Getting more out of your truck. For operators and the...

Getting more out of your truck. For operators and the environmentTrucks you can trust

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Contents

Measures to reduce fuel consumption 4–42

Influencing factors involving the vehicleand its condition 6 –15

Engine 8Powertrain 8–9Tyres 10–11Aerodynamics 12Vehicle equipment 13Technical condition of the overall trailer combination 14Semitrailers, trailers, bodies 15

Influencing factors involving the particular operating conditions 16–22

Applications 18Route profile 19Weather 20Speed 21Weight 22Fuel quality 22

Influencing factors involving the driver and environment 24–29

Knowledge of vehicle and application 26Driver satisfaction 26Driving style 27Effect of a new truck 28Bonus schemes 29

Fuel consumption measurements 30–37Difficulty in measuring fuel consumption 32Precise refuelling 33Precise calculation of fuel consumption 33Prerequisites for comparable measurement results 34Fuel consumption tests 35

Internal fuel consumption measurements 36External fuel consumption measurements 37

Mercedes-Benz line-up for optimising fuel consumption 38–42

Mercedes-Benz DriverTraining 40FleetBoard® 41Service and maintenance 42

Actively protecting the environment 44–67

Environmental protection as part of vehicle operation 46–58

Greenhouse effect 48Greenhouse gases at a glance 48–50Emissions standards 50Noise 51Renewable energies 51Alternative fuels 52Alternative fuels at a glance 53–56Alternative drive systems 56Alternative drive systems at a glance 57Our commitment to alternative fuels and drive systems 58

Recycling and used parts 60–63Truck recycling at the Mercedes-Benz Used Parts Centre 62–63

Environmentally responsible vehicle production 64–67

Environmental protection at the Wörth plant 66The principle behind environmental protection couldn’t be simpler: teamwork 67

Introduction

Sophisticated trucks like the Actros, Axor and Atego operate economically and in an environ-mentally-friendly manner at the same time, whether in long distance haulage, short radius distribution or on the construction site. All thanks to the reliable, ultra-economical engines and BlueTec®, the SCR diesel technology from Mercedes-Benz.Fuel consumption, however, is influenced by a multitude of other factors. Even the most economical engine cannot always make up for losses elsewhere, due to factors such as insufficient tyre pressure, incorrectly adjusted wind deflectors or the driving style. In short, drivers and operators, and we as the manufacturer, are responsible for low fuel consumption and reduced emissions. Ongoing optimisation of vehicle technology along

with a constant reduction in the energy and resources that go into producing our trucks demonstrate just how successfully we have assumed this responsibility. The virtually total recyclability of our vehicles, the long-term commitment to alternative fuels and the development of future-proof, alternative drive systems are other examples of how we are consistently enhancing the environmental compatibility of our trucks. Regardless of whether you look at it from an economic or environmental perspective – the crucial factor is our desire to make the job as easy as pos sible for you as an operator and driver. With trucks that are economical and environ-mentally-friendly in every respect; and with a range of services designed to ensure things stay that way in future.

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The right way to drive. The right way to saveMeasures to reduce fuel consumption

Measures to reduce fuel consumption

Lower fuel consumption improves cost- effectiveness and competitiveness. To put this apparently simple formula into practice, you first need to know exactly what factors are responsible for fuel consumption. Take a closer look and you realise just how many there are. So we’ve put together the key factors that influence fuel consumption in three groups: apart from the vehicle and vehicle condition, and not forgetting operating conditions, the driver can also have a substantial impact on fuel consumption. The positive thing about

this multitude of factors is that they tend to entail simple measures which demonstrably save diesel. Nonetheless, this large number of individual factors does of course make it extremely difficult to carry out objective fuel consumption and comparative measurements – we will examine this issue at various points. That doesn’t mean we’re going to tell you how to do your job. We just want to help reduce your running costs and help you save fuel – now and in future.

Influencing factors involving the vehicle and its condition

Making savings is also always about technologyInfluencing factors at a glance: engine, powertrain, tyres, aerodynamics, vehicle equipment, technical condition of the overall trailer combination, semitrailers, trailers, bodies

Fuel is scarce. And more expensive than ever. That’s why it’s all the more important to take full advantage of the opportunities to reduce fuel consumption that vehicle technology offers. After all, even incorrectly adjusted air deflectors or a powertrain incorrectly set up for the par ticular application will notably increase fuel consumption. In short, even small measures can go a long way to making a big difference and, in turn, reduce fuel consumption.

Influencing factors: vehicle

8 9Influencing factors: vehicle

The engine

Even if numerous factors affect fuel consump-tion, a frugal engine is a basic requirement for economical driving. That’s why the engines in the Actros, Axor and Atego are fitted with BlueTec®, the SCR diesel technology from Mercedes-Benz. This technology permits ultra-efficient, low-emission and economical combustion of the fuel, thus offering the ideal conditions for low fuel consumption. In addition, all BlueTec® engines are designed

to deliver high output, even in the economical low speed range.But that’s only half the story: the low fuel consumption of our BlueTec® engines has not only been verified in rigorous internal tests, independent, external test results are equally conclusive. Anyone using BlueTec®, the SCR diesel technology from Mercedes-Benz, has an engine on board that can contribute substantially to economical driving.

The powertrain

Everyone knows that an optimum powertrain configuration can save substantial amounts of fuel. Consequently, the combination of engine, transmission, rear axle and tyres needs to be tailored as effectively as possible to the expected operating conditions. Anyone who clocks up mile after mile on the motorway at high average speeds should tend to go for a powertrain with longer ratios. Too short a ratio translates into high engine revs at these high speeds, compared with a powertrain with a long ratio. And high engine revs mean higher fuel consumption.

The option of fitting a retarder should also be looked at closely. In addition to higher average speed, lower brake wear and the extra safety help improve the bottom line. A steered trailing axle can also demonstrably reduce fuel costs in heavy-duty, short radius distribution. The midlift axle (17.5") available for semitrailer tractors can also help reduce fuel consumption. Compared with conventional forward-trailing axles it weighs a good 250 kg less, thus boosting the payload. In essence, you need to consider all conditions when con-figuring the powertrain.


Fitting a truck with an automated trans-mission has also been shown to reduce fuel consumption. That’s why the Actros for long distance haulage applications comes as standard with the Mercedes PowerShift 2 automated transmission. It eases the burden on the driver and saves fuel.Some Axor models are also available as an option with the consumption-reducing Mercedes PowerShift automated transmission, while Actros construction trucks can be fitted with Mercedes PowerShift Offroad.Even factors that only indirectly affect the powertrain need to be taken into account:

the Motor Stop/Start system – available as standard for the Atego and Axor (up to 240 kW [326 hp]) – pays for itself in no time at all with short radius distribution operations, thanks to its enormous savings potential: as soon as the vehicle has been idling for at least three seconds and the clutch has not been pressed, it automatically switches off the engine – and restarts it when it is time to move off. This saves a great deal of fuel particularly in urban areas, eases the burden on the driver and improves urban air quality thanks to lower emissions.


