Detailed Version - Volkswagen AG
The Golf
Environmental Commendation –
Detailed Version
Inhalt
Introduction 3
Summary 4
1 The Golf – a defining character 5
2 Life Cycle Assessments for ecological product evaluation and optimisation 7
2.1. Life Cycle Inventory – LCI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.2. Life Cycle Impact Assessment – LCIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.3. Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.4. Implementation at Volkswagen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3 The Golf models assessed 12
3.1. Aim and target group of the assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.2. Function and functional unit of the vehicle systems assessed . . . . . . . . . . . . . . . . . . . . . 12
3.3. Scope of assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.4. Environmental impact assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.5 Basis of data and data quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4 Model assumptions and findings of the Life Cycle Assessment 19
5 Results of the Life Cycle Assessment 21
5.1. Material composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
5.2. Results of the Life Cycle Inventory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
5.3. Comparison of Life Cycle Impacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5.4. Diesel vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5.4. Petrol vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
5.4. Differentiation of environmental impact caused by manufacturing . . . . . . . . . . . . . . . . . 34
6 Recycling end-of-life vehicles with the VW SiCon process 36
7 We‘re driving mobility forward 40
8 Conclusion 42
9 Validation 43
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
List of sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
List of figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
List of tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Annex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
2
Introduction
Introduction
With 26 million units sold since 1974, the Volkswagen Golf is Europe‘s best-selling car.
This success will be continued by the Golf VI thanks to high levels of safety, economy
and innovations in driver comfort and environmental protection. As a high-volume
carmaker, we are well aware of our responsibility for climate protection and the conservation
of resources, and thus for sustainable mobility. For this reason, Volkswagen
has set itself the target of making each new model better than its predecessor in all
relevant areas. This applies especially to environmental properties. The sixth-generation
Golf meets these requirements in an exemplary way.
Volkswagen uses environmental commendations to document the environmental
performance of its vehicles and technologies. Our first environmental commendations,
for the Passat and the Golf V, were very well received both by the public and by the
media. Our environmental commendations provide our customers, shareholders
and other stakeholders inside and outside the company with detailed information
about how we are making our products and production processes more environmentally
compatible and what we have achieved in this respect.
The environmental commendations are primarily based on the results of a Life Cycle
Assessment (LCA) in accordance with ISO 14040/44, which has been verified by independent
experts, in this case from TÜV NORD. As part of an integrated product policy,
the LCA considers not only individual environmental aspects such as the driving
emissions of a vehicle, but the entire product life cycle – from production and use,
right through to disposal – in other words “from cradle to grave”.
Here, too, Volkswagen has already established a tradition. We have been analysing
our cars and their individual components since 1996, using Life Cycle Assessments to
enhance their environmental compatibility. The environmental improvement of our
best-selling model is an especially important step for us as we advance towards sustainable
mobility. The environmental commendation for the Golf VI presents the
comprehensive results of our Life Cycle Assessment and documents the continuous
progress achieved by Volkswagen in the field of environmental product optimisation.
3
Summary
Summary
For the Life Cycle Assessment of the Golf VI, we compared a petrol model with
1.6-litre engine (75 kW) and 7-speed DSG dual-clutch gearbox with a predecessor
model (Golf V 1.6 MPI, 75 kW) with manual gearbox. For the diesel models, a
2.0-litre TDI developing 81 kW was compared with a similar predecessor model
(Golf V 1.9 TDI, 77 kW). Both of the diesel models feature a diesel particulate filter
(DPF) as standard equipment. The evaluation of the environmental profile is not
solely based on emissions during a vehicle’s service life, but on the entire life
cycle from production to disposal. As in the case of the Golf V, the latest models
show improvements in all the environmental impact categories. The greatest
advances have been made in the areas of global warming potential (greenhouse
effect), acidification and photochemical ozone (summer smog) creation potential.
In other respects, such as water and soil eutrophication and ozone depletion,
the cars assessed have in any case very little impact. It emerged that these
improvements were primarily due to reduced fuel consumption and the resultant
drop in driving emissions and reduction in environmental impact at the fuel
production stage. The reduction in fuel consumption, in turn, is the direct result
of an extensive package of measures
related to the engines (especially the
turbocharged and mechanically
supercharged direct injection petrol
engines) and transmissions, as well as
improvements in the areas of lightweight
design, aerodynamic drag and
rolling resistance and the energy consumption
of electrical components.
4
A Life Cycle Assessment includes
fuel production and vehicle
production, the vehicle’s service
life and recycling/disposal.
1 The Golf – a defining character
The Golf – a defining character
Over more than 30 years, Volkswagen has systematically perfected the Golf. From model
to model, it has retained the good features of its predecessors at the same time as re-
ceiving many improvements. A Golf always embodies the highest degree of innovation
and quality, as well as safety and economy. In other words, the Golf is a symbol of the
key values of Volkswagen.
These values are crucial, but Volkswagen thinks even further: our goal is that every new
vehicle, in addition to all its technical advantages that make a driver‘s life easier and
safer, should have better environmental properties than its predecessor, viewed over
the entire vehicle life cycle. The Technical Development department of the Volkswagen
brand has set itself environmental targets in the areas of healthcare, climate protection
and resource conservation so that Volkswagen can shoulder its responsibilities towards
customers, society and the environment.
As raw materials are scarce and atmospheric carbon dioxide concentrations are growing,
There are two main factors that can contribute to reduced fuel consumption
and carbon dioxide emissions – lighter weight and economical engines.
However, Golf engines are already highly efficient and the effort required to reduce their
fuel consumption, for example from 5 to 4.5 litres per 100 kilometres, is considerable –
and becomes more so as fuel consumption decreases. Nevertheless, we have succeeded
in making the engines available for the new Golf even more economical. We have
achieved this mainly by using forced-induction engines, equipped with turbochargers
and/or mechanical superchargers. Despite their small capacity, they develop a power
output that could only have been reached by much larger engines just a few years ago.
5
1 The Golf – a defining character
As engines with lower displacement require less material, take up less space and also
feature lower friction losses, they are lighter and call for less energy to produce the
same power output. In short, these engines use fuel considerably more efficiently
than normally aspirated engines with the same power output.
Volkswagen‘s powerful but economical TDI diesel engines have been impressing the
automobile world since the 1990s. Among other things, their record-breaking fuel
economy is due to direct fuel injection. In combination with supercharging, this
technology also makes modern petrol engines, such as Volkswagen‘s TSI units, very
frugal. Thanks to supercharging and direct injection, TSI engines can develop more
torque, especially at low engine speeds. The result is more comfortable driving and
low fuel consumption at the same time as greater driving pleasure.
In 2008, TSI technology received the Engine of the Year Award for the third year in
succession. However, TDI and TSI power plants can only achieve their full savings
potential in combination with the DSG ® dual-clutch gearbox developed by Volkswagen.
This gearbox is not only more convenient to use; it also improves both performance
and fuel economy. The new manual gearboxes also feature optimised
transmission ratios that help reduce fuel consumption.
All the engines offered for the Golf have emissions below the limits set by the Euro-5
emissions standard (see Table 3, p. 16). Factors which help achieve these low emissions
include a new generation of engine electronics and a modified coating for the main
catalytic converter.
There have also been significant improvements in acoustics and aerodynamics. The
Golf has become perceptibly quieter. Engine, wind and rolling noise have all been
reduced significantly by a variety of developments. For example, heavy acoustic
insulation material has been consistently reduced where possible and replaced by
lighter material. The engine and passenger compartments are now isolated from each
other more effectively. Quieter tires and new engine mounts to decouple the engine
from the body help reduce noise levels, as does the new common rail injection system
that replaces the pump-injector system on the TDI. A special sound insulation film in
the windscreen and newly developed seals for doors and side windows round off the
noise reduction package. In addition, the wing mirrors have been redesigned to create
less wind noise. They also contribute to improved aerodynamics: the product of the
drag coefficient (Cd) and the cross sectional area (A) is only 0.69, lower than for any
other Golf previously produced.
