Lifecycle Analysis Comp: Mercedes E 350e PHEV CO2 Emissions Down 44%

8 months ago by Mark Kane 22

Lifecycle Analysis – Mercedes-Benz E 350e PHEV

According to the results of TÜV’s Life Cycle Assessment of the Mercedes-Benz E 350 e, the plug-in hybrid version has significantly reduced the carbon footprint over conventional powertrain.

In NEDC terms (Euro standards), the E 350 e needs only 2.1 l/100 km of gasoline, and 11.5 kWh for every 100 km driven on electricity.

Mercedes E350e’s World Premier from NAIAS in Detroit a year ago.

Compared to the previous generation E 350 CGI (also measured in NEDC) the new E 350 e will provide the following changes during its life cycle (measured as material manufacture, production, driving for 250,000 kilometres calculated with certified consumption figures and recycling):

  • around 44% lower CO2 emissions (charged externally with the European energy mix)
  • around 63% lower CO2 emissions (renewable energy for external charging)
  • The E 350 e consumes from 31 to 48 percent less primary energy over all its life cycle phases

On the other hand, NOx emissions will remain elevated until more and more electricity comes from renewables.

Anke Kleinschmit, Head of Research and Chief Environmental Officer for the Daimler Group said:

“The Plug-in Hybrid is a good example of how a transparent analysis of the entire life cycle is required to show and evaluate the environmental impact in its entirety. With these analyses, we go way beyond the statutory requirements. They also enable us to prove that the naturally higher use of resources in production is more than compensated for by the significantly better ecological balance when driving, meaning that the overall Life Cycle Assessment is improved, too.”

See full report: Environmental Certificate Mercedes-Benz E-Class

Oh Mercedes, how we hate where you put the charge ports on some of your cars!

E 350 e quick spec:

  • system output of 210 kW (286 hp) and a torque of 550 Nm
  • electric motor’s output and torque to 65 kW (88 hp) and 440 Nm respectively
  • up to 33 km (20.5 miles) od all-electric range (NEDC)

Mercedes-Benz E 350 e spec

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22 responses to "Lifecycle Analysis Comp: Mercedes E 350e PHEV CO2 Emissions Down 44%"

  1. ¯\_(ツ)_/¯ sven says:

    YIKES! With regards to NOx emissions, the long tailpipe argument has plenty of merit. 🙁 As a city dweller, I’m much more concerned about NOx than CO2.

    1. Nick says:

      You have power plants emitting NOx in your city?!

      That is a huge problem. You need to get that noise moved out of the city and away from people.

      PM2.5 emissions from combustion vehicles are far worse than NOx or CO2 as far as local air quality goes.

      1. ¯\_(ツ)_/¯ sven says:

        Yes I do. Perhaps you’ve heard of it. It’s a quaint, sleepy little town called New York City. I used to live in Astoria, Queens between two power plants, with a third one (since demolished) across the river in Manhattan. Originally, my electric Utility, Con Ed, tried its darnedest to build a nuclear power plant on one of the Astoria sites just 500 feet across the river from uptown Manhattan. But alas, they were stymied by local opposition and had to finally relent in the late-60s/early-70s.

        https://cityroom.blogs.nytimes.com/2011/04/13/when-con-ed-wanted-a-nuclear-plant-in-the-heart-of-nyc/?_r=0

        http://www.qgazette.com/news/2012-06-20/Features/50_Years_Of_Opposition_Brings_Ravenswood_Nuclear_P.html

        Whether 2.5 PM emissions are far worse than NOx emissions is debatable. All ICE cars diesel and gasoline need to be required to have factory installed particulate filters. Gasoline cars with direct injection emit a comparable amount of 2.5 particulate matter as a diesel engine.

        I’m ZEV agnostic. I don’t care if ZEVs are EVs or HFCVs. Whatever works for you. In NYC, millions of cars park on the street and have no access to a outlet overnight. Installing electric chargers on every city street just ain’t gonna happen, ever. I don’t foresee BEVs being the sole option for ZEVs in NYC anytime in the near or very distant future. HFCVs or ethanol/methanol FCVs will have to be option in NYC and other densely populated cities like Philadelphia and Boston.

        1. stewil says:

          Last time I visited NYC, I seem to remember ELECTRIC STREET LIGHTING ON EVERY STREET :). It was an amazing feat of insfrastructure :)).