Tyres

It’s not just in Formula 1 that the utmost impor-tance of tyres is apparent; when it comes to transporting freight they also play a decisive role. Every tyre is designed for a specific application and fulfils particular requirements in terms of fuel consumption, safety and mileage for that application. A tyre optimised for low rolling resistance will not help reduce fuel consumption with short radius distri-bution and should therefore only be used for long distance haulage. In addition to the application-specific selection of tyres, a whole series of other factors also come to bear that may influence fuel consumption: apart from

increased fuel consumption. The application-specific tyre size also needs to be taken into account when selecting tyres. A larger contact patch may entail a higher rolling resistance under certain circumstances and, in turn, higher fuel consumption depending on the application. The tyre type (heavy/light tread) can also have a direct impact on fuel consump-tion and should therefore also be tailored to the job in hand and weather conditions.Fuel consumption can generally be reduced – assuming the powertrain configuration is correct – by using low-profile tyres. Extra-wide tyres (compared with consumption- optimised

the tread depth and type, the tyre size and, not least, the correct tyre pressure are impor-tant. For instance, new tyres have a larger circumference than worn tyres due to their tread depth. Compared with worn tyres, that theoretically means a shorter distance travelled1 and, in turn, theoretically higher fuel consumption for each kilometre driven. The increased working deflection of new tyres with their high-tread depth may also lead to

twin tyres) can also help reduce fuel consump-tion. And due to their reduced working deflec-tion, regrooved tyres represent a highly cost-effective alternative which reduces fuel consumption compared with new tyres. Optimum tyre pressure is another source of major potential savings. Driving with insuffi-cient tyre pressure results in excessive fuel consumption. But not only does fuel consump-tion rise – increased wear, lower mileage, as

up to 5 % – regular tread instead of off-road tread

up to 4 % – regrooved tyres

up to 5 % – optimised rolling resistance tyres

up to 2 % – extra-wide tyres

up to 1 % – low-profile tyres

Reduced fuel consumption


well as damage that cannot be seen from the outside (a potential cause of a subsequent burst tyre) are other consequences. Hence, tyre pressure should be regularly checked – every time the driver stops to refuel, for instance.

To minimise tyre-related fuel consumption, Mercedes-Benz carries out ongoing tests in close collaboration with all the leading tyre manufacturers. This enables us to ensure our sales staff can find the right tyre for you that is best suited to your vehicle and your application.1 per tyre revolution

Increased fuel consumption

up to 1 % – larger tyre width, front

up to 4 % – insufficient tyre pressure

up to 6 % – larger tread depth


Reduced fuel consumption Increased fuel consumption

Aerodynamics

Put your hand out of the window at 50 mph and you soon appreciate the effect of air resistance and, in turn, aerodynamics on fuel consumption. Measurement results highlight just how important an overall analysis of the trailer combination is. But details also play a part. Take, for instance, the aerodynamically optimised, optional A-pillar trim on the Actros that helps reduce fuel consumption. A saving

useful detachable body part may well make the truck look better but it also increases aero-dynamic drag – the reason why detachable body parts such as air horns or roof-mounted lights always lead to a slight increase in fuel consumption. By comparison, aerodynamically enhancing detachable body parts such as air deflectors, side skirts and front apron produce substan-

that does, however, come at the expense of a slightly greater build-up of dirt on the side windows and exterior mirrors. This kind of

tial fuel consumption savings. And that contributes in the long term to lower costs and greater cost-effectiveness.

Roof-mounted light

Excessive space between semitrailer and cab

Air horns

Sun visor

up to 1.25 %

up to 1 %

up to 5 %

up to 7.5 %

up to 1 %

up to 2 %

up to 0.3 %

up to 0.2 %

Side skirt for semitrailer tractor

Actros A-pillar trim

Side skirt for trailer/semitrailer

Air deflectors, front apron


Vehicle equipment

We produce around 370 trucks a day in the Wörth plant in Germany. But the chances of two identical vehicles coming off the pro-duction line on the same day are virtually nil. Small, practically ’invisible’ differences account for the slight variances in fuel con-sumption from one truck to another: alter-nators with different capacity, various power take-offs or different air compressors. After all, whatever generates friction, consumes

The optimised compressed-air control system on the Actros likewise saves fuel by ensuring that the air compressor normally functions in overrun mode. The supply pressure – increased from 10 to 12 bar – and reduced air spring lifting times also improve cost-effectiveness. As you can see, all equipment features need to be taken into account as these “hidden factors” can cause very substantial differences when measuring fuel consumption between different

compressed air or electricity while driving, also always consumes fuel. That is one reason why Mercedes-Benz trucks have been using controlled air compressors since March 2005. This technology reduces compressor power loss and, in turn, fuel consumption. The dual-stage controlled water pump on the Actros developing 320 kW (435 hp) also reduces fuel costs.

vehicles. But the drive to save power and hence fuel should not encourage you to compromise on optimum comfort and safety. Not least because the impact of an air conditioning system on driver well-being has a greater impact in terms of cost-effectiveness and safety than the possible resulting increase in fuel consumption.

Optimised compressed- air control system

Driver assistance and dynamic handling system

Alternator

Power take-off

Air conditioning system

Dual-stage controlled water pump


Technical condition of the overall trailer combination

There can be no doubt that regular care and maintenance is absolutely essential for economical vehicle operation. The vehicle’s technical condition is an important issue since the fuel consumption figures between a new truck and a truck that has already been run in can be substantial due to the increased friction of bearings and major assem-blies, as well as the new tyres; this should be taken into account when com paring fuel consumption. What’s more, a high alternator

output caused by additional lighting, an imprecise steering setting (track) and many years of use pushing the axles out of parallel (offset), may, in our experience, push up fuel consumption.A regular check of the electrical system as well as the axle and steering settings at the various maintenance intervals, along with regular tyre checks are therefore not only recommended but definitely pay off in the long term.


Semitrailers, trailers, bodies

Troubleshooting a sudden increase in fuel consumption may often involve looking no further than the tractor unit, although the cause may be the semitrailer or trailer, given that they tend to have a much longer life than a tractor unit. In addition, many of the effects that apply to a tractor unit also apply to the rear section of the combination: new semi-trailers and trailers that have not been run in (< 20,000 km) can cause a substantial increase in consumption. The same applies to new tyres with unequal tread wear and insufficient tyre pressure. The semitrailer or trailer also accounts for up to 60 % of the rolling resist-

ance. In addition, technical shortcomings such as an increased loss of compressed air and the associated higher compressor output can increase fuel consumption. On older trailers or semitrailers, the axle alignment can cause increased fuel consumption.As a general rule, different semitrailers, trailers and bodies with the same tractor unit can produce a considerable difference in fuel consumption, because the aerodynamics of the combination changes, and because the output requirements vary depending on the set-up.

Influencing factors involving the particular operating conditions

Making savings whatever happens on the roadInfluencing factors at a glance: applications, route profile, weather, speed, weight, fuel quality

In the haulage business every day is different, and every job, too. A great remedy for boredom. But often bad for fuel consumption. After all, you never know what’s going to happen next on the road: tailbacks on the motorway, stop-and-go traffic and diversions in the city centre, or thick mud and mire on the construction site – all of these factors conspire to ensure economical driving is not always as simple as the theory might suggest.

Influencing factors: operating conditions

18 19Influencing factors: operating conditions

Applications

Whether it’s long distance haulage, short radius distribution or construction site applications – fuel consumption can vary by up to 50 % with the same engine output. A case in point is usage in construction site operations compared with long distance haulage, given the dissimilar route profiles or different road conditions. Even when it comes to the same application, differences in average speed and traffic volume can produce differences in fuel consumption of up to 30 %: if a tipper spends most of its journey on the motorway, then it will definitely consume less fuel than an identical vehicle

completing an equally long journey along rural roads and through small towns, even though both have the same load. State-of-the-art tech-nology is the only way of providing a realistic estimate or comparison of fuel consumption: FleetBoard® from Mercedes-Benz also enables different journeys and different applications to be compared using specific key variables ( topography, vehicle load, etc.). In general, fuel consumption should only be compared on the same route with identical traffic volume and identical weather conditions. More information can be found in the section “Difficulty in measuring fuel consumption”.