6
2 Life Cycle Assessments for ecological product evaluation and optimisation
Life Cycle Assessments for ecological product
evaluation and optimisation
The environmental goals of the Technical Development department of the Volkswagen
brand state that we develop our vehicles in such a way that, in their entirety, they present
better environmental properties than their predecessors. By „in their entirety“, we
mean that the entire product life cycle is considered, from cradle to grave.
Fig 1: Environmental goals of the Technical Development department of the Volkswagen brand
7
2 Life Cycle Assessments for ecological product evaluation and optimisation
This environmental commendation considers the significance of all these technical
developments for the environmental profile of the new Golf VI. The decisive factor for
the environmental profile of a product is its impact on the environment during its
entire „lifetime“. This means we do not focus solely on a car’s service life but also on
the phases before and after, i.e. we draw up a balance sheet that includes the manufacturing,
disposal and recycling processes. All life cycle phases require energy and
resources, cause emissions and generate waste. Different vehicles and technologies
can only be effectively compared on the basis of a balance sheet that covers all these
individual processes from „cradle to grave“. And this is precisely what Life Cycle
Assessments or LCAs facilitate. Our Life Cycle Assessments accurately and quantifiably
describe the environmental impacts related to a product, for instance a car, and
thus allow a more precise description of its environmental profile on the basis of comparable
data. To ensure that the results of the Life Cycle Assessments meet exacting
quality and comparability requirements, they are based on the standard series ISO
14040 [14040 2006]. This specifically includes the verification of the results by an independent
expert. In this case, a critical review was conducted by the TÜV NORD
technical inspection agency.
The first stage in preparing a Life Cycle Assessment is to draw up a precise definition
of its objectives and the target groups it is intended to address. This definition clearly
describes the systems to be evaluated in terms of the system function, the system limits 1
and the functional unit 2 . The methods of environmental impact assessment, the en-
vironmental impact categories considered, the evaluation methods and, if necessary,
the allocation procedures3 are defined in accordance with ISO 14040. The individual
steps involved in preparing a Life Cycle Assessment are described briefly below.
Life Cycle Inventory – LCI
In the Life Cycle Inventory, data is collected for all processes within the scope of the
evaluation. Information on inputs such as raw materials and sources of energy and
outputs, such as emissions and waste, is compiled for each process, always with reference
to the defined scope of the evaluation (see Fig 2).
Energy
&
Resources
Manufacturing
Recycling
Fig 2: Input and output flows for a Life Cycle Inventory
Production
Utilisation
Emissions
&
Waste
1 By defining the system limits, the scope of the Life Cycle Assessment is restricted to those processes and material
flows that need to be evaluated in order to achieve the defined goal of the study.
2 The functional unit quantifies the benefit of the vehicle systems evaluated and further ensures their comparability.
3 Where processes have several inputs and outputs, an allocation procedure is needed to assign flows arising from
the product system under evaluation to the various inputs and outputs.
8
2 Life Cycle Assessments for ecological product evaluation and optimisation
The Life Cycle Inventory of an entire product life cycle includes numerous different
inputs and outputs that are ultimately added up to prepare the inventory.
Life Cycle Impact Assessment – LCIA
A Life Cycle Inventory only quantifies the inputs and outputs of the system investiga-
ted. The following step – impact assessment – allocates the appropriate environmental
impacts to the respective material flows, allowing conclusions to be drawn concerning
potential environmental impacts. This involves defining an indicator substance for
each environmental impact category, for instance carbon dioxide (CO2) for the impact
category „global warming potential“. Then all substances that also contribute to the
global warming potential are converted to CO2 equivalents4 using equivalence factors.
Product Life Cycle
Manufactoring
fuel and materials
CO2 CH4 NOX ...
Fig. 3: Procedure for impact assessment
Production Utilisation Recycling
CO2 VOC ... CO2 VOC NOX ... CO2 SO2 NOX ...
Life Cycle Inventory
NCH4 NVOC NCO2 NNOX N...
Impact Assessment
Global warming potential Photochemical ozone Acidification Eutrophication ...
Standardisation
of environmental impacts with average impact per inhabitant:
How many inhabitants cause the same environmental impact as the product evaluated?
Examples of environmental categories are global warming potential, photochemical
ozone creation potential, acidification potential or eutrophication potential.
Evaluation
The subsequent final evaluation interprets and evaluates the results of the Life Cycle
Inventory and the Life Cycle Impact Assessment. The evaluation is based on the defined
goal and scope of the Life Cycle Assessment.
4 Carbon dioxide (CO2) is the indicator substance for global warming potential. All substances that contribute to
the greenhouse effect are converted into CO2 equivalents through an equivalence factor. For instance, the global
warming potential of methane (CH4) is 23 times
9
2 Life Cycle Assessments for ecological product evaluation and optimisation
Implementation at Volkswagen
Volkswagen has many years of experience with Life Cycle Assessments for product and
process optimisation. We have even assumed a leading role in implementing and publishing
complete life cycle inventories of vehicles. For instance, in 1996 we were the
first car manufacturer to prepare a Life Cycle Inventory study (for the Golf III) and
publish it [Schweimer and Schuckert 1996]. Since then we have drawn up Life Cycle
Assessments for other cars and also published some of the results [Schweimer 1998;
Schweimer et al. 1999; Schweimer and Levin 2000; Schweimer and Roßberg 2001].
These LCAs primarily describe and identify environmental „hot spots“ in the life cycle
of a car. Since then we have broadened the assessments to include production processes
as well as fuel production and recycling processes [Bossdorf-Zimmer et al. 2005;
Krinke et al. 2005b]. Since 2007, we have used environmental commendations to inform
customers about the environmental properties of our vehicles [Volkswagen AG
2007a, Volkswagen AG 2007b].
Volkswagen is also making long-term investments in further developing and optimising
Life Cycle Assessment methods. Thanks to our intensive research we have succeeded in
considerably reducing the workload involved in preparing life cycle inventories.
Our research resulted in the development of the VW slimLCI interface system [Koffler et
al. 2007]: this interface not only significantly cuts the workload involved in preparing
Life Cycle Assessments of complete vehicles by automating the process but also further
improves the consistency and quality of the LCA models produced.
This represents substantial progress, since preparing a complete LCA for a vehicle
involves registering thousands of components, together with any related upstream
supply chains and processes (see Fig. 4).
Fig. 4: Dismantling study of the Golf V
10
2 Life Cycle Assessments for ecological product evaluation and optimisation
The fact that all the parts and components of a vehicle themselves consist of a variety
of materials and are manufactured by many different processes – processes that in turn
consume energy, consumables and fabricated materials – demonstrates the complexity
of the modelling process. In addition, the correct assignment of manufacturing processes
to materials calls for considerable expert knowledge, a large database and
detailed information on production and processing steps. The VW slimLCI interface
system allows these details to be modelled very precisely and sufficiently completely
in Life Cycle Assessment models – even for entire vehicles. A Life Cycle Assessment or
product model is based on the vehicle parts lists drawn up by the Technical Development
department, as well as on material data drawn from the Volkswagen AG Material
Information System (MISS). The VW slimLCI interface system primarily consists of two
interfaces that transfer the vehicle data from these systems to the Life Cycle Assessment
software GaBi5 , using a defined operating sequence (algorithm). (see Fig. 5).
slimLCI
MISS
Material Data Interface 1 Transfer file Interface 2 Product model
Database
Predefinied process
Product
parts list
Manual
consolidation
Electronic data
Manual process
GaBi
software
Fig. 5: Process of modelling an entire vehicle with the VW slimLCI interface system
Interface 1 helps assign information from parts lists (part designations and quantities) to
the relevant component information (materials and weights) from MISS6 and converts it
into a transfer file which is then quality-tested (manual consolidation). Interface 2 then
allows the transfer file to be linked with the related data records in the GaBi Life Cycle
Assessment software. For example, to each material, such as sheet metal, the interface
allocates all the material production, moulding and subsequent treatment processes
listed in the database. The model generated by GaBi therefore reflects all the processing
stages in the manufacture of the entire vehicle being evaluated. So with the VW slimLCI
interface system we can prepare Life Cycle Assessments in a very short time and use
them continuously in order to keep pace with the steadily growing demand for environment-related
product information.
