Getting more out of your truck.
For operators and the environment
Trucks you can trust
Contents
Introduction
Measures to reduce fuel consumption 4–42
Influencing factors involving the ­vehicle
and its condition
6 –15
Engine
8
Powertrain
8–9
Tyres
10–11
Aerodynamics
12
Vehicle equipment
13
Technical condition of the overall
trailer combination
14
Semitrailers, trailers, bodies
15
Influencing factors involving
the particular operating conditions
Applications
Route profile
Weather
Speed
Weight
Fuel quality
16–22
18
19
20
21
22
22
Influencing factors involving
the driver and environment
24–29
Knowledge of vehicle and application
26
Driver satisfaction
26
Driving style
27
Effect of a new truck
28
Bonus schemes
29
Fuel consumption measurements
Difficulty in measuring
fuel ­consumption
Precise refuelling
Precise calculation
of fuel ­consumption
Prerequisites for comparable
­measurement results
Fuel consumption tests
2
Internal fuel consumption
­measurements
External fuel consumption
­measurements
Mercedes-Benz line-up
for optimising fuel consumption
Mercedes-Benz DriverTraining
FleetBoard®
Service and maintenance
36
37
38–42
40
41
42
Actively protecting the environment 44–67
Environmental protection
as part of vehicle operation
46–58
Greenhouse effect
48
Greenhouse gases at a glance
48–50
Emissions standards
50
Noise
51
Renewable energies
51
Alternative fuels
52
Alternative fuels at a glance
53–56
Alternative drive systems
56
Alternative drive systems at a glance
57
Our commitment to alternative ­fuels
and drive systems
58
Sophisticated trucks like the Actros, Axor and
Atego operate economically and in an environmentally-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 longterm 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
pos­sible for you as an operator and driver.
With trucks that are economical and environmentally-friendly in every respect; and with
a range of services designed to ensure things
stay that way in future.
Recycling and used parts
60–63
Truck recycling at the
­Mercedes-Benz Used Parts Centre 62–63
30–37
32
33
33
34
35
Environmentally responsible
vehicle production
64–67
Environmental protection
at the Wörth plant
66
The principle behind ­environmental
protection couldn’t be simpler:
teamwork
67
3
Measures to reduce fuel consumption
The right way to drive.
The right way to save
Lower fuel consumption improves costeffectiveness 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 v­ ehicle 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.
Measures to reduce fuel consumption
5
Influencing factors involving the vehicle
and its condition
Making savings is also
always about technology
Influencing factors at a glance: engine, powertrain, tyres, aerodynamics,
vehicle equipment, technical condition of the overall trailer combination,
semitrailers, trailers, bodies
Influencing factors: vehicle
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 par­ticular 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.
The engine
Even if numerous factors affect fuel consumption, a frugal engine is a basic r­ equirement
for ­economical driving. That’s why the engines
in the Actros, Axor and A
­ tego 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.
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.
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.
8
Influencing factors: vehicle
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 configuring the powertrain.
Influencing factors: vehicle
9
Tyres
It’s not just in Formula 1 that the utmost importance 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 applicationspecific 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 consumption 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
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
Reduced fuel consumption
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
up to 1 % –
larger tyre width, front
the tread depth and type, the tyre size and,
not least, the correct tyre pressure are important. 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
travelled 1 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
10
Influencing factors: vehicle
up to 4 % –
insufficient tyre pressure
up to 6 % –
larger tread depth
twin tyres) can also help reduce fuel consumption. And due to their reduced working deflection, 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 insufficient tyre pressure results in excessive fuel
consumption. But not only does fuel consumption rise – increased wear, lower mileage, as
Influencing factors: vehicle
11
Aerodynamics
Vehicle equipment
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
Reduced fuel consumption
Roof-mounted light
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-
Air horns
Driver assistance
and dynamic handling
­system
up to 2 %
up to 0.3 %
Alternator
Sun visor
Optimised c­ ompressedair control system
Air conditioning
­system
up to 0.2 %
up to 1 %
up to 1.25 %
up to 5 %
up to 7.5 %
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
12
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
Increased fuel consumption
up to 1 %
Excessive space between semitrailer and cab
We produce around 370 trucks a day in the
Wörth plant in Germany. But the chances
of two identical vehicles coming off the production line on the same day are virtually
nil. Small, practically ’invisible’ differences
account for the slight variances in fuel consumption from one truck to another: alter­
nators with different capacity, various power
take-offs or different air compressors. After
all, whatever generates friction, consumes
Influencing factors: vehicle
Actros A-pillar trim
Power take-off
Dual-stage controlled
water pump
Side skirt for semitrailer tractor
Side skirt for trailer/semitrailer
Air deflectors, front apron
tial fuel consumption savings. And that
­contributes in the long term to lower costs
and greater cost- effectiveness.