Long distance transport

Short radius distributionConstruction transport


Route profile

Additional fuel consumption

Traffic lights: Accelerating from a standstill increases fuel consumption

Mountains: Climbing gradients increases fuel consumption

Tailbacks: Stop/start traffic increases fuel consumption

While navigation systems or fleet manage-ment systems, such as FleetBoard® from Mercedes-Benz, can help choose the optimum route, you simply can’t drive around every obstacle. Mountains, tailbacks and traffic lights not only waste time and fray nerves, they are also the main factors preventing low fuel consumption. Topography and traffic volume aside, frequent load changes in particular substantially increase fuel consumption. Take,

It is obvious that driving through urban areas as a short cut generally does not pay off in terms of fuel consumption. Choosing a route that is as flat as possible will pay dividends with fully laden tractor/trailer combinations since an altitude difference of 100 m can increase the fuel consumption of a 40-tonne trailer combination by up to one litre compared with a flat leg. In short, care-ful trip and route planning can help maintain

for instance, a single stop at traffic lights which can increase fuel consumption by up to 0.5 l.

a consistent speed, thus helping to reduce fuel consumption.


Weather

Come summer or winter, rain or shine – the weather also influences fuel consumption. On wet roads, the rolling resistance of the tyres increases; in warmer weather the engine fan has to reduce the coolant temperature more often while the air conditioning compressor also takes its toll. But you should not dispense with the comfort and the impact on driver well-being afforded by an air conditioning system.

Investing in an auxiliary heater or an auxiliary air conditioning system can also help reduce fuel consumption. Because regardless of whether the cab is heated or cooled – both systems in any case consume less than an engine running while the vehicle is stationary. AdBlue consumption is also influenced by the weather: air humidity and cooler intake air reduce the combustion temperature, thus generating fewer nitrogen oxides (NOX)

Braking intervention using the engine brake can also help reduce fuel consumption in warm weather. Thanks to the higher engine speed more coolant is pumped through the radiator and the engine fan is used for shorter periods, all of which saves diesel.

during combustion and consuming less AdBlue in the process.

Influencing factor: climate

Spring Summer Autumn Winter


Speed

Basically, higher speed translates into increased fuel consumption on the road. Frequent overtaking and aggressive, performance- oriented driving can easily push the increase in fuel consumption into the double-digit percentage range. By contrast, a defensive style of driving, anticipating what is happening ahead, can cut fuel consumption. Another demonstrably effective option for saving diesel is to reduce the top speed by electronically limiting the speed to 53 mph or even 50 mph.

The theoretical gain in time achieved, for instance on the motorway, with a higher top speed is often lost again in practice at another point and does not justify the resulting higher fuel consumption. Take the following, for instance: travelling 62 miles at 56 mph instead of 50 mph will theoretically cut 8 minutes off the journey time. In practice though, the time saved is just 2 to 3 minutes; the additional fuel consumption is, however, more than 11 %.

50


Weight

Unlike speed, where fuel consumption increases exponentially, the gross combination weight essentially affects fuel consumption linearly. In short, the more mass transported, the higher the fuel consumption. But there are opportunities here, too: weight savings through aluminium wheels, aluminium air bellows and dispensing with a spare wheel are some

of the ways to permanently increase transport capacity, thus enhancing cost-effectiveness. It is equally important to ensure that the fuel tanks are dimensioned according to the application. Because each unnecessary litre of fuel on board increases weight and, in turn, fuel consumption.

Fuel quality

Fuel quality can also influence fuel consump-tion, for not all diesel is the same. Refuelling with biodiesel improves the Life Cycle Assess-ment (LCA), but can also promote increased fuel consumption. Ultimately, everyone will need to weigh up the pros and cons for themselves. Mineral fuels which do not meet the DIN/ISO norm and which you occasionally come across outside Western Europe can also increase fuel consumption.

Fuel additives that are supposed to reduce fuel consumption have no demonstrable benefit in our experience. What’s more, they can reduce the engine’s service life and affect components in the injection system, resulting in additional costs as well as increasing fuel consumption.

Influencing factors involving the driver and environment

Every credit for making savingsInfluencing factors at a glance: knowledge of vehicle and application, driver satisfaction, driving style, effect of a new truck, bonus schemes

Anyone who gets into a truck, sits behind the wheel and sets off has a great deal of responsibility resting on their shoulders. For the vehicle, for the load, for themselves and their fellow road users and, of course, to a certain extent also for how much fuel is used. It requires grit and determination, and warrants respect and credit. Everyone involved needs to pull together if you’re going to optimise fuel consumption. What’s more, it’s a challenge that doesn’t go away. Day after day, mile after mile.

Influencing factors: driver and environment

26 27Influencing factors: driver and environment

Knowledge of vehicle and application

As new technical features and innovations come along, we need to keep up with the latest developments. Even the very latest trucks undergo rapid technical developments: a driver’s patchy knowledge of the technology on board the vehicle and how to use it may mean the vehicle’s full potential is not exploited and so push up fuel consumption. Whether simply studying the owner’s manual or an

induction by a colleague or salesperson is sufficient to remedy these shortcomings often depends on the particular driver. Driver training courses are in any case a demonstrably effective tool to help promote efficiency and the safe, fuel-efficient use of the vehicle. What’s more, the cost of this active ‘learning’ will pay for itself many times over.

Driver satisfaction

Trucks are primarily there to make money. But – and that’s what’s so good about today’s advanced trucks – they can also motivate and make people happy. Vehicle equipment tailored to the driver’s needs and job requirements, such as ergonomically designed seats and a

comfortable bed, helps ensure that the driver feels good and stays fit. In general, it also leads to a more economical style of driving because if you enjoy what you’re doing and are rested, then you’ll tend to work in a more relaxed, more effective way.


Driving style

People tend to be creatures of habit, and much of what we do “as second nature” makes life easier or helps us perform a certain task just as it’s meant to be done. Things are different though when it comes to driving style. Driving style can influence fuel consump tion and so you need to adapt continually as circum-stances change. Adapt, say, to changing operating conditions or when you switch to a truck with an engine that is less/more powerful. A style of driving that focuses on the medium engine range – still used by many experienced drivers and which is still absolutely appropriate for vehicles built before 1995 – increases fuel consumption.

Today’s Mercedes-Benz trucks are designed differently: the simple rule of thumb “low engine speed wherever possible, high engine speed where necessary” enables a great deal of fuel to be saved. Experience from numer-ous driver training courses tells us that changing driving habits is anything but easy. But that same experience also tells us that courses such as Eco Training from Mercedes-Benz help drivers enormously to adopt a more efficient style of driving. Because it trains them to drive more economically and helps them combat stress, without compromising transport capacity.

Eco Training

28 29Influencing factors: driver and environment

Effect of a new truck

A new truck consumes more fuel than a run-in truck until it has clocked up around 30,000 km, and it is often treated differently to a familiar truck. You also frequently find that drivers like to see what their new vehicle is capable of, and that may also increase fuel consumption with new vehicles.

Driver training courses and organised tests can help avoid this effect or at least mitigate it by standardising in advance the way a new vehicle is handled. Fleet management systems such as FleetBoard® from Mercedes-Benz can also help compare the style of driving, espe-cially with new vehicles, and help objectively calculate fuel consumption.