5 GaBi ® is a Life Cycle Assessment software package from PE international.
6 MISS is a VW internal computer tool used to determine the material composition of a component.
11
3 The Golf models assessed
The Golf models assessed
Volkswagen‘s environmental commendation for the Golf describes and analyses the
environmental impacts of selected Golf models. We have compared diesel and petrolengined
models from the current model range (Golf VI) with their predecessors (Golf V).
The results are based on Life Cycle Assessments drawn up in accordance with the
standards DIN EN ISO 14040 and 14044. All the definitions and descriptions required for
preparing these Life Cycle Assessments were drawn up in accordance with the standards
mentioned above and are explained below.
Aim and target group of the assessment
Volkswagen has been producing Life Cycle Assessments for over ten years to provide
detailed information on the environmental impacts of vehicles and components for
our customers, shareholders
and other
interested parties
within and outside
the company. The
aim of this Life Cycle
Assessment is to describe
the environmental
profiles of the
current Golf models
with diesel and petrol
engines and compare
them with their predecessors.
We compared
the Golf V 1.9
TDI7 with its successor,
the Golf VI 2.0 TDI8 .
Both these diesel models are equipped with a diesel particulate filter (DPF). The
petrol-engined Golf V 1.6 MPI9 was compared with its successor, the Golf VI 1.6 MPI10 with seven-speed DSG ® dual-clutch gearbox11 .
Function and functional unit of the vehicle systems assessed
The “functional unit” for the assessment was defined as the transportation of passengers
in a five-seater vehicle over a total distance of 150,000 kilometres in the New European
Driving Cycle (NEDC) with comparable utilisation characteristics (such as performance
and loading volume – see technical data in Table 1).
7 5.1 l/100km (NEDC) 135g CO2/km
8 4.5 l/100km (NEDC) 119g CO2/km
9 7.4 l/100km (NEDC) 176g CO2/km
10 6.7 l/100km (NEDC) 157g CO2/km
11 In each case, the engine/transmission combination with the lowest fuel consumption was selected for the comparison. This was
normally a model with manual gearbox. However, in the case of the Golf VI MPI, the model with 7-speed DSG gearbox has the
lowest consumption. The greater comfort and convenience of the DSG gearbox was not taken into account in the assessment.
12
Engine capacity [cm 3 ]
3 The Golf models assessed
Output [kW]
Gearbox
Fuel
Emission standard
Maximum speed [km/h]
Acceleration 0-100 km/h [s]
Max torque [Nm]
DIN unladen weight [kg]
Loading volume [l]
Range [km]
Acoustics [db(A)]
(standing/driving noise)
Golf V
1.9 TDI DPF
1896
77
5-speed manual
Diesel
Euro 4
187
11.3
250 / 1900
1251
350 / 1305
1078
78 / 71
Scope of assessment
Golf V
1.6 MPI
The scope of the assessment was defined in such a way that all relevant processes and
substances are considered, traced back to the furthest possible extent and modelled at
the level of elementary flows in accordance with ISO 14040. This means that only substances
and energy flows taken directly from the environment or released into the environment
without prior or subsequent treatment exceed the scope of the assessment.
The only exceptions to this rule are the material fractions formed in the recycling stage.
The vehicle manufacturing phase was modelled including all manufacturing and
processing stages for all vehicle parts and components. The model included all steps
from the extraction of raw materials and the manufacture of semifinished products
right through to assembly.
As regards the vehicle’s service life, the model includes all relevant processes from
fuel production and delivery through to actual driving. The analysis of the fuel supply
process includes shipment from the oilfield to the refinery, the refining process and
transportation from the refinery to the filling station. Vehicle maintenance is not included
in the assessment as previous studies demonstrated that maintenance does
not cause any significant environmental impacts [Schweimer and Levin, 2000].
13
Table 1: Technical data of vehicles assessed
Golf VI
2.0 TDI DPF
1968
81
5-speed manual
Diesel
Euro 5
194
10.7
250 / 1750
1266
350 / 1305
1222
75 / 71
1595
75
5-speed manual
petrol (Super)
Euro 4
184
11.4
148 / 3800
1173
350 / 1305
743
81 / 72
Golf VI
1.6 MPI with DSG ®
1595
75
7-speed DSG
petrol (Super)
Euro 5
188
11.3
148 / 3800
1190
350 / 1305
820
78 / 70
3 The Golf models assessed
The recycling phase has been modelled in accordance with the VW SiCon process.
In contrast to conventional recycling approaches, this process allows non-metallic
shredder residue to also be recycled and used as a substitute for primary raw materials.
Using the SiCon process, approximately 95 percent of a car by weight can be recycled.
A more detailed description of the VW SiCon process is provided in Chapter 6.
In this Life Cycle Assessment, no environmental credits were awarded for the secondary
raw material obtained from the recycling process. We only included the environmental
impacts of the recycling processes required. This corresponds to a worst case assumption12
, since in reality secondary raw material from vehicle recycling is generally returned
to the production cycle. This recycling and substitution of primary raw materials avoids
the environmental impact of primary raw material production.
Fig. 6 is a schematic diagram indicating the scope of the Life Cycle Assessment. Europe
(EU 15) was chosen as the reference area for all processes in the manufacture, service
and recycling phases.
Scope of assessment
Production of raw material
Production of materials
Production of components
Fig. 6: Scope of the Life Cycle Assessment
Production pipeline
Transport refining
Transport filling station
Fuel supply
Manufacturing Maintenance Recycling
Service life
Recovery of energy
and raw materials
Credits
12 Here the worst case is a set of most unfavourable model parameters of the recycling phase.
14
3 The Golf models assessed
Environmental impact assessment
The impact assessment is based on a method developed by the University of Leiden
in the Netherlands (CML methodology) [Guinée and Lindeijer 2002]. The assessment
of environmental impact potentials in accordance with this method is based on recognised
scientific models. A total of five environmental impact categories13 were
identified as relevant and were then assessed in this study:
• eutrophication potential
• ozone depletion potential
• photochemical ozone creation potential
• global warming potential for a reference period of 100 years
• acidification potential
The above environmental impact categories were chosen because they are particularly
important for the automotive sector, and are also regularly used in other automotiverelated
Life Cycle Assessments [Schmidt et al. 2004; Krinke et al. 2005a]. The environmental
impacts determined in the Life Cycle Assessments are measured in different
units. For instance, the global warming potential is measured in CO2 equivalents and
the acidification potential in SO2 equivalents (each in kilograms). In order to make them
comparable, a standardisation process is necessary. In this Life Cycle Assessment the
results were standardised with reference to the average environmental impact caused
by an inhabitant of the EU15 each year. For example, in the global warming category,
each inhabitant of the European Union caused the emission of about 12.6 metric tons of
CO2 equivalents in the year 2001 (see Table 2).
Table 2: Average impact per inhabitant figures in the EU 15
referred to an inhabitant in 2001 [PE International 2003]
Environmental category
Eutrophication potential
Ozone depletion potential
Photochemical ozone creation potential
Global warming potential
Acidification potential
Per capita
33.22
0.22
21.95
12,591.88
72.85
This “normalisation” allows statements to be made regarding the contribution of a
product to total environmental impacts within the European Union. The results can
then be presented on a graph using the same scale. This approach also makes the
results more comprehensible and allows environmental impacts to be compared.
In Table 2, we have listed the average figures per inhabitant for the individual impact
categories. In this context it must be pointed out that the normalisation does not give
13 The glossary contains a detailed description of these environmental impact categories.
15
Unit
kg PO4 equivalents
kg R11 equivalents
kg ethene equivalents
kg CO2 equivalents
kg SO2 equivalents
3 The Golf models assessed
any indication of the relevance of a particular environmental impact, i.e. it does not
imply any judgement on the significance of individual environmental impacts.