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.
Influencing factors: vehicle
13
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 assemblies, as well as the new tyres; this should
be taken into account when com­paring fuel
consumption. What’s more, a high alternator
14
Influencing factors: vehicle
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 semitrailers 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: vehicle
15
Influencing factors involving the particular
operating conditions
Making savings whatever
happens on the road
Influencing factors:
operating conditions
Influencing 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.
Applications
Route profile
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 technology 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”.
While navigation systems or fleet management 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
Additional fuel consumption
Tailbacks:
Stop/start traffic
increases fuel
consumption
Traffic lights:
­Accelerating
from a standstill
­increases fuel
­consumption
Con
stru
c
tion
tran
spor
t
Long
18
Influencing factors:
operating conditions
on
buti
tri
s dis
diu
r t ra
Sho
Mountains:
­Climbing gradients
increases fuel
consumption
dista
nce
tran
spor
t
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.
Influencing factors: operating conditions
19
Weather
Speed
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 r­ educe
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)
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 %.
Influencing factor: climate
Spring
Summer
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.
20
Influencing factors: operating conditions
Autumn
Winter
during combustion and consuming less AdBlue
in the process.
50
Influencing factors: operating conditions
21
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 consumption, for not all diesel is the same. Refuelling
with biodiesel improves the Life Cycle Assessment (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.
22
Influencing factors: operating conditions
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.
23
Influencing factors involving the driver
and environment
Every credit for
making savings
Influencing factors:
driver and environment
Influencing 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.
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
i­ nduction 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
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 d
­ ifferent
though when it comes to driving style. Driving
style can influence fuel consump­tion and
so you need to adapt continually as circumstances 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 a­ ppropriate for v­ ehicles 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 numerous 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 MercedesBenz 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.
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.
Eco Training
26
Influencing factors: driver and environment
Influencing factors: driver and environment
27
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.
Bonus schemes
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, especially with new vehicles, and help objectively
calculate fuel consumption.
Vehicle
that has not
been run in
Vehicle
that has been
run in
28
Influencing factors: driver and environment
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
com­paring 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 motivation 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.
Influencing factors: driver and environment
29
Fuel consumption measurements
Before you get the right results,
you need the right measurements
Difficulty 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
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.
Difficulty in measuring fuel consumption
Precise refuelling
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 comparison test drives to calculate fuel con­
sumption (of comparably equipped and run-in
­vehicles) must be meticulously prepared
and conducted. The actual fuel consumption
To determine how much fuel has been consumed 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
pos­sible. And the fuel should be filled pre-
should only be calculated using precise
­refuelling and in conjunction with actual distances 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 precise 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 comparable the results will be.
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 consumption 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 consumption 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 – depending 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 consumption 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.
Test route
32
Fuel consumption ­measurements
Fuel consumption measurements
33
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 preparation 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 measurement 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 producing truly comparable measurement results.