Vehicle that has not been run in

Vehicle that has been

run in


Bonus schemes

Bonus schemes are often mooted as a way of minimising fuel consumption: anyone managing to reduce fuel consumption is also rewarded for their efforts. Unfortunately it’s not quite that simple in practice. To ensure that such a system is understandable and fair to drivers, you shouldn’t merely start com paring actual fuel consumption. Factors such as transport capacity, route and vehicle speed also need to be taken into account. Key benefits come courtesy of FleetBoard® from Mercedes-Benz or a comparable system that factors in and compares disparate oper-ating conditions as part of the assessment – objectively and in a way that everyone can understand. Furthermore, a bonus system still needs to take into account a whole host of other factors. It has been shown that bonuses in kind and awards – for tax reasons too – are preferable over financial rewards. Other crucial factors include the period for which a bonus is granted and how many drivers can receive it. Say the period in question is a whole year – and only

the best driver will end up with a bonus – then many of the other drivers will soon lose all interest in fuel efficiency. In other words, a bonus system should reward the hard work of as many drivers as possible – on a quarterly basis and then again at the end of the year would be one solution. That will increase moti-vation while helping ensure the issue of fuel-efficient driving is always at the front of everyone’s mind. Whether a bonus system makes sense for everyone involved and the intricacies of how it is set up depends ultimately on the particular company and its individual circumstances. One thing is, however, sure: bonus systems set up in a fair and understandable way can help reduce fuel consumption. Because they promote a more conscious, anticipatory style of driving, encouraging drivers regularly to check factors that matter such as tyre pressure or the adjustment of the wind deflectors. All of which saves fuel, reduces costs and increases competitiveness.

Fuel consumption measurements

Before you get the right results, you need the right measurementsDifficulty in measuring fuel consumption, precise refuelling, precise calculation of fuel consumption, prerequisites for comparable measurement results, fuel consumption tests, internal fuel consumption measurements, external fuel consumption measurements

Fuel consumption measurements are a science unto themselves. But they are indispensable for testing the effectiveness of individual technical developments and improvements. And also to prove the effect of the various factors on fuel consumption. They act as the basis for further optimisation work and, of course, also underpin well-founded results of comparative tests. Only if the test conditions and the test vehicles are comparable can you reliably come up with test results that are also comparable.


3332 Fuel consumption measurements

Difficulty in measuring fuel consumption

When it comes to measuring fuel consumption, you basically need to bear just one thing in mind: everything! Yet it’s not particularly easy, because in addition to external variables such as route, traffic volume or weather, the vehicles themselves make it difficult to calculate fuel consumption precisely. This applies to vehicles from different manufacturers, and it equally applies to vehicles where you have the same model and manufacturer. Not least because they are all subject to technical modifications and enhancements as well as to individual, application-specific equipment features.Consequently, fuel consumption tests or com-parison test drives to calculate fuel con-sumption (of comparably equipped and run-in vehicles) must be meticulously prepared and conducted. The actual fuel consumption

should only be calculated using precise refuelling and in conjunction with actual dis-tances and measurements of driving times. To ensure the same operating conditions, the vehicles should complete the comparison route while remaining in visual contact. And in the case of comparison test drives with semitrailer tractors we recommend replacing the semitrailer after completing half of the route. A host of other factors such as the pre-cise adjustment of wind deflectors also need to be taken into account to provide exact measurement and comparison results. In short, the more painstaking the preparation and implementation of the fuel consumption measurements, the more precise and compa-rable the results will be.

Test route


Precise refuelling

To determine how much fuel has been con-sumed you need to know exactly how much was in the tank in the first place. Therefore the quantity in the tank should be carefully marked. After the fuel consumption test, the vehicle should be parked in the same posi-tion while being refuelled and the same fuel pump used to rule out inaccuracies wherever pos sible. And the fuel should be filled pre-

cisely to the level of the mark. You must also ensure that the fuel in the tank is at the same temperature when taking the measurements. Warmer fuel takes up more space than colder fuel. And that can also lead to substantial variations depending on the volume of the fuel tank and make measuring the fuel consump-tion more difficult.

Precise calculation of fuel consumption

A special, calibrated fuel consumption meter should be installed in the particular vehicle and used to study fuel consumption precisely, as per the approach adopted at Mercedes-Benz. Alternatively, or in addition, the fuel consump-tion can also be determined through precise refuelling. This provides an opportunity to check and helps identify and factor in possible measurement errors. An exact measurement of the route driven is equally essential. Bear in mind that the distance travelled displayed

in the instrument cluster may vary – depend-ing on the vehicle and manufacturer – as a result of statutory regulations and tolerances. The circumference of the tyres can also lead to different results for the distance travelled. If you’re going to measure the fuel consump-tion of several vehicles and you come up with several distances in the various displays, you’ll need to take one of the readings as the basis for calculating fuel consumption.

34 35Fuel consumption measurements

Prerequisites for comparable measurement results

Disparate data must be calculated, analysed and factored into the results to assess fuel consumption and mileage objectively. Direct comparability requires meticulous prepara-tion to ensure a well-founded analysis of fuel consumption and sound assessment of the results. To this end, the current mileage of the engines as well as the condition of semitrailers, trailers and all the tyres must be checked and taken into account.In addition, a single journey from A to B is not sufficient to draw specific conclusions about the correlation between mileage and fuel consumption in a scientific way.

Additional information, such as engine data, transmission and axle efficiency as well as cooling power and aerodynamics, needs to be taken into account to draw any reliable conclusions.What is essential, though, is that the measure-ment and comparison test drives are conducted under identical operating conditions. Bear in mind that identical vehicle configurations and operating conditions are the only way of pro-ducing truly comparable measurement results.

Checklist for test setup

Vehicle modelInitial registrationMileageCab designAerodynamic detachable body parts (roof spoiler, side trim, front apron, cab side deflectors)Vehicle bodyEngine and oil typeTransmission typeRetarderTyres (front and rear)

Additional assembliesSemitrailer/trailer (total height, clearance, body, number of axles, tyres on each axle)Application (long distance, construction, short radius)Route descriptionVehicle utilisation (%)Fuel consumption (and calculated route)Data on comparison vehicle


Fuel consumption tests

When we fine-tune our trucks, we always do so with a view to optimising fuel consumption, by adopting large and small measures alike. One example is BlueTec®, the SCR diesel tech-nology from Mercedes-Benz: the fact that trucks with a BlueTec® engine consume less fuel than identical vehicles without this technology has already been proven in numer-ous tests.

But even compared with SCR competitors and especially compared with EGR competitors, BlueTec® offers notable benefits: the lower fuel consumption is down to increased peak pres-sure, an increased compression ratio as well as low exhaust backpressure thanks to larger silencers. Independent tests are also testimony to the outstanding results achieved by the Actros and BlueTec®, the SCR diesel techno-logy from Mercedes-Benz. See for yourself.

BlueTec® method of operation

Engine

AdBlue tank

Supply unit

SCR catalytic converter

Metering unit

36 37Fuel consumption measurements

Internal fuel consumption measurements

Less than 20 l diesel per 100 km (14.53 mpg) – the result of the consumption test for the new, run-in Actros under the watchful eye of DEKRA. Naturally – this record-breaking result was achieved under ideal conditions on the test facility in Nardo, Southern Italy. But let’s not forget that the 40-tonne semitrailer com-bination only used vehicle technology that is available for series-production vehicles: for instance BlueTec® 5, Mercedes PowerShift 2, extra-wide tyres for the drive axle and, of course, the ex-factory aerodynamic trim for the tractor unit and trailer. Fuel consumption of 19.44 l diesel per 100 km (14.53 mpg) recorded in the test drive conducted over 12,728 km (7,908 miles) not only shows what state-of-the-art vehicle technology can achieve, but it primarily shows to what extent factors such

as traffic volume, weather and style of driving are responsible for fuel consumption, as opposed to the vehicle technology. In parallel with the test drive in Nardo, measurements were taken using a comparison vehicle in everyday traffic. The results confirm that only around 60 % of the fuel consumption is down to the vehicle technology. The difference, i. e. between 10 and 15 l per 100 km, is influenced by factors such as the traffic situation, topo-graphy and style of driving. In other words, even if the record-breaking results from Nardo cannot be replicated in everyday conditions, they nonetheless impressively demonstrate the kind of potential savings the Actros, Axor and Atego offer operators, fleet managers, drivers, logistics managers and traffic planners.