Basis of data and data quality
The data used for preparing the Life Cycle Assessment can be subdivided into product
data and process data. “Product data” describes the product itself, and among other
things includes:
• Information on parts, quantities, weights and materials
• Information on fuel consumption and emissions during utilisation
• Information on recycling volumes and processes.
“Process data” includes information on manufacturing and processing steps such as the
provision of electricity, the production of materials and semifinished goods, fabrication
and the production of fuel and consumables. This information is either obtained from
commercial databases or compiled by Volkswagen as required.
We ensure that the data selected are as representative as possible. This means that the
data represent the materials, production and other processes as accurately as possible
from a technological, temporal and geographical point of view. For the most part,
published industrial data are used. In addition, we use data that are as up-to-date as
possible and relate to Europe. Where European data are not available, German data are
used. For the various vehicles we always use the same data on upstream supply chains
for energy sources and materials. This means that differences between the latest models
and their predecessors are entirely due to changes in component weights, material
compositions, manufacturing processes at Volkswagen and driving emissions, and not
to changes in the raw material, energy and component supply chains.
The Life Cycle Assessment model for vehicle production was developed using Volkswagen‘s
slimLCI methodology (see Chapter 1). Vehicle parts lists were used as data
sources for product data, and the weight and materials of each product were taken
from the Volkswagen material information system (MISS). This information was then
linked to the corresponding process data in the Life Cycle Assessment software GaBi.
Material inputs, processing procedures and the selection of data in GaBi are stand-
ardised to the greatest possible extent, ensuring that the information provided by
VW slimLCI is consistent and transparent.
16
3 The Golf models assessed
Fig. 7: Excerpt from the model structure of the Golf VI 1.6 MPI with DSG ®
VW slimLCI methodology not only ensures highly detailed modelling but also high
quality standards for LCA models. Fig. 7 shows an excerpt from the “parts-tree” of the
Golf VI 1.6 MPI DSG, as extracted from the original parts list for the LCA model.
For the modelling of the vehicle’s service life, representative data for upstream fuel
supply chains were taken from the GaBi database. It was assumed that fuel used in
Europe was transported over a distance of 200 kilometres on average. For the regulated
emissions CO, NOX and HC, direct driving emissions were modelled in accordance with
the Euro 4 (Golf V) and Euro 5 (Golf VI) emission standards.
Table 3: Emission limits in accordance with Euro 4 and Euro 5
Carbon monoxide emissions (CO)
Nitrogen oxide emissions (NOX)
Hydrocarbon emissions (HC)
of which NMHC
NOX+HC emissions
Particulate emissions
Petrol
[g/km]
1.00
0.08
0.10
Diesel
[g/km]
This model too represents a worst case assumption, since actual emissions are in some
cases far below the applicable limits (see Table 4). This means that the regulated servicelife
emissions indicated in the graphs are higher than those that actually occur.
17
Euro 4 emission limits Euro 5 emission limits
0.50
0.25
0.30
0.025
Petrol
[g/km]
1.00
0.06
0.10
0.068
0.005*
Diesel
[g/km]
0.50
0.18
0.23
0.005
* with direct injection
Kraftstoff
Fuel consumption [l/100km]*
(urban/ highway/combined)
Emission standard
Carbon dioxide emissions (CO2)
[g/km]
Carbon monoxide emissions (CO)
[g/km]
Nitrogen oxide emissions (NOX)
[g/km]
Hydrocarbon emissions (HC)
[g/km]
of which NMHC [g/km]
NOX + HC emissions [g/km]
Particulate emissions [g/km]
3 The Golf models assessed
Table 4: Fuel consumption and emissions of vehicles assessed
Golf V
1.9 TDI DPF
Diesel
( 6.3 / 4.5 / 5.1 )
Euro 4
135
0.034
0.179
0.191
0.002
Golf V
1.6 MPI
Petrol (Super)
( 9.9 / 6.1 / 7.4 )
Euro 4
The fuel consumption of the vehicles was calculated in each case from the measured
CO2 emissions and is shown in Table 4. All consumption figures and emissions were
determined on the basis of EU Directives 80/268/EEC and 70/220/EEC [EU 2001; EU
2004] and regulation 692/2008 [EU 2008] for type approval and correspond with the
values presented to the German Federal Motor Transport Authority (Kraftfahrtbundesamt)
for type approval. A sulphur content of 10 ppm was assumed for petrol. 14
Vehicle recycling was modelled on the basis of data from the VW SiCon process and
using representative data from the GaBi database.
In sum, all information relevant to the aims of this study was collected and modelled
with a sufficient degree of completeness. 15 The modelling of vehicle systems on the
basis of vehicle parts lists ensures that the model is complete, especially with respect
to the manufacturing phase. In addition, as the work processes required are automated
to a great extent, any differences in the results are due solely to changes in product
data and not to deviations in the modelling system.
14 In some countries, fuel with a sulphur content of 10 ppm is not yet available. However, even if the sulphur content
were higher, the contribution of sulphur emissions during the vehicle’s service life would still remain negligible.
15 Completeness, as defined by ISO 14040, must always be considered with reference to the objective of the
investigation. In this case, completeness means that the main materials and processes have been reflected. Any
remaining gaps in the data are unavoidable and apply equally to all the vehicles compared.
18
Golf VI
2.0 TDI DPF
Diesel
( 6.0 / 3.7 / 4.5 )
Euro 5
119
0.391
0.116
0.186
0.0007
176
0.759
0.04
0.07
Golf VI
1.6 MPI with DSG ®
Petrol (Super)
( 8.8 / 5.5 / 6.7 )
Euro 5
157
0.351
0.029
0.035
0.025
* Total average consumption (NEDC)
4 Model assumptions and findings of the Life Cycle Assessment
Model assumptions and findings of the Life
Cycle Assessment
All the framework conditions and assumptions defined for the Life Cycle Assessment
are outlined below.
Table 5: Assumptions and definitions for the Life Cycle Assessment
Aim of the Life Cycle Assessment
• Comparison of the environmental profiles of predecessor and successor versions
of selected Golf models with petrol and diesel engines
Scope of assessment
19
Function of systems
• Transport of passengers in a five-seater car
Functional unit
• Transport of passengers in a five-seater car over a total distance of 150,000
kilometres in the New European Driving Cycle (NEDC), with comparable
utilisation characteristics (e.g. performance, loading volume)
Comparability
• Comparable performance figures
• Cars with standard equipment and fittings
System limits
• The system limits include the entire life cycle of the cars (manufacture, service
life and recycling phase).
Cut-off criteria
• The assessment does not include maintenance or repairs
• No environmental impact credits are awarded for secondary raw materials
produced
• Cut-off criteria applied in GaBi data records, as described in the software
documentation (www.gabi-software.com)
• Explicit cut-off criteria, such as weight or relevance limits, are not applied
Allocation
• Allocations used in GaBi data records, as described in the software documentation
(www.gabi-software.com)
• No further allocations are used
4 Model assumptions and findings of the Life Cycle Assessment
Data basis
• Volkswagen vehicle parts lists
• Material and weight information from the Volkswagen Material Information
System (MISS)
• Technical data sheets
• Technical drawings
• Emission limits (for regulated emissions) laid down in current EU legislation
• The data used comes from the GaBi database or was collected in cooperation
with VW plants, suppliers or industrial partners
Life Cycle Inventory results
• Material compositions in accordance with VDA (German Association of the
Automotive Industry) Standard 231-106
• Life Cycle Inventory results include emissions of CO2, CO, SO2, NOX, NMVOC,
CH4, as well as consumption of energy resources
• The impact assessment includes the environmental impact categories eutrophication
potential, ozone depletion potential, photochemical ozone creation
potential, global warming potential for a reference period of 100 years and
acidification potential
• Standardisation of the results to average impact per inhabitant values
Software
• Life Cycle Assessment software GaBi, and GaBi DfX Tool and VW slimLCI
interface as support tools
Evaluation
20
• Evaluation of Life Cycle Inventory and impact assessment results, subdivided
into life cycle phases and individual processes
• Comparisons of impact assessment results of the vehicles compared
• Interpretation of results
5 Results of the Life Cycle Assessment
Results of the Life Cycle Assessment
Material composition
Fig. 8 shows the material composition of a Golf VI 2.0 TDI in accordance with the VDA
(German Association of the Automotive Industry) standard 231-106 for material classification
[VDA 1997]. 16 The graph indicates the material composition of and material
shares in the vehicle assessed.