          Now imagine a plug on every streetlight…or some equivalent deployment +
          the larger batteries in BEVs coming out now
          +good city centre coverage with level 3 stations…

          …could go a long way towards solving the street parking BEV problem in dense cities…

          1. ¯\_(ツ)_/¯ sven says:

            The ratio of parked car to streetlights is like 15 to 20 cars for each street light. Good luck with that. Every parking spot would need to be wired for a fleet of 100% BEVs.

            1. wavelet says:

              There are 1.9M cars registered in NYC; I’m discounting cars used to commute into the city from outside, since they would be charging vehicles at their owners’ homes, and whatever parking solutions they currently use wouldn’t need to change to allow charging.

              Most of those 1.9M aren’t in Manhattan or Brooklyn, so there are quite a few single-family homes there.

              And adding an L2 charging facility to most curbside parking (and that’s all you need fo overnight parking) isn’t expensive at all, amortized over decades; no more than a parking meter is.

              1. Get Real says:

                Shhh, don’t interrupt sven’s “alternative facts”.

                He doesn’t know that electricity is already everywhere in NYC including running the subways.

                It would be relatively trivial to add enough L2 stations so that people could charge up twice a week which as you need with the big-battery cars that will be rapidly coming over the next decade.

                This along with a few hundred DCFC plazas would more then suffice any large city.

                1. ¯\_(ツ)_/¯ sven says:

                  Relatively trivial? Put down the crack pipe, construction in NYC is NEVER relatively trivial.

              2. no comment says:

                for the foreseeable future, such an exercise seems like a massive waste of money. first of all, there are few electric cars on the road. contrary to what EV enthusiasts think, lack of public charging is not a significant factor holding back the growth of *EV sales.

                next, you would never install plugs into which anyone could insert anything (think about it). what you are suggested is a meter with a charging cord attached. in effect, you are suggesting the equivalent of a parking meter be installed at each location.

                i am not stating that what you propose isn’t possible, it’s just not free. indeed, it could be quite expensive. at a time when cities are abandoning the concept of individually metered parking spaces, you are effectively suggesting a return to that concept for EV use.

                1. no comment says:

                  i was replying to the comment by stewil

              3. ¯\_(ツ)_/¯ sven says:

                Wavelet, you’re being ingenuous in claiming that an EV owner commuting into NYC wouldn’t need to charge there since they could charge at home, when all those California commuters need to charge at work when they have charging available at home. Exactly why do all those Californian EV commuter need to charge while at work, but nobody with an EV who commutes to NYC needs to charge while at work? Please explain. We’re talking about all cars being EVs. Plenty of people living outside of NYC who commute by car into NYC have no access to a plug at home, since they live in multiple-family dwellings and street park near their home outside NYC.

                FYI, recent reports conservatively estimate that 20% to 25% all the cars owned by NYC residents are actually registered out of state, and note that the real rate might actually be in the 30% range. It is much more expensive to insure and register a car in urban NYC with its high rates than it is in other parts of the country. Another factor is that in some other states there is no sales tax (ie: New Hampshire) or a very low sales tax on car purchases, as opposed to the NYC sales tax of 8.875%. Many people in NYC use a friend or family member’s out-of-state address to register and insure their cars in order to pay less insurance, registration fees, and sales tax on the purchase. Some unscrupulous NYC Tesla owners purchase and register their car in New Jersey, since it has 0% sales tax on new EV purchases. That would save them $8,875 in sales tax on $100,000 Tesla.

                Below is old NY Times article from many years ago about the out-of-state registration problem that estimated 10% of cars parked overnight in NYC were registered out of state. With gentrification in full swing and many out-of-town transplants moving to NYC the problem grown significantly. In some neighborhoods, it looks like half the cars have out of state license plates.
                http://www.nytimes.com/2003/01/03/nyregion/living-here-but-registered-there-new-yorkers-dodge-high-fees-with-state-license.html

                FYI, neighborhoods with single family houses are far and few between. Two and three-family houses (legal and illegal) vastly outnumber single family houses. Many single family houses don’t have garages or dedicated parking, and those that do can only hold one car. Many don’t have a separate driveway, only a sidewalk next to the garage door. So a second car would need to be parked on the street blocking the driveway with no way to charge.

                Wavelet said:
                “And adding an L2 charging facility to most curbside parking (and that’s all you need fo overnight parking) isn’t expensive at all, amortized over decades; no more than a parking meter is.”

                No more expensive that a parking meter? REALLY? Don’t be ridiculous.

                There is one parking meter per block on each side of the street. NYC parking meters require no external connection to electricity as they run on batteries supplemented with a small solar panel on top of the meter. The batteries are changed out periodically (weekly?) along with a roll of receipt tape.