External fuel consumption measurements

Fuel consumption measurements as well as analysis and associated results depend on a multitude of factors, and not least on the people and institutions behind them. Since we are

not the only ones testing Mercedes-Benz trucks, we would not want to keep from you some of the conclusions reached by the trade press.

“In terms of cost-effectiveness

the Actros appears to be

unbeatable at present.”

(Source: Internationale Transport Revue

10/2006)

“The Actros is right out in front,

being the most economical when

partially and fully laden.”

(Source: Fernfahrer No. 7/2009)

“The Mercedes Actros 1846 offers a superb mix of its trademark equilibrium with no shortcomings and the best fuel consumption.”(Source: Lastauto Omnibus 2/2009)

“... and the winner is: Daimler with the Mercedes-Benz Actros 1844 SCR L.”(Source: KFZ-Anzeiger No. 10/2009)

Mercedes-Benz line-up for optimising fuel consumption

Leading the field by exampleMercedes-Benz DriverTraining, FleetBoard®, service and maintenance

To provide you with even better support for optimising fuel con-sumption, we go much further than simply building fuel-efficient trucks. With extensive technical advice from our trained sales personnel, and services such as FleetBoard® and Mercedes-Benz DriverTraining, we offer you a range of measures that enables you to manage your fleet more efficiently and more cost-effectively.

Line-up for optimising fuel consumption

40 41Line-up for optimising fuel consumption

Mercedes-Benz DriverTraining

Anyone coming to Mercedes-Benz in Wörth, Germany to collect their new truck can take part in practical training as part of the driver information session which introduces them to the most important features of their new vehicle. After all, if you can fully utilise the potential of a new truck, then you can do the job with consummate ease and save fuel to boot. As an option, you can take part in DriverTraining Plus on the day you collect your vehicle: two extra hours of training that really pay dividends. Or should you wish to stay closer to home Mercedes-Benz DriverTraining in the UK runs a range of courses to help ensure that topics such as safety and economy are uppermost in

drivers’ minds. Our Eco Training is testimony to how these courses pay off even after a short time: we provide tips which will enable you to adopt a style of driving which can save up to 10 % fuel – without compromising performance. With the introduction of the new Driver CPC legislation we can also provide the assist-ance and expertise to help drivers and fleet managers prepare for and adjust to the CPC requirement. We are able to offer approved training courses at facilities across the UK. For information on Mercedes-Benz DriverTraining in the UK please visit www.mercedes-benzdrivertraining.co.uk

Line-up for optimising fuel consumption

FleetBoard®

FleetBoard® is a telematics-based internet service that manages and optimises fleet management. FleetBoard® can help reduce fuel consumption substantially. As a “precision tool” for delivering highly cost-effective oper-ations, it provides maximum optimisation at minimal cost: FleetBoard® can be used to provide extensive job and fuel consumption analysis in addition to optimum route and trip planning. FleetBoard® also enables different journeys and applications to be compared in relation to fuel consumption and the rigours of each job by utilising particular key variables. This information can be used to objectively illustrate which drivers are particularly eco-nomical and which ones may need training to adopt a more efficient style of driving. But other causes of high fuel consumption can also be pinpointed and eliminated through the use of relevant measures. In short, FleetBoard® not only pays off for the operator but also helps drivers optimally utilise the potential of their vehicle. In addition, FleetBoard® offers a host

of other opportunities to transport goods more economically, including the continuous exchange of information between the vehicle and headquarters. The DispoPilot and the optional navigation system mean the driver can always be contacted, can receive and acknowledge orders, and confirm delivery without having to pick up the phone. What’s more, a click of a mouse on the PC is all it takes to receive all the vehicle data such as maintenance and wear analyses. Remaining mileage as well as the calculated date up to the next maintenance interval is displayed in detail under FleetBoard® “Service”, along with details of any service work due. That boosts flexibility and reduces costs since it is already clear before going into the work-shop which work needs to be carried out and which replacement parts are required. More information on FleetBoard® and the oppor-tunities for optimising fuel consumption can be found online at www.fleetboard.co.uk

12%

42 43Line-up for optimising fuel consumption

Service and maintenance

Even if today’s trucks boast maintenance intervals of up to 120,000 km, there’s one thing you mustn’t forget: they are exposed to extreme stresses on a daily basis. So that individual vehicle components and the entire vehicle are in a fit state to cope with these demands, regular checks and maintenance of the key vehicle components are therefore not only advisable, but indispensable. Because even little details can add up over the long term to substantially increased fuel consumption. With around 2000 service outlets throughout Europe, Mercedes-Benz provides you with

an extensive workshop network. Whether it’s part of regular maintenance or unscheduled repairs: our trained experts will ensure that your truck gets back onto the road as quickly as possible. Using state-of-the-art diagnostic and workshop tools and, of course, only Mercedes-Benz genuine parts. All of which ensures the best possible value retention as well as the safety and reliability you have come to expect from Mercedes-Benz trucks. What’s more, it also helps reduce fuel consumption – mile after mile, and day after day.

45

Better for the environment. Better for businessActively protecting the environment

Actively protecting the environment

Action is the only thing that really helps the environment. For many years we have therefore not just been committed to the cost-effective operation of our trucks but also to developing biofuels and alternative, future-oriented drive systems. Furthermore, all Mercedes-Benz trucks are designed to be almost entirely recy-

cled. The Mercedes-Benz truck plants are certified to the international environmental management standard ISO 14001 – testimony to our demonstrably environ mentally con-scious production of trucks and our commit-ment to conserving resources: today and in the future.

Environmental protection as part of vehicle operation

Always on the move. Always environmentally-friendlyGreenhouse effect and greenhouse gases, emissions standards, noise, renewable energies, alternative fuels, alternative drive systems

Mercedes-Benz trucks set the benchmark in terms of environmental credentials. Thanks to innovative engine and emission control technology the fuel consumption of a 40-tonne truck has been cut by a good 30 % over the past 30 years – the equivalent of 30 % less CO2. And compared with 1990, our trucks now emit around 86 % fewer nitrogen oxides (NOX) and up to 95 % fewer particulates. Alongside the ongoing optimisation of the diesel engine, we are also committed to developing alternative fuels and we continue to drive forward the development of alternative, future-oriented drive solutions. The following pages provide an overview of what lies behind the frequently used terms and the potential offered by renewable energies and alternative drive systems for reducing pollutant emissions and CO2. Not all alternatives are recommended by Mercedes-Benz.

The road to lower fuel consumption and emissions

48 49Environmental protection as part of vehicle operation

The greenhouse effect

Greenhouse gases at a glance

As a natural constituent of the Earth’s atmos-phere, gases such as water vapour, carbon dioxide and methane reflect part of the sun’s thermal radiation (infrared radiation). This natural greenhouse effect is to a large extent responsible for the Earth’s climate that is hospitable to life. In modern-day parlance the greenhouse effect is frequently taken to mean the global warming of our planet caused by man. The proportion of the atmospheric greenhouse effect caused by human intervention is dubbed the “anthropogenic greenhouse effect”. CO2 accounts for approximately 72 %, the largest proportion of the anthropogenic green-house effect.