Fig. 8: Material composition of Golf VI 2.0 TDI DPF
Material composition
Golf VI 2.0 TDI DPF*
65 %
The Golf VI 2.0 TDI consists of 65 percent steel and iron materials and 17 percent various
plastics (polymer materials). It also contains about six percent light alloys, such as
aluminium and magnesium. Nonferrous metals, such as copper and brass, account for
about three percent of the car‘s materials. The composite and other materials, which
account for approximately three percent of the vehicle by weight, include ceramics and
glass, renewable raw materials and materials which are inseparably joined, e.g. metal
coated with plastic. Operating fluids, such as oils, fuel, brake fluid, coolant and washing
water combined, account for about five percent of the total vehicle weight. The remaining
approximately one percent is made up of process polymers such as paints
and adhesives. The share of electronics and electrics is extremely low because the
materials used in these components have been itemised in detail on the basis of the
16 Unladen weight in accordance with DIN 70020 without driver and with the fuel tank filled to 90% of capacity.
21
Steel and iron materials
Light alloys, cast and
wrought alloys
Nonferrous heavy metals,
cast and wrought alloys
Special metals
Polymer materials
Process polymers
Other materials and
composite materials
Electronics and electrics
Fuels and auxiliary
materials
6 %
3 %
0.05 %
1 %
3 %
0.01 %
5 %
17 %
* Diesel particulate filter
DIN unladen weight [kg]
Steel and iron materials
5 Results of the Life Cycle Assessment
MISS data and can be allocated to other VDA categories. As shown in Table 6 there are
only very slight differences between the material compositions of the vehicles assessed.
Table 6: Material composition
Light alloys, cast and
wrought alloys
Nonferrous metals, cast and
wrought alloys
Special metals
Polymer materials
Process polymers
Other materials and
composite materials
Electronics and electrics
Fuels and auxiliary materials
Golf V
1.9 TDI DPF
1251
64.32 %
6.38 %
2.43 %
0.02 %
17.85 %
1.25 %
2.77 %
0.01 %
4.96 %
Golf V
1.6 MPI
So the material composition of the latest models has remained almost the same as in
their predecessors.
Results of the Life Cycle Inventory
The information on the life cycle inventories is divided into the three life cycle phases:
manufacturing, service life and recycling. The manufacturing phase is subdivided into
vehicle and engine/transmission manufacturing, while the service life differentiates
between the environmental impact caused by the upstream fuel supply chain and direct
driving emissions. The contribution shown for recycling only indicates the impacts of
recycling processes but does not include any environmental impact credits for secondary
raw materials produced.
Fig. 9 clearly shows that the emissions of the Golf V 1.9 TDI, such as carbon dioxide
(CO2), carbon monoxide (CO) and nitrogen oxides (NOX), are mainly generated during
the service life of the car.
22
Golf VI
2.0 TDI DPF
1266
64.54 %
6.47 %
2.52 %
0.05 %
17.27 %
1.34 %
3.00 %
0.01 %
4.80 %
1173
62.45 %
7.50 %
2.31 %
0.03 %
18.69 %
1.27 %
2.66 %
0.02 %
5.08 %
Golf VI
1.6 MPI with DSG ®
1190
63.52 %
7.15 %
2.21 %
0.09 %
17.87 %
1.38 %
2.95 %
0.01 %
4.82 %
5 Results of the Life Cycle Assessment
100%
80%
60%
40%
20%
Life Cycle Inventories
Golf V 1.9 TDI DPF*
[27.6 t] [116.8 kg] [28.1 kg] [54.0 kg] [17.7 kg] [31.9 kg] [409.2 GJ]
Carbon
dioxide
(CO 2 )
Vehicle manufacture
Fuel supply
Driving emissions
Recycling
Carbon
monoxide
(CO)
Sulphur
dioxide
(SO 2 )
Fig. 9: Life Cycle Inventory data for Golf V 1.9 TDI DPF
Nitrogen
oxides
(NO X )
Hydro
carbons
(NMVOC)
Methane
(CH 4 )
Primary
energy
demand
* Diesel particulate filter
In contrast, both methane emissions and primary energy demand are dominated by
the fuel supply phase – from the wellhead to the filling station. As a result of the low
sulphur content assumed for the fuels used, the manufacturing phase accounts for the
greater part of overall sulphur dioxide emissions. CO2 emissions over the entire life
cycle of the Golf V 1.9 TDI reach approximately 27.6 metric tons. The total energy
demand amounts to about 409 GJ.
23
5 Results of the Life Cycle Assessment
100%
80%
60%
40%
20%
Life Cycle Inventories
Golf VI 2.0 TDI DPF*
[24.7 t] [117.4 kg] [25.2 kg] [42.0 kg] [17.0 kg] [28.7 kg] [364.5 GJ]
Carbon
dioxide
(CO 2 )
Vehicle manufacture
Fuel supply
Driving emissions
Recycling
Carbon
monoxide
(CO)
Sulphur
dioxide
(SO 2 )
Fig. 10: Life Cycle Inventory data for Golf VI 2.0 TDI DPF
Nitrogen
oxides
(NO X )
Hydro
carbons
(NMVOC)
Methane
(CH 4 )
Primary
energy
demand
* Diesel particulate filter
The life cycle inventories for the Golf VI 2.0 TDI and the Golf V 1.9 TDI show that there
is no significant difference between the two models as regards the shares of the life
cycle phases (engine and transmission manufacture, vehicle manufacture, fuel supply,
driving emissions and recycling) in the overall figures (see Fig. 9 and Fig. 10). However,
the absolute figures indicate the savings achieved by the latest model compared with
its predecessor. For example, the CO2 emissions of the Golf VI are only 24.7 instead of
27.6 metric tons and the total energy demand for the Golf VI has fallen from 409 to
approximately 365 GJ. Only the CO value has risen slightly, due to an increase in CO
emissions in vehicle manufacture. However, the share of these CO emissions in the
overall figure is negligible, at well below one percent.
24
5 Results of the Life Cycle Assessment
The next two graphs, Fig. 11 and Fig. 12, show the results of the life cycle inventories for
the petrol-engined cars. The figures clearly indicate that the share of the manufacturing
phase in overall emissions is lower than in the case of the diesel models. There are two
main reasons for this: firstly, the environmental impact of manufacturing petrol-engined
cars is slightly lower than for diesel cars; secondly, the service life of a petrol-engined
vehicle accounts for a greater share of life cycle emissions as a result of its higher fuel
consumption.
The Golf V 1.6 MPI causes 36.4 metric tons of CO2 emissions and has a total energy de-
mand of 510.4 GJ (see Fig. 11).
Carbon
dioxide
(CO 2 )
Vehicle manufacture
Fuel supply
Driving emissions
Recycling
Carbon
monoxide
(CO)
Sulphur
dioxide
(SO 2 )
Fig. 11: Life Cycle Inventory data for Golf V 1.6 MPI
25
100%
80%
60%
40%
20%
Life Cycle Inventories
Golf V 1.6 MPI
[36.4 t] [194.2 kg] [38.4 kg] [32.5 kg] [30.4 kg] [39.3 kg] [510.4 GJ]
Nitrogen
oxides
(NO X )
Hydro
carbons
(NMVOC)
Methane
(CH 4 )
Primary
energy
demand
5 Results of the Life Cycle Assessment
The successor model Golf VI 1.6 MPI with DSG causes 3.3 metric tons less CO2 emissions
and also has a significantly lower energy demand (see Fig. 12). This is a direct result of
the reduction in fuel consumption compared with the predecessor model. Owing to the
considerable share of service-life emissions in the overall life cycle figures, the significantly
lower fuel consumption also leads to improvements in all the other Life Cycle
Inventory figures.