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 technology 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 numerous 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 pressure, 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
Checklist for test setup
Vehicle model
Initial registration
Mileage
Cab design
 Additional assemblies
Semitrailer/trailer
(total height, clearance, body,
number of axles, tyres on each axle)
Aerodynamic detachable body parts
(roof spoiler, side trim, front apron,
cab side deflectors)
Application
(long distance, construction, short radius)
Vehicle body
Vehicle utilisation (%)
Engine and oil type
Fuel consumption
(and calculated route)
Transmission type
Retarder
Tyres (front and rear)
Metering unit
AdBlue tank
Route description
Data on comparison vehicle
SCR catalytic converter
Supply unit
34
Fuel consumption measurements
Fuel consumption measurements
35
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 combination 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-theart 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.
ffectiveness
“In terms of cost -e
s to be
the Actros appear
ent.”
­unbeatable at pres
nsport Revue
ationale Tra
(Source: Intern
10/2006)
t in front,
“The Actros is right ou
ical when
being the most econom
en.”
partially and fully lad
“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)
r No. 7/2009 )
(Source: Fernfahre
“... and the winner is:
Daimler with the Mercedes-Benz
Actros 1844 SCR L.”
(Source : KFZ-Anzeiger No. 10/2009)
36
Fuel consumption measurements
Fuel consumption measurements
37
Mercedes-Benz line-up for optimising fuel consumption
Leading the field by example
Mercedes-Benz DriverTraining, FleetBoard®, service and maintenance
Line-up for optimising
fuel consumption
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.
Mercedes-Benz DriverTraining
FleetBoard®
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
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 operations, 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 economical 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
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 assistance 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
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 workshop 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%
40
Line-up for optimising fuel consumption
Line-up for optimising fuel consumption
41
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
42
Line-up for optimising fuel consumption
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.
43
Actively protecting the environment
Better for the environment.
Better for business
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 environ­mentally conscious production of trucks and our commitment to conserving resources: today and in
the future.
Actively protecting the environment
45
Environmental protection as part of vehicle operation
Always on the move.
Always environmentally-friendly
The road to lower fuel
consumption and emissions
Greenhouse 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 greenhouse effect
As a natural constituent of the Earth’s atmosphere, 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 greenhouse effect.
To reduce this effect the Kyoto Protocol
set out a binding agreement to reduce greenhouse emissions in industrialised nations.
The gases controlled under the Kyoto Protocol
include: carbon dioxide (CO2), methane (CH4),
nitrous oxide (laughing gas, N2O), fluorohydrocarbons and perfluorocarbons (HFCs) and
­sulphur hexafluoride (SF6). CO2 is used as the
reference for measuring the amount of greenhouse 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)
CH4 – methane
Methane 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 combustion 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 oxide
Nitrous 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 agriculture, medical technology, power ­stations
48
power generation and traffic, for instance
during the combustion of fossil fuels. Consuming one litre of diesel generates 2.63 kg of CO2.
Commercial vehicles account for approximately 3.5 % of man-made CO2 emissions.
CO2 accounts for approximately 72 % of the
anthropogenic greenhouse effect.
Environmental protection as part of vehicle operation
HFCs – fluorohydrocarbons
Fluorohydrocarbons are stable, odourless,
non-toxic and non-combustible. They are
­produced synthetically and used as a propellant, 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 p
­ otential 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
Greenhouse gases at a glance
CO2 – carbon dioxide
As a natural constituent of air (approx. 0.04 %),
CO2 is a colourless, non-combustible, odourless and non-toxic gas, which can be converted
by plants into biomass through photosynthesis.
Anthropogenic CO2 is generated by living
­organisms, households, agriculture, industry,
fired using fossil fuels, and traffic. The
g­ reenhouse potential of nitrous oxide is
298 times higher than that of CO2. Nitrous
oxide accounts for approximately 5 %
of the anthropogenic greenhouse effect.
CO2 – carbon dioxide 72 %
CH4 – methane 18 %
N2O – nitrous oxide 5 %
HFCs – fluorohydrocarbons 5 %
Environmental protection as part of vehicle operation
49
Noise
SF6 – sulphur hexafluoride
Sulphur hexafluoride is a colourless, noncombustible, 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 atmosphere, sulphur hexafluoride has a minor effect
on global warming at present.