CO2 – carbon dioxide As a natural constituent of air (approx. 0.04 %), CO2 is a colourless, non-combustible, odour-less and non-toxic gas, which can be converted by plants into biomass through photosynthesis. Anthropogenic CO2 is generated by living organisms, households, agriculture, industry,

To reduce this effect the Kyoto Protocol set out a binding agreement to reduce green-house emissions in industrialised nations. The gases controlled under the Kyoto Protocol include: carbon dioxide (CO2), methane (CH4), nitrous oxide (laughing gas, N2O), fluorohydro-carbons and perfluorocarbons (HFCs) and sulphur hexafluoride (SF6). CO2 is used as the reference for measuring the amount of green-house gas. The main causes of greenhouse gases globally are energy producers (25.9 %), industry (19.4 %), forestry (17.4 %), agriculture (13.5 %), transport (13.1 %), households (7.9 %) and waste (2.8 %)1. 1 Source: Intergovernmental Panel on Climate Change (IPCC)

power generation and traffic, for instance during the combustion of fossil fuels. Consum-ing one litre of diesel generates 2.63 kg of CO2. Commercial vehicles account for approxi-mately 3.5 % of man-made CO2 emissions. CO2 accounts for approximately 72 % of the anthropogenic greenhouse effect.


CH4 – methaneMethane is the main constituent of natural gas and biogas. It is colourless, odourless, non-toxic but highly flammable and is only found in trace quantities in the atmosphere. After carbon dioxide it is the most important greenhouse gas emitted by man. It is released as a result of rearing cattle, cultivating rice in paddy fields or during the incomplete combus-tion of natural gas. The greenhouse potential of methane is 20 to 30 times higher than that of CO2. Methane accounts for approximately 18 % of the anthropogenic greenhouse effect.

N2O – nitrous oxideNitrous oxide is the oldest known anaesthetic and also referred to as laughing gas. Nitrous oxide is a non-toxic, colourless, oxidising gas with a sweet smell and is produced by agri-culture, medical technology, power stations

fired using fossil fuels, and traffic. The greenhouse potential of nitrous oxide is 298 times higher than that of CO2. Nitrous oxide accounts for approximately 5 % of the anthropogenic greenhouse effect.

HFCs – fluorohydrocarbonsFluorohydrocarbons are stable, odourless, non-toxic and non-combustible. They are produced synthetically and used as a propel-lant, coolant or fire extinguishant. Fluoro-hydrocarbons get into the environment by means of leaks in refrigerating plants such as refrigerators and air conditioning systems. The greenhouse potential of fluorohydro-carbons is between 100 and 15,000 times higher than that of CO2. Fluorohydrocarbons currently account for approximately 5 % of the anthropogenic greenhouse effect.

Anthropogenic greenhouse effect

CO2 – carbon dioxide 72 %

CH4 – methane 18 %

N2O – nitrous oxide 5 % HFCs – fluorohydrocarbons 5 %


SF6 – sulphur hexafluorideSulphur hexafluoride is a colourless, non-combustible, odourless and non-toxic gas. It is used as an insulating gas in medium and high-voltage systems. It is approximately five times denser than air; breathing in SF6 can

therefore result in suffocation. The greenhouse potential of sulphur hexafluoride is 22,800 times higher than that of CO2. However, due to its low concentration in the Earth’s atmos-phere, sulphur hexafluoride has a minor effect on global warming at present.

Emissions standards

1990 saw the European Union adopt the first emissions limits for diesel engines used in commercial vehicles. Since then the European Commission has passed new, more stringent limits every three to four years.Independently of these developments, emis-sions standards were established in the USA and Japan which also aim to reduce emissions associated with nitrogen oxide, particulates, carbon monoxide and hydro-carbons. However, these standards have been developed separately, resulting in different timetables, limits and testing procedures. Euro 5, EPA 07 and JP 05 are the emissions standards that currently apply in the three markets of Europe, the USA and Japan. EEV (Enhanced Environmentally Friendly Vehicle) is voluntary, and currently the

most stringent European emissions standard for trucks and buses. EEV vehicles have the same NOX limits as Euro 5 vehicles, but particulate limits are 33 % lower.Not all these emissions standards set out to reduce greenhouse gases and in particular CO2, though. Since CO2 emissions do correlate directly to fuel consumption, the repercus-sions have been positive in this respect: the average fuel consumption of trucks has been reduced by a good 30 % over the past 30 years, thus also substantially reducing CO2 emissions. Part of this achievement is certainly also down to the fact that fuel-efficient technologies such as BlueTec®, the SCR diesel technology from Mercedes-Benz, have been developed and rolled out to meet the emissions standards.


Noise

Noise and especially the noise caused by traffic is nowadays perceived by those affected as one of the most pressing environmental prob-lems – in towns and villages with heavy through traffic as well as on rural roads and near motorways, airports and railway lines.In 1970 the first noise standard (70/157/ EEC) for trucks was passed and has been tightened up ever since. The result: a 2009

truck is over 50 % quieter than a truck built in 1970. The exemplary noise encapsulation on Mercedes-Benz vehicles is in part responsible, but developments such as the Motor Stop/Start system, which is standard on the Atego and Axor (up to 240 kW [326 hp]), also help reduce noise pollution from trucks and freight transport.

Renewable energies

Renewable energies are set to replace the limited reserves of fossil energies over the long term. Renewable energies are also known as “green energy”, “alternative energy” or “regenerative energy”. They constitute fuels that come from sustainable sources and – on a human timescale – will not be depleted.Renewable energies are available in forms such as biomass, geothermal energy, sunlight and heat, water power and wind energy and can be used by people in the form of suitable technologies. By contrast, fossil energies such as coal, natural gas and petroleum are – on a human timescale – not renewable.

Compared with fossil energies, the use of most renewable energies generates virtually no CO2 emissions. CO2 neutrality is said to exist if photosynthesis during the production of biomass (e.g. wood) offsets the CO2 emissions caused during the combustion of the biomass.The usage of renewable energies offers major potential to sustainably reduce man-made CO2 emissions. Whether the anticipated envi-ronmental benefits are actually realised can, however, only be determined by putting together a Life Cycle Assessment (LCA), which considers all the aspects of the partic-ular renewable energy.


Alternative fuels

Alternative fuels are becoming increasingly important as part of the search for ways of reducing the dependence on petroleum and cutting traffic-related emissions of the green-house gas CO2. These are fuels that need to meet a range of very different conditions: they should be usable as an alternative to standard diesel or petrol in conventional com-bustion engines and only be manufactured

from renewable energy sources. In addition, the production of alternative fuels must not lead to deforestation of the rain forests, the loss of arable land for food production or the increased use of fertilisers, thus resulting in a negative Life Cycle Assessment (LCA). In short, only fuels that sustainably reduce CO2 emissions deserve to be called an alter-native fuel.

LPG

Biodiesel

Bioethanol

Compressed biogas

Biomass to liquid

Dimethyl ether

Dual fuel

Dual fuel standard EN 590 Compressed natural gas

Gas to liquid

Liquefied natural gas

Hydrogenated vegetable oil

Coal to liquid

Methanol

Vegetable oil

Hydrogen


Alternative fuels at a glance

Liquefied Petroleum Gas (LPG)LPG is not a renewable energy. As a mix of propane and butane with low constituents of other hydrocarbons it largely occurs as a by-product of petroleum refining. The available quantity of LPG is therefore limited to approx. 4 % of petroleum consumption. Tax-incen-tivised LPG is currently mainly used to power passenger cars.