Carbon
dioxide
(CO 2 )
Vehicle manufacture
Fuel supply
Driving emissions
Recycling
Carbon
monoxide
(CO)
Sulphur
dioxide
(SO 2 )
Nitrogen
oxides
(NO X )
Fig. 12: Life Cycle Inventory data for Golf VI 1.6 MPI with DSG
26
100%
80%
60%
40%
20%
Life Cycle Inventories
Golf VI 1.6 MPI DSG
[33.1 t] [193.7 kg] [36.9 kg] [28.5 kg] [29.5 kg] [36.8 kg] [469.8 GJ]
Hydro
carbons
(NMVOC)
Methane
(CH 4 )
Primary
energy
demand
5 Results of the Life Cycle Assessment
Comparison of Life Cycle Impacts
On the basis of the Life Cycle Inventory data, Life Cycle Impact Assessments are drawn
up for all the environmental impact categories. The interactions of all the emissions
recorded are considered and potential environmental impacts are determined based
on scientific models (see Fig. 3).
Diesel vehicles
With reference to average impact per inhabitant in the EU, Fig. 13 clearly shows that
all the vehicles considered here make their largest contributions to overall environmental
impacts in the global warming potential category, followed by acidification
and photochemical ozone creation. Contributions to the categories eutrophication
and ozone depletion potential are smaller. Consequently, the notes below focus on
the first three environmental impact categories.
2.5
2.0
1.5
1.0
0.5
Global warming
potential
Photochemical
ozone
Acidification Ozone depletion
Fig. 13: Environmental impacts of Golf V 1.9 TDI DPF and Golf VI 2.0 TDI DPF
27
Comparison of environmental profiles of Golf diesel cars (absolute)
Average value per inhabitant, EU 15, 2001
CO 2 equivalents
[t]
28.5
25.5
Predecessor
Ethen equivalents
[kg]
12.3 11.6
Golf VI 2.0 TDI DPF *
SO 2 equivalents
[kg]
67.4
56.0
R11 equivalents
[kg]
0.40 0.36
PO 4 equivalents
[kg]
8.0
6.4
Eutrophication
* Diesel particulate filter
5 Results of the Life Cycle Assessment
Fig. 14 shows that the environmental impacts of the Golf VI 2.0 TDI are lower in all
categories than those of its predecessor, the Golf V 1.9 TDI. At 17 percent, the reduction
in acidification potential is the most pronounced. This is mainly due to compliance
with a more stringent exhaust emission standard, i.e. reduced NOx emissions.
100
80
60
40
20
Comparison of environmental profiles of Golf diesel cars (relative)
relative to Golf V MPI
Predecessor
Golf VI 2.0 TDI DPF *
-11% -6% -17%
Global warming potential Photochemical ozone creation Acidification
Fig. 14: Environmental impacts of Golf V 1.9 TDI DPF and Golf VI 2.0 TDI DPF (relative)
* Diesel particulate filter
As regards global warming potential, the additional impact caused by a slight increase
in vehicle weight, the improved emission class and the higher engine output of the
Golf VI 2.0 TDI are compensated for by the reduced fuel consumption. The significant
(11 percent) reduction in global warming potential represents a cut of approximately
3 metric tons of CO2 equivalents. Fig. 15 shows how these reductions are achieved. The
absolute environmental impacts are allocated to the individual life cycle phases. As
was already evident from the analysis of the Life Cycle Inventory data, the relevant
changes occur during the use of the vehicle and the production of the fuel required.
Most of the improvements therefore result either directly (lower driving emissions) or
indirectly (less fuel production) from lower fuel consumption. It can also be seen that
the impact of the recycling phase is marginal for all the models considered.
28
5 Results of the Life Cycle Assessment
2.5
2.0
1.5
1.0
0.5
Allocation of environmental impacts to life cycle phases for
Golf diesel models (detail)
Average value per inhabitant, EU 15, 2001
Global warming potential Photochemical ozone creation Acidification
Predecessor
Golf VI 2.0 TDI DPF *
Recycling
Driving emissions
Fuel supply
Production
Fig. 15: Environmental impacts of Golf V 1.9 TDI DPF and Golf VI 2.0 TDI DPF (detail)
* Diesel particulate filter
Fig. 16 below shows the environmental impacts described in relation to each other and
over the entire life cycle of the vehicle. The relations between manufacture, use and
recycling with regard to the individual environmental impacts can clearly be seen.
Global warming potential in particular is influenced mainly by vehicle use (highest
increase over service life).
On the other hand, acidification and photochemical ozone creation are distributed more
evenly over all the phases of the life cycle. The significant reductions in these impacts
are chiefly due to the more stringent exhaust emission standard of the successor model.
29
Predecessor model
Golf VI 2.0 TDI DPF *
5 Results of the Life Cycle Assessment
1.4
1.2
1.0
0.8
0.6
0.4
0.2
Comparison of the environmental profiles of the Golf diesel models
Average impact per inhabitant, EU 15, 2001
Manufacturing
Use Recycling
Fig. 16: Comparison of environmental impacts over the full life cycle – diesel models
30
2.8
2.6
2.4
2.2
2.0
1.8
1.6
Global warming potential
Acidification
Photochemical ozone creation
0 km Kilometres driven (model calculation) 150,000 km
* Diesel particulate filter
5 Results of the Life Cycle Assessment
Petrol vehicles
A comparison of the petrol vehicles also shows that the greatest potential environ-
mental impacts are in the areas of photochemical ozone creation, global warming
potential and acidification. In this case too, the Golf VI represents an improvement
over its predecessor in all categories (see Fig. 17).
3.5
3.0
2.5
2.0
1.5
1.0
0.5
Comparison of environmental profiles of Golf petrol-engined models
(absolute)
Average value per inhabitant, EU 15, 2001
37.5
34.1
Global warming
potential
Predecessor
18.7 18.2
Photochemical
ozone
Golf VI 1.6 MPI DSG
Fig. 17: Environmental impacts of Golf V 1.6 MPI and Golf VI 1.6 MPI DSG
0.41 0.40
Acidification Ozone depletion Eutrophication
The life cycle global warming potential of the Golf VI MPI DSG is considerably lower
than that of its predecessor. In the case of the 7-speed DSG dual-clutch gearbox, the
combination with an automatic transmission, which normally results in higher fuel
consumption than with a manual transmission, actually improves fuel economy. This
confirms the innovative potential of the DSG and the associated fuel saving that is
31
CO 2 equivalents
[t]
Ethen equivalents
[kg]
SO 2 equivalents
[kg]
62.7
58.5
R11 equivalents
[kg]
PO 4 equivalents
[kg]
5.4 4.8
5 Results of the Life Cycle Assessment
possible. Overall, for the assumed distance driven of 150,000 kilometres, greenhouse gas
emissions show a reduction of around 3.4 metric tons of CO2 equivalents per vehicle.
100
80
60
40
20
Comparison of environmental profiles of petrol-engined Golf models
(relative)
relative to Golf V MPI
Global warming potential Photochemical ozone creation Acidification
Predecessor
Golf VI 1.6 MPI DSG
-9% -3% -7%
Fig. 18: Environmental impacts of Golf V 1.6 MPI and Golf VI 1.6 MPI DSG (relative)
Fig. 18 indicates the changes in environmental impacts between the Golf V 1.6 MPI and
its successor, the Golf VI MPI with DSG. The diagram clearly shows that photochemical
ozone creation potential has been reduced by three percent and acidification potential
by seven percent. In the case of global warming potential, the reduction of 3.4 metric
tons of CO2 equivalents described above corresponds to a drop of nine percent.