                You’d have to put 20 to 25 chargers per block on each side of the street. You would have to rip up the sidewalk and rip up the street to run electric wire to the subterranean grid, then upgrade or add underground transformers to handle the additional load from all these chargers, then add additional feeder cables all over city to handle the additional electrical load. You would then need to maintain all these numerous chargers, and repair any vandalism and copper theft.

        2. Someone out there says:

          Funny how they managed to have electric car chargers along the streets in the early 1900’s NYC but they can’t manage it today.

          1. no comment says:

            i don’t know whether you are aware of this, but there are a lot more cars on the road today than there were 100 years ago. 🙂

        3. wavelet says:

          Sven, Car ownership and usage in NYC is different than anywhere else in the US, and you’re being ingenuous.

          The main transportation method in NYC has been public transport, and that’s not going to change (I do expect electric bicycles to be allowed reasonably soon, since they offer serious advantages).
          Those New Yorkers who keep cars (unless they live & work somewhere Staten Island, basically a suburb) do so mainly to drive outside the city, not for commuting… They don’t need to do daily charging.

          1. ¯\_(ツ)_/¯ sven says:

            Wavelet, I don’t know if you’re being disingenuous or just naïve.

            “Car ownership and usage in NYC is different than anywhere else in the US, and you’re being ingenuous.”
            It the same in many old Northeastern cities. I’ve also lived in Boston, Philadelphia, Jersey City, and Hoboken (by far the worst city ever for street parking). In all the above cities, and from what I’ve observed in other cities such as Baltimore, Newark, and Chicago, car ownership and usage is pretty much the same as in NYC. In each of these cities, every night the streets are jam packed with parked cars and virtually no open spaces to be found. Have you ever noticed that the vast majority, if not virtually all, of the U.S. commenters on this forum are males who live in the suburbs in a single family house with a garage? This forum is not representative of the diverse U.S. demographic.

            “The main transportation method in NYC has been public transport, and that’s not going to change. . . Those New Yorkers who keep cars . . . do so mainly to drive outside the city, not for commuting… They don’t need to do daily charging.”

            That’s just flat out wrong for the four NYC boroughs outside of Manhattan. Per the last U.S. Census, 44.3% of outer borough commuters took a car to work, while only 38.7% took public transit to work.
            http://www.newgeography.com/content/004967-commuting-new-york

            The NYC subway, bus, and ferry system has its limits since all the subway lines, except for one, were designed for the purpose of getting into Manhattan. So it’s good for going into Manhattan from the outer boroughs, but can suck and take a very long time when you need to go from one outer borough to another outer borough. It’s also so much cheaper and more convenient for a family to drive to the suburbs (to go shopping or to the beach) than it is to pay an expensive fare for each family member. A trip to Jones Beach can cost $10 parking and $6 dollars in gas, while special package tickets on the Long Island Railroad and a connecting bus to the beach costs $20.50 per person or $82.00 for a family of four, plus subway fare to and from Penn Station for any family member who doesn’t have an unlimited monthly subway pass. Driving would take about 40 minutes to 1 hour, while the train/bus would take 2 to 3 hours.

            What does it matter if NYC EVs need daily charging? They need a daily parking spot on the street and we’re talking about all cars being EVs. You’ve got to line every street with chargers, otherwise it would be pandemonium trying to match the number of chargers to the number of EVs that according to you wouldn’t need to charge daily/nightly. Everyone complains about getting ICED in a parking lot when there are a plentiful number of open parking spaces. Imagine the ICEing that would go on in an urban street parking environment. If you ticket and/or tow ICE drivers parking at a charger, you better expect a huge amount of vandalism of EV chargers and EVs.

            1. ¯\_(ツ)_/¯ sven says:

              Oops! I over bolded!

  2. Daniel says:

    Nedc is complete nonsense! These gas consumptioin numbers are ridiculously far from reality, so why even consider a comparison…

    1. ¯\_(ツ)_/¯ sven says:

      Aren’t the EV consumption numbers under NEDC also ridiculously far from reality?

      1. Alan says:

        Yep,

        It doesn’t help much using an ipad battery in these PHEV’s either !

    2. Bob says:

      And how many MB buyers are going to charge their PEHV-cars, in the real world?

      1. no comment says:

        if they don’t intend to charge it, then they would just buy an ICE e-class. duh!

  3. no comment says:

    i was shocked when i first saw the front end photo. they redesigned the front end of the e-class to such an extent that it looks very much like the front end of the triple deuce benz-o s-class. the only difference that i can detect is in the design of the air intake below the front license plate.