Biodiesel (free fatty acids FFA)Biodiesel is manufactured as renewable energy from vegetable oil and animal fats. In Europe it tends to be obtained by mixing rapeseed oil with methanol and is therefore also called “chemical diesel”. Biodiesel has been standard-ised to EN 14214 since 2003. The blending regulation adopted by the European Union means the quantity of biodiesel already being used has almost entirely used up all the arable land set aside for its production.

BioethanolBioethanol is a renewable energy which is generated by fermenting parts of plants containing sugars or starch. It can be used in its pure form or as a petrol admixture to power petrol engines. It can also be converted into biodiesel or biomass to liquid (BTL) diesel. However, ethanol is currently no longer regarded as a future solution since the wide-

spread deforestation, the reduction in arable land for food production and the use of ferti-lisers means that bioethanol results in a very negative CO2 Life Cycle Assessment (LCA).

Compressed biogas Compressed biogas is a renewable energy and is produced from waste, unused parts of plants or specifically cultivated energy crops through fermentation in a biogas plant. Apart from other substances, the main constituents of biogas are methane (CH4) and carbon dioxide (CO2). To achieve a high calorific value, the methane is separated from other components and can be used in power stations or vehicles with a gas engine, for instance. Compressed biogas can also be converted into gas to liquid (GTL) diesel and used in diesel engines.

Biomass to liquid (BTL)Biomass to liquid is often designated “BTL” or “synthetic diesel” and describes the pro-cess for manufacturing second-generation alter native fuels. Unlike biodiesel (FFA) and bio ethanol, the entire harvested biomass is used to produce BTL diesel. Depending on the initial product, a higher hectare yield can be achieved in this way. BTL fuels are renewable fuels. They can be produced from many sources and also have a higher efficiency than first-generation biofuels.


Dimethyl ether (DME)Dimethyl ether is a gaseous fuel that is produced on the basis of renewable or fossil raw materials containing carbon. Dimethyl ether is currently used primarily as a propel-lant in aerosols. As a fuel it is mainly used as an admixture for LPG. Providing dimethyl ether meets the EN 14214 standard, it can be mixed with conventional diesel fuel and used in diesel engines.

Dual fuel Dual fuel is a mixture of diesel fuel with natural gas or biogas. When used in diesel engines, combustion is, however, not opti-mum since gas is used in petrol engines with spark plugs and diesel in compression ignition engines.

Dual fuel standard EN 590Diesel is a mix of various hydrocarbons and suitable as a fuel for diesel engines. It can be made from crude oil, chemically (see biodiesel FFA) or synthetically (see BTL, CTL, GTL). The EN 590 norm, which all supplied fuels must meet, specifies properties such as the density, sulphur content, freezing point, viscosity, lubricity and the maximum water content.

Vegetable oil Vegetable oil is a renewable energy and is made from plants such as rapeseed, soya, palm and jatropha. Due to the poor yields per hectare, vegetable oil, like bioethanol, is not regarded as a future-proof solution.

Compressed natural gas (CNG)As a fossil fuel, compressed natural gas is mainly used to heat living accommodation and commercial property, to generate electricity and to a smaller extent as a fuel for motor vehicles. Compressed natural gas can be used to power trucks with gas engines and offers ultra-clean, low-particulate combustion. It can, however, also be converted into GTL diesel and used to power diesel engines.

Gas to liquid (GTL)Gas to liquid (GTL) involves the conversion of natural gas or biogas to liquid fuel (e.g. petrol, diesel). We then talk about GTL diesel or GTL fuel. GTL diesel can be used to power diesel engines. GTL then only involves a renewable energy if it is obtained from biogas.


Liquefied natural gas (LNG) Liquefied natural gas is often described using the common international term LNG. Cooling natural gas (methane) to between –161 and –164 °C turns it into a liquid. The result is liquefied natural gas. Compared with natural gas and biogas, liquefied natural gas offers major advantages in terms of storage and transport. Provided it is obtained from bio gas, liquefied natural gas is a renewable fuel.

Hydrogenated vegetable oil (HVO)The production of biodiesel from hydrogenated vegetable oil constitutes a renewable fuel. The nature of the process, however, means that the result is better than that obtained with biodiesel (FFA) and meets diesel standard DIN EN 590. NExBTL from Neste Oil is one example of a renewable fuel made from hydro-genated vegetable oil.

Coal to liquid (CTL)Coal to liquid does not constitute renewable energy. Basically a distinction is drawn between two processes used to obtain fuel from coal: indirect coal gasification (e.g. Fischer-Tropsch synthesis) and direct hydrogenation of coal (e.g. Bergius-Pier process). CTL diesel or CTL fuel is the result. If petroleum prices remain high, the widespread uptake of this complicated process and an additional negative impact on the CO2 Life Cycle Assessment (LCA) would seem unlikely.

MethanolMethanol can be produced from a wide range of different primary energy sources such as natural gas, coal or biomass. The requisite conversion processes are well known and tried-and-trusted. Like ethanol, methanol can either be used as a fuel in a pure state or as an admixture, but its high toxicity and invisible flame limit its usage. Methanol could also be used as a replacement for hydrogen in fuel cells.


Alternative drive systems

The notion of “alternative drive systems” goes hand in hand with the hope of solving the discernible problems relating to environ-mental pollution, the greenhouse effect and dwindling petroleum reserves. At present a whole range of different technical concepts and solutions are being pursued, which

dispense as far as possible with the use of conventional fossil fuels. These include vehicles with gas engines, a hybrid drive, an electric motor and vehicles powered by fuel cells. However, it is still not clear which technology will win through.

HydrogenHydrogen (H2) can, for instance, be generated from water using electrolysis or by steam reforming from natural gas. If production uti-lises renewable energies, hydrogen has a very

high CO2 reduction potential. Hydrogen can also be used in a wide range of applications: if it is burned in conventional engines, it is an alternative fuel. If it is used in a fuel cell, it forms part of the alternative drive systems.

Gas e

ngine

Fuel

cell

Elec

tric d

rive

Hybr

id


Alternative drive systems at a glance

Gas engineAs a subgroup of combustion engines, gas engines utilise the principle of the petrol engine but use natural gas and biogas instead of liquid fuels. Gas engines offer clean, low-emission combustion and a good CO2 balance. Low-torque engines and the relatively small range of vehicles with a gas-powered drive, coupled with the patchy gas filling station network at present mean gas-powered vehicles are currently used mainly for municipal applications and in urban surroundings.

Fuel cellThe fuel cell generates electrical energy by converting hydrogen into water. Water vapour is the only “waste product”. If the hydrogen required to power the fuel cells were obtained from water by means of solar power, this secondary fuel could become an important alternative for future energy supply: climate-neutral and emission-free. High production costs for the fuel cell as well as complex hydrogen production currently stand in the way of the widespread uptake of fuel cell technology.

Electric driveCompared with combustion engines, electric motors are more efficient. Additional advan-tages include low noise emissions and zero local exhaust emissions. The electric motor can also be used as an auxiliary brake and recover energy. At present, electric motors for use in trucks would only seem viable in a hybrid configuration since battery capacity and charging times are not capable of meeting the requirements for economical use in the foreseeable future. Depending on how the electricity is generated, usage can be entirely CO2-free (solar, wind).

HybridHybrid vehicles combine an electric motor and a combustion engine. Two different con-cepts can be used in this respect: with parallel hybrids the main drive is provided by a com-bustion engine, and the electric motor is used when necessary. The braking energy is stored in the battery and can be used as required by the electric motor. By contrast, the main drive with serial concepts comes from an electric motor. Top-of-the-range systems feature the latest-generation lithium-ion batteries as the energy storage device. Hybrid drives can prove their superiority particularly in inner-city areas. Depending on the application and vehicle type, fuel consumption can be reduced by between 10 and 20 %.