Noise and especially the noise caused by traffic
is nowadays perceived by those affected as
one of the most pressing environmental problems – 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.
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, emissions 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
50
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 repercussions 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.
Environmental protection as part of vehicle operation
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 environmental benefits are actually realised
can, however, only be determined by putting
together a Life Cycle Assessment (LCA),
which considers all the ­aspects of the particular renewable energy.
Environmental protection as part of vehicle operation
51
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 greenhouse 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 combustion engines and only be manufactured
Alternative fuels at a glance
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 alternative fuel.
Dual fuel standard EN 590
Dual fuel
Dimethyl ether
Biomass to liquid
Compressed biogas
Bioethanol
Biodiesel
LPG
52
Environmental protection as part of vehicle operation
Compressed natural gas
Gas to liquid
Liquefied natural gas
Hydrogenated vegetable oil
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 byproduct 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 standardised 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.
Coal to liquid
Methanol
Vegetable oil
Hydrogen
Bioethanol
Bioethanol 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
alter­native fuels. Unlike biodiesel (FFA) and
bio­ethanol, 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 firstgeneration biofuels.
Environmental protection as part of vehicle operation
53
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 propellant 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 optimum since gas is used in petrol engines with
spark plugs and diesel in compression
­ignition engines.
Dual fuel standard EN 590
Diesel 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.
54
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.
Environmental protection as part of vehicle operation
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 bio­gas,
­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 hydrogenated 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.
Methanol
Methanol 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.
Environmental protection as part of vehicle operation
55
Alternative drive systems at a glance
Hydrogen
Hydrogen (H2) can, for instance, be generated
from water using electrolysis or by steam
­reforming from natural gas. If production utilises 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.
Alternative drive systems
56
Environmental protection as part of vehicle operation
Fuel cell
The 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: climateneutral 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 drive
Compared with combustion engines, electric
motors are more efficient. Additional advantages 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).
Hybrid
Hybrid vehicles combine an electric motor
and a combustion engine. Two different concepts can be used in this respect: with parallel
hybrids the main drive is provided by a combustion 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 innercity areas. Depending on the application and
vehicle type, fuel consumption can be reduced
by between 10 and 20 %.
Hybri
d
drive
­ ispense as far as possible with the use of
d
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.
Electric
cell
Fuel
Gas
en
gine
The notion of “alternative drive systems”
goes hand in hand with the hope of solving
the discernible problems relating to environmental pollution, the greenhouse effect and
dwindling petroleum reserves. At present
a whole range of different technical concepts
and solutions are being pursued, which
Gas engine
As 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, lowemission 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.
Environmental protection as part of vehicle operation
57
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 technologies, 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
58
Group’s entire experience in this field. Development 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 technologies will win the day. Many concepts from
the current diesel engine through the electric
motor to the fuel cell could be potential solutions 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 environmentallyfriendly future technologies.
Environmental protection as part of vehicle operation
59
Recycling and used parts
Valuable down to the last bolt
Truck recycling at the Mercedes-Benz Used Parts Centre
Environmental protection thanks
to recycling and used parts
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.
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 qualitychecked used parts and second-choice parts
in stock. For more than 10 years, this facility
62
Recycling and used parts
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 addition to engine diagnostics, a functional check
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 lubricants 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 workstations. 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 environmental recycling – now and in the future.
Recycling and used parts
63
Environmentally responsible vehicle production
The plant’s going green, too
Environmental protection at the Wörth plant, Germany
Environmental protection
in vehicle production
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 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 environmental 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 environmental protection, comprehensive information
and training measures are also included along
with preventive and risk-aversion measures
pertaining to this system.
66
Environmentally responsible production
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 environmentally and resource-friendly. Suppliers and
­external companies involved in production
have also undertaken to comply with the key
requirements of our environmental management system, thus extending environmentallyfriendly production further and further –
even beyond the factory gates in Wörth.
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.
Environmentally responsible production
67
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