuous increases in the share of the secondary raw materials used in car models. The main focus of the recycled material research accompanying vehicle development is on thermoplastics. In contrast to steel and ferrous materials, to which secondary materials are already added at the raw material stage, recycled plastics must be subjected to a separate testing and approval process for the relevant component. Accordingly, details of the use of secondary raw materials in passenger cars are only documented for thermoplastic components, as only this aspect can be influenced during development. The quality and functionality requirements placed on a component must be met both with secondary raw materials and with comparable new materials. To safeguard passenger car production even when shortages are encountered on the recycled materials market, new materials may also be used as an option.

Figure 2-10: Use of secondary raw materials in the new CLA-Class

In the CLA-Class, 42 components with an overall weight of 30.8 kilograms can be manufactured partly from highquality recycled plastics. Typical areas of use are wheel arch linings and underbody panels, which consist for the most part of polypropylene. Figure 2-10 shows the components for which the use of secondary raw materials is approved. A further objective is to obtain secondary raw materials wherever possible from vehicle-related waste flows, so as to achieve closed cycles. To this end, established processes are applied for the CLA-Class. A secondary raw material comprised of reprocessed starter batteries and bumper panelling is used for the wheel arch linings, for example. The process for manufacturing battery holders is new and being used in this class for the first time at MercedesBenz. Waste products from the production of dashboards are reprocessed so that the high-quality plastic can be recuperated. This is then processed further in the MuCell (Micro Cellular Foam Injection Moulding) procedure, which is where the finest of gas bubbles are worked into the plastic, causing its density and consequently the weight of the components produced from it to be reduced.
Figure 2-11: Use of secondary raw materials, taking the wheel arch lining as an example (ashere in the current B-Class).

As a result the advantages for the environment are twofold, through the use of the recycled plastic and through the reduction of weight.

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2.5 Use of renewable raw materials

Component weight in kg

CLA-Class 19 In the CLA-Class, a total of 16 components with a combined weight of 19 kg are produced using natural materials. Figure 2-12 shows the components in the new CLAClass which are produced using renewable raw materials.
Figure 2-12: Components produced using renewable raw materials in the CLA-Class

In automotive production, the use of renewable raw materials is concentrated primarily in the vehicle interior. Conventional natural materials such as coconut, cellulose and wood fibres, wool and natural rubber are also used as standard in the CLA-Class, of course. The use of these natural materials gives rise to a whole range of advantages in automotive production: Compared with glass fibre, natural fibres normally result in a reduced component weight. Renewable raw materials help to reduce the consumption 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. If recycled in the form of energy they have an almost neutral CO2 balance, as only as much CO2 is released as the plant absorbed during its growth.

Raw material Wood

Use Base for door panelling

A biopolymer is used for the engine cover of the new Mercedes-Benz CLA-Class (petrol engine M 270). The polyamide employed in the production of the engine cover for the CLA-Class consists of around 70 % vegetable raw materials. These are obtained from the seeds of the castor-oil plant. This biopolyamide does not have to be produced from crude oil by means of a complicated process, but can be processed just as effectively as polyamides based solely on mineral oil. Carbon dioxide from fossil sources arises here solely during production and processing of the plastic. These processes are identical to those relating to conventional plastics. As Figure 2-13 shows, production of an CLA-Class engine cover from this biopolyamide results in only around 40% of the quantity of carbon dioxide emissions which would be necessary in order to produce the same component from a conventional polyamide. The difference per component amounts to around 6.5 kg of carbon dioxide emissions. In this way, this technology makes a significant contribution towards climate protection.
Carbon dioxide emissions [kg/component]

12

n Production of
10 biopolyamide

Coconut fibres, wool and natural rubber

Padding for drivers and front passengers backrest

n Production of
8 conventional polyamide

n Production of
6 components and fillers

Wool Cellulose, wood Paper honeycomb Biopolyamide

Needlefelt for insulating materials Filters, activated charcoal filter Boot floor Engine cover (petrol engine M 270)

Table 2-4: Application fields for renewable raw materials

0 Conventional engine cover Engine cover made of biopolyamide

Figure 2-13: Comparison of carbon dioxide emissions when producing a CLA-Class engine cover using a biopolyamide as opposed to a conventional polyamide.

Biopolymers are plastics which are produced in part from vegetable-based

raw materials rather than solely from mineral oil. As they grow, plants absorb carbon dioxide (CO2) from the atmosphere and store it in the form of carbon compounds. In contrast to mineral oil-based plastics, biopolymers thus consist primarily of atmospheric carbon.