Our commitment to alternative fuels and drive systems

To lessen the impact on the environment and reduce dependency on crude oil, Mercedes-Benz has been committed for many years to developing alternative fuels and drive systems that help sustainably reduce CO2 emissions and greenhouse effects. In this respect, Mercedes-Benz is only promoting alternative fuels whose production does not reduce arable land used for food production nor threaten flora and fauna in any way.By permanently optimising existing technolo-gies, Mercedes-Benz is making a valuable contribution to reducing fuel consumption and the associated CO2 emissions. In addition to BlueTec®, the SCR diesel technology from Mercedes-Benz, vehicle components such as the Mercedes PowerShift automated transmission, the Motor Stop/Start system or services such as FleetBoard® also contribute to low fuel consumption and low emissions. Vehicles such as the natural-gas-powered Econic, which received the “Blue Angel” award for its highly eco-friendly credentials, also play a part. Alternative drive systems and sustainable mobility have long since been more than mere visions. The Centre of Competence for the development of hybrid technology is testimony to this, a facility that is home to the Daimler

Group’s entire experience in this field. Develop-ment results come in the shape of the Atego BlueTec® Hybrid – with 12 tonnes gross vehicle weight – which has just completed the final durability test under real conditions. It has been shown that the combination of BlueTec® and hybrid can generate fuel savings of between 10 and 20 %. Mercedes-Benz fuel cell technology offers the ideal conditions for emission-free mobility. With more than 100 fuel cell test vehicles worldwide, Mercedes-Benz has not only been carrying out pioneering work; it has also laid the foundations for transferring its combined fuel cell know-how to all vehicle segments. Once a universal infrastructure is in place and fuel cells can be produced economically, hydrogen could be the fuel of the future. At present, though, it is not clear which technolo-gies will win the day. Many concepts from the current diesel engine through the electric motor to the fuel cell could be potential solu-tions for the distant future. For this reason, we at Mercedes-Benz Trucks are investing in all technologies in a bid to maintain and build on our pioneering role in environmentally-friendly future technologies.

Recycling and used parts

Valuable down to the last boltTruck recycling at the Mercedes-Benz Used Parts Centre

If it protects the environment, then it’s good for us all. That applies to the kind of recycling that allows up to 85 % of the materials used on the Actros, Axor and Atego to be recovered. But it also applies to used and second-choice parts, which enable trucks to be repaired at a favourable price in line with the current market value. Both sustainably protect the environment. Either as a result of saving raw materials and energy or by substantially reducing the amount of waste.

Environmental protection thanks to recycling and used parts

62 63Recycling and used parts

Truck recycling at the Mercedes-Benz Used Parts Centre

When we build trucks, we think about how we can disassemble them right from the design stage: this includes reusing individual vehicle components as remanufactured parts or used parts and the careful separation and recycling of all the materials involved. Regardless of whether you’re looking at passenger cars, vans or trucks – at the Mercedes-Benz Used Parts Centre in Germany there are hundreds of thousands of quality-checked used parts and second-choice parts in stock. For more than 10 years, this facility

has been disposing of end-of-life vehicles in an environmentally-friendly manner, all with the backing of certified environmental and quality management to DIN EN ISO 14001 and 9001, certification of process reliability to VDA 6.3 and the entire experience of Mercedes-Benz. To ensure that our used parts also do what we promise, every end-of-life vehicle, or, to be more precise, its parts, are meticulously assessed according to particular quality classes. In addi-tion to engine diagnostics, a functional check

Recycling and used parts

of all technical components is carried out – using Star Diagnosis and on the basis of a precisely defined testing methodology. Once the vehicle has been drained – this involves separately removing all liquid fuels and lubri-cants such as diesel, used oil, coolant and brake fluid and collecting them in special storage tanks – the vehicles are put into storage and later dismantled by hand at island work-stations. At this point they go their separate ways: the vehicle components that cannot be reused are collected separately in suitable

containers and then sent on to recycling; the fully functioning used parts are put into storage and are available worldwide for redeployment. Virtually all parts come with a 12-month explicit warranty – Europe-wide. That enables older vehicles to be repaired in line with the current market value, reduces costs and the impact of closed-loop environ-mental recycling – now and in the future.

Environmentally responsible vehicle production

The plant’s going green, tooEnvironmental protection at the Wörth plant, Germany

It’s inevitable you’re going to have some impact on the environment – but the environmental management systems certified back in 1996 and whose effectiveness is regularly scrutinised are testimony to our success in minimising that impact when producing trucks in Wörth. What’s more, compliance with high environmental standards and the conservation of natural resources form an integral part of our notion of high product quality. Because an environmentally-friendly truck combines outstanding resource and eco-friendly production with low fuel consumption and recyclable design.

Environmental protection in vehicle production

66 67Environmentally responsible production

Environmental protection at the Wörth plant

Environmental protection has been a priority at the Wörth plant, Germany, the world’s largest truck assembly plant, for decades. To meet the requirements for protecting the environment even more effectively, an envi-ronmental management system certified to ISO 14001 and EMAS was rolled out in 1996. In 2005 it was also extended to include an environmental and occupational health and safety management system and also certified to BS OHSAS 18001. In addition to the environmental programme, which is used as the basis for devising specific objectives and measures to improve environ-mental protection, comprehensive information and training measures are also included along with preventive and risk-aversion measures pertaining to this system.

Admittedly, all this effort is for economic as well as environmental reasons, not least because resource-friendly production also helps reduce costs on balance. Heat recovery reduces both CO2 emissions and primary energy at the same time. Exemplary waste avoidance, consistent recycling, reduction of effluent and solutions such as the use of water-soluble paints, which actively con-tribute to reducing solvent emissions, are other reasons why truck production in Wörth can justifiably be described as environmen-tally and resource-friendly. Suppliers and external companies involved in production have also undertaken to comply with the key requirements of our environmental manage-ment system, thus extending environmentally-friendly production further and further – even beyond the factory gates in Wörth.

Environmentally responsible production

The principle behind environmental protection couldn’t be simpler: teamwork

As with fuel consumption, which is influenced by many different factors, everyone needs to pull together when it comes to environmental protection, which can only work properly if everyone is involved. The key is to assume responsibility and act – both on a large and small scale. Because if everyone actually does

their bit, you eventually end up with what the notion of “environmental protection” is all about: fresh air, clean water and a diverse, rich natural habitat, or in essence, a world that will still be able to offer everything mankind desperately needs.

Please note: changes may have been made to the product since this brochure went to press (06.04.2009).

The manufacturer reserves the right to make changes to the design, form, colour and specification during the delivery

period, provided these changes, while taking into account the interests of the vendor, can be deemed reasonable

with respect to the purchaser. Where the vendor or the manufacturer uses symbols or numbers to describe an order

or the subject of an order, no rights may be derived solely from these. The illustrations and copy may show accessories

and items of optional equipment which are not part of standard specification. Colours may differ slightly from those

shown in the brochure, owing to the limitations of the printing process. This brochure may also contain models and

services which are not available in certain countries.

This brochure is distributed internationally. Information given regarding statutory regulations, legal requirements

and taxation and the consequences thereof applies to the Federal Republic of Germany only and is correct at the

time of going to press. Please consult your Mercedes-Benz truck dealer for the final details of local provisions and

the effects thereof.

Telligent®, FleetBoard® and BlueTec® are registered trademarks of Daimler AG. www.mercedes-benz.co.uk/trucks

Daimler AG, Stuttgart TE/SM 4500 · 0592 · 02-UK-00/0609 Printed in Germany/Imprimé en Allemagne

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