Fig. 19 indicates the sources of these improvements in detail. As in the case of the diesel
models, most of the reductions are the result of the lower fuel consumption of the Golf VI
1.6 MPI with DSG. It can clearly be seen that the driving emissions and the contribution
to emissions associated with fuel supply are both lower in the case of the successor model.
Compliance with a higher exhaust emissions class in the case of the Golf VI also has an
effect in reducing environmental impact. It can also be seen that the manufacture of the
successor model results in a slightly higher environmental impact. However, improvements
in the service life emissions and fuel supply easily outweigh this increase. In the
petrol models too, the recycling phase has only a negligible environmental impact.
32
5 Results of the Life Cycle Assessment
3.2
2.8
2.4
2.0
1.6
1.2
0.8
0.4
Allocation of environmental impacts to life cycle phases for
petrol-engined Golf models (detail)
Average value per inhabitant, EU 15, 2001
Global warming potential Photochemical ozone creation Acidification
Predecessor
Golf VI 1,6 MPI DSG
Recycling
Driving emissions
Fuel supply
Production
Fig. 19: Environmental impacts of Golf V 1.6 MPI and Golf VI 1.6 MPI DSG (detail)
The diagram also shows the order of magnitude of the reductions. In the case of the
Golf VI 1.6 MPI with DSG (compared with the Golf V 1.6 MPI), the reduction in global
warming potential is almost sufficient to compensate for the slightly increased emissions
during vehicle production. This means that, compared with its predecessor, the Golf
VI 1.6 MPI with DSG, viewed over its entire life cycle, saves more than 70 percent of the
CO2 equivalents (3.4 metric tons) generated during the entire production of the vehicle
(4.8 metric tons of CO2 equivalents per vehicle).
In the case of the petrol models, the global warming potential is even more predominant
than in the case of the diesel models (see Fig. 20). The lower values of the Golf VI 1.6 MPI
with DSG can clearly be seen. The benefits in terms of acidification and photochemical
ozone creation potential are also due to lower fuel consumption, the associated reduced
environmental impact of fuel production and the more stringent exhaust emissions
standard for the successor model.
33
Predecessor model
Golf VI 1.6 MPI DSG
5 Results of the Life Cycle Assessment
3.2
3.0
2.8
2.6
2.4
2.2
2.0
1.8
1.6
1.4
1.2
1.0
0.8
0.6
0.4
0.2
Comparison of the environmental profiles of the Golf petrol models
Average impact per inhabitant, EU 15, 2001
Manufacturing
Use Recycling
Global warming potential
Acidification
Photochemical ozone creation
0 km Kilometres driven (model calculation) 150,000 km
Fig. 20: Comparison of environmental impacts over the full life cycle – petrol models
Differentiation of environmental impact caused by manufacturing
While it is relatively easy to draw up life cycle inventories for the service life of a vehicle,
the procedure for the manufacturing phase is considerably more complex as a result of
the wide variety of different parts, materials and processes involved. In the past, it was
necessary to use cut-off criteria in order to simplify the process and to group together
material data for a number of different components. Today, the slimLCI process described
in Chapter 1 allows detailed analyses of the entire parts structure of a vehicle
and all the associated material data.
Furthermore, the LCI process means that a wide variety of information normally omitted
from life cycle inventories in the past can now be considered. This information includes
part numbers that clearly identify all the parts taken into account, the sources of
material and weight data (parts lists, MISS, drawings, etc.) and the assignment of parts
to the six separate disciplines within the Volkswagen Development department: engine,
transmission, equipment, electrical, body and chassis.
34
5 Results of the Life Cycle Assessment
The structured inclusion of this information in the Life Cycle Inventory model supports
environmentally compatible product development by clearly identifying design respon-
sibilities and hot spots that can be used as the starting point for further optimisation.
Contribution of different disciplines to the global
warming potential generated by vehicle production
Golf VI 1.6 MPI DSG
13.9 %
Fig. 21: Contribution of different disciplines to the global warming potential generated by production of the
Golf VI 1.6 MPI DSG
Fig. 21 indicates the contributions of these disciplines to the global warming potential
generated by the production of the Golf VI 1.6 MPI with DSG. In addition to the six disciplines
mentioned above, the shares of painting (paintshop at Wolfsburg plus paint
supply chains) and final assembly are also shown. As the chart shows, the body makes
the largest contribution to global warming potential in the manufacturing phase,
followed by chassis, engine and equipment.
The high level of detail used for Life Cycle Inventory modelling means that the contributions
of the various disciplines can be broken down to the level of individual SETs
(simultaneous engineering teams) and even to the individual components concerned.
This lays the foundations for a targeted approach to the definition and discussion of
optimisation measures.
35
Equipment
Electrical
Chassis
Transmission
Body
Painting
Assembly
Engine
7.9 %
2.6 %
14.6 %
34.4 %
4.4 %
3.4 %
18.8 %
6 Recycling end-of-life vehicles with the VW SiCon process
Recycling end-of-life vehicles with the
VW SiCon process
The VW SiCon process used for life cycle
inventories for the vehicle recycling phase
was jointly developed by Volkswagen and
SiCon GmbH in cooperation with further
technology partners. The aim of the
process is to recycle and process end-oflife
vehicles in a way that yields secondary
raw materials that can be substituted for
primary raw materials in existing plant and
equipment. The materials must therefore
meet the quality standards of the plant
operators concerned. That includes not
only process requirements but also the
requirements relating to products and
emissions. Another important consideration
when the process was developed was to
ensure that the secondary raw materials
produced are destined for use in processes
where the demand for such materials is
sufficient to ensure that the uptake of
these materials is assured nationwide
and in the long term. Currently, there is
a greater demand for secondary raw
materials than can actually be met by the
VW SiCon process. To ensure these aims
are met, potential plant operators and consumers were involved in the development of
the process at an early stage. As a result, it was possible to ensure that the materials
produced meet the physical and chemical requirements of the plant operators concerned.
Along with the development of the process, a Life Cycle Assessment was drawn up
to analyse and evaluate the environmental profiles of the different process options.
This approach – in particular the constructive dialogue with technology partners along
the entire value chain – is a key element in successful life cycle management. When an
end-of-life vehicle is recycled using the VW SiCon process, the first step is to drain all
fluids and to remove certain parts before the remaining body is shredded. Shredder
residues are subjected to different separation processes and further refining. The
generated fractions are shredder fluff, shredder sand and shredder granulate, as well as
a PVC-enriched plastic fraction. These fractions are then recycled. Around five percent
of the vehicle by weight is not recyclable and is disposed of as waste. Fig. 22 provides an
overview of the sequence of operations in the VW SiCon process.
36
6 Recycling end-of-life vehicles with the VW SiCon process
Removal of pollutants/
fluids, dismantling
End-of-life vehicle
Fluids, wheels,
batteries,
catalytic converters
Spare parts
Iron and steel
scrap
Fig. 22: End-of-life vehicle treatment with the VW SiCon process
Shredding and separation of shredder residues
Shredder
VW-SiCon
process
Non-ferrous
metals
Shredder
granulate
Shredder
fluff
Shredder
sand
PVC
fraction
Residues
The selective processing of the shredder residues for subsequent recycling is shown in
Fig. 23. The shredder granulate consists of a plastic fraction containing very little PVC
and metal, which can be used to replace heavy fuel oil as a reducing agent in blast
furnaces. But before that a PVC-rich fraction is separated. The PVC can be recovered,
for example using the Vinyloop ® 17 process. The shredder fluff primarily consists of seat
foams and textile fibres and replaces coal dust as a dehydration agent in sewage sludge
treatment. The shredder sand, consisting of different metal dusts, paint particles, rust,
sand and glass, is suitable for use as a slag forming material in non-ferrous metallurgy.
The copper contained in the shredder sand can be recovered in copper smelting plants.