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3 Process documentation
Focus on Design for Environment Sustainable product development (Design for Environment, DfE), was integrated into the development process for the CLA-Class from the outset. This minimises environmental 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 recycling 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. Reducing the environmental impact of a vehicles 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. The environmental burden can often only be reduced at a later date by means of downstream end-of-pipe measures.. We strive to develop products that 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 acceptable 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 and, at the same time, to meet 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.

In organisational terms, responsibility for improving environmental performance was an integral part of the development project for the CLA-Class. Under the overall level of project management, employees are appointed with responsibility for development, production, purchasing,

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In the case of the new Mercedes-Benz CLA-Class, environmental aspects were systematically taken into account at the earliest development stage.

sales, and further fields of activity. Development teams (e.g. bodyshell, drive system, interior) and cross-functional teams (e.g. quality management, project management) 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 development 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. 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 of deriving improvement measures where necessary. The integration of Design for Environment into the operational structure of the development project for the CLA-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 coordinat-

ed 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 teams. The process carried out for the CLA-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 environmentally compatible product development 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. 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 the South German Technical Inspection Authority (TV SD Management GmbH) in 2012.

Figure 3-1: Design for Environment activities at Mercedes-Benz

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CERTIFICATE
The Certification Body of TV SD Management Service GmbH certifies that

5 Conclusion
The new Mercedes-Benz CLA-Class 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 worlds first automotive manufacturer 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 relating to the integration of environmentally acceptable product development into the higher-level environmental and quality management systems have been met, as also confirmed by TV SD Management Service GmbH. The Environmental Certificate documents the results for evaluating the environmental compatibility of the new CLA-Class. 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. Mercedes-Benz CLA-Class customers benefit from low fuel consumption, low emissions and a comprehensive recycling concept, among other things. Furthermore, a high percentage of the materials used are high-quality recycled materials and renewable raw materials. The CLA-Class therefore boasts an exemplary Life Cycle Assessment.

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

Daimler AG

ISO 14001:2004 with ISO 14006:2011 and ISO/TR 14062:2002

was provided in an audit, report No. 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 2015-12-06, Registration-No. 12 770 13407 TMS with reference to the certificate ISO 14001:2004 of Daimler AG, Mercedes-Benz Werk Sindelfingen (Registration-No. 12 104 13407 TMS).

Munich, 2012-12-07

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6 Glossary
Term ADP Allocation AOX AP Base variant BSB CSB DIN ECE EP Explanation 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. 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. 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. Acidification potential; impact category expressing the potential for milieu changes in eco-systems due to the input of acids. Basic version of a vehicle model without optional equipment, generally Classic line and small engine variant. Biological oxygen demand; taken as measure of the pollution of waste water, waters with organic substances (to assess water quality). Chemical oxygen demand; used in the assessment of water quality as a measure of the pollution of waste water and waters with organic substances. German Institute for Standardisation (Deutsches Institut fr Normung e.V.) Economic Commission for Europe; the UN organisation in which standardised technical regulations are developed. Eutrophication potential (overfertilisation potential); impact category expressing the potential for oversaturation of a biological system with essential nutrients.

GWP100 HC IDIS ISO IMDS Impact categories KBA LCA MB NEDC NF metal NMVOC POCP Primary energy Process polymers SLF

Global warming potential, time horizon 100 years; impact category describing the possible contribution to the anthropogenic greenhouse effect. Hydrocarbons International Dismantling Information System (internationales Demontage-Informationssystem) International Organisation for Standardisation International Material Data System 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. Federal Motor Transport Authority (Kraftfahrtbundesamt) Life Cycle Assessment Compilation and evaluation of input and output flows and of the potential environmental impacts of a product system throughout its life. Mercedes-Benz New European Driving Cycle; cycle used to establish the emissions and fuel consumption of motor vehicles since 1996 in Europe; prescribed by law. Non-ferrous metal (aluminium, lead, copper, magnesium, nickel, zinc etc.) Non-methane volatile organic compounds (NMHC Non-methane hydrocarbons) Photochemical ozone creation potential (summer smog); impact category describing the formation of photooxidants (summer smog). Energy not yet subjected to anthropogenic conversion Term from VDA materials data sheet 231-106; the material group process polymers comprises paints, adhesives, sealants, protective undercoats Shredder Light Fraction; non-metallic substances remaining after shredding as part of a process of separation and cleaning.

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Imprint Publisher: Daimler AG, Mercedes-Benz Cars, D-70546 Stuttgart Mercedes-Benz Technology Center, D-71059 Sindelfingen Department: Design for Environment (GR/PZU) in cooperation 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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Daimler AG, Global Communications Mercedes-Benz Cars, Stuttgart (Germany), www.mercedes-benz.com