It should be mentioned that the VW SiCon process is currently the only method of
returning copper to the production process by separating it from a sand fraction
enriched with silicate and copper and low in organic substances in combination with
high-end recycling. This type of recycling is one of the few sources of a raw material
which is essential for many European industries.
17 A process developed by Solvay which can be used for recovering PVC from shredder residue rich in PVC.
37
6 Recycling end-of-life vehicles with the VW SiCon process
Main Shredder residue recycling process
Iron and steel
Non-ferrous
materials
Raw
granulate
Fig. 23: Selective processing of the material fractions from the VW SiCon process
Of course, we have also drawn up a Life Cycle Assessment for the VW SiCon process,
comparing it with the dismantling and subsequent recycling of end-of-life vehicles
[Krinke et al 2005]. Fig. 24 shows the results of this assessment. The Life Cycle Assessment
revealed that the process has advantages in the environmental impact categories
global warming potential, acidification potential, photochemical ozone creation
potential and eutrophication potential; these advantages range from 9 percent for
eutrophication potential to 29 percent for global warming potential. In addition, the
study also investigated sensitivity to a number of factors such as transportation distance,
degree of dismantling, the ratio of primary to secondary plastics and the material
composition of the recycled vehicles. Even under less favourable conditions, it was
found that the basic conclusion shown by Fig. 24 still held. In environmental terms,
the VW SiCon process is always preferable to the dismantling of plastic components.
38
Shredder residues
Raw
fluff
Customer-specific recycling steps
Granulate
PVC
fraction
Blast furnaces
Vinyloop ®
Raw
sand
Fluff Sand Residues
Sewage sludge
treatment
Non-ferrous secondary
smelting plant
Disposal
6 Recycling end-of-life vehicles with the VW SiCon process
0%
-20%
-40%
-60%
-80%
Comparative Life Cycle Assessment
Potential reduction in environmental impact in percent
Global warming
potential
Fig. 24: Life Cycle Assessment of the VW SiCon process compared with the dismantling of plastic parts
In 2006 Volkswagen was awarded the
European Business Award for the Environ-
ment and the Environmental Award of the
Federation of German Industries (BDI)
for the VW SiCon process. You can find
further information on the VW SiCon process
and download the relevant reports
on the Internet at:
www.volkswagen-environment.de
39
-71%
Acidification
potential
VW SiCon process Dismantling
Demontage
-87%
Photochemical ozone
creation potential
-83%
Eutrophication
potential
-94%
7 We‘re driving mobility forward
We‘re driving mobility forward
Volkswagen is working on a number of technologies for sustainable
mobility as part of its Powertrain and Fuel Strategy. This covers the
entire range of present and future drive systems from current petrol
and diesel engines via hybrid drives and engines with the Combined
Combustion System (CCS) to electric vehicles with batteries
or hydrogen technology.
We are engaged in a number of projects with partners to produce
fuels from various different raw materials. For Volkswagen, the
main emphasis is on second-generation biofuels such as Sun-
Fuel ® , which can be produced from biomass; during combustion,
these fuels only release into the atmosphere the same volume of
carbon dioxide as was absorbed by the plants as they grew. SunFuel can be produced
from all types of biomass and therefore does not compete with food production.
SunFuel is already being produced in the world’s first production plant at Freiberg in
Germany and tested in practice. In technical terms, both petrol and diesel could already
be replaced by SunFuel ® .
Volkswagen is also
forging ahead with
the development
of hybrid vehicles,
which can be especially
beneficial
in inner-city driving
and conurbations.
Various prototypes
are already being
tested. We expect
that the results obtained
by the Golf
TwinDrive fleet, equipped with an internal combustion engine, an electric motor and
a lithium ion battery, will be especially promising. The special feature of the TwinDrive
is that the internal combustion engine provides assistance for the electric motor,
and not vice versa. This means that the vehicle can be driven considerable distances
through cities without producing any direct emissions. In electric propulsion mode,
the range of the TwinDrive is about 50 kilometres, which would be perfectly adequate
for most everyday trips. It only takes about four hours to recharge the batteries and any
power socket can be used. In contrast to internal combustion engines, electric drive
systems generate no local emissions. From 2010, up to 20 vehicles will be involved in an
electric mobility fleet test in Berlin and Wolfsburg to test electric propulsion in everyday
use and to confirm the undeniable benefits of this drive system. In a zero-emission
40
7 We‘re driving mobility forward
prototype of the “New Small Family” series, Volkswagen has already demonstrated an
electric motor drawing its power from a pack of lithium ion batteries. Powered solely
by batteries, the prototype can already cover the average daily
distances driven in today’s urban traffic.
In the long term, Volkswagen regards the electric motor as the drive
system of the future. It is still not possible to state whether electricpowered
vehicles will take their power from plug-in batteries or
fuel cells in the future. As part of its Powertrain and Fuel Strategy,
Volkswagen is also investigating the potential of fuel cells. For
example, we have developed a unique type of high-temperature
fuel cell that eliminates many of the problems associated with
previous low-temperature systems. The high-temperature fuel cell
will make the entire drive system installed in a vehicle lighter,
smaller, more durable and
less expensive. Volkswagen
is expecting to start testing
the first prototypes with
high-temperature fuel cells
in 2009. Current forecasts
predict that the first production
vehicles will not,
however, be launched before
2020.
A key element in the
growing trend towards
electrification will be the use of energy from renewable sources
such as wind or solar energy or hydropower. Ideally, an electric
vehicle should be able to „fill up“ directly with electricity. This
drive system has the benefit of high overall efficiency as the
electric power is used directly for propulsion, avoiding the high
energy losses associated with hydrogen production.
41
8 Conclusion
Conclusion
As the best-selling car in Europe, the Volkswagen Golf not only fulfils high expectations
in terms of safety, comfort and performance but also attains a very high standard of
environmentally compatible product development. This environmental commendation
documents the progress that has been achieved in this area in the Golf VI compared
with the predecessor model. The information provided in this document is based on
the Life Cycle Assessment of the Golf, which has been verified and certified by TÜV
NORD. The TÜV report confirms that the Life Cycle Assessment is based on reliable
data and was drawn up using methods in accordance with the requirements of ISO
standards 14040 and 14044.
The Golf demonstrates low fuel consumption and emissions during its service life
and low environmental impacts during the manufacturing and recycling phases.
With approximately the same total weight and comparable power output, the Golf VI
presents a more favourable overall Life Cycle Assessment than its predecessor.
42
All information corresponds to the state of knowledge at the time of going to print.
9 Validation
Validation
The statements made in the Golf environmental commendation are supported by the
Life Cycle Assessment of the Golf. The certificate of validity confirms that the Life Cycle
Assessment is based on reliable data and that the method used to compile it complies
with the requirements of ISO standards 14040 and 14044.
You will find the detailed report from TÜV NORD in the Appendix.
43
Kohlenwasserstoffe
Stickoxide
Glossary
Glossary
Allocation
Allocation of Life Cycle Inventory parameters to the „actual source“ in the case of
processes that have several inputs.
Average impact per inhabitant figure (EDW)
Unit indicating the standardised environmental impact Überschrift of one inhabitant für Kreisdiagramm in a
geographical reference area.
Headline for pie chart
Eutrophication potential
describes excessive input of nutrients into
water [or soil], which can lead to an undesirable
change in the composition of flora and
fauna. A secondary effect of the over-fertilisation
of water is oxygen consumption and
therefore oxygen deficiency. The reference
substance for eutrophication is phosphate
(PO4), and all other substances that impact on
this process (for instance NOX, NH3) are
measured in phosphate equivalents.
Ozone depletion potential
describes the ability of trace gases to rise into
the stratosphere and deplete ozone there in a
catalytic process. Halogenated hydrocarbons
in particular are involved in this depletion
process, which diminishes or destroys the
protective function of the natural ozone layer.
The ozone layer provides protection against
excessive UV radiation and therefore against
genetic damage or impairment of photosynthesis
in plants. The reference substance for ozone
depletion potential is R11, and all other
substances that impact on this process (for
instance CFC, N2O) are measured in R11
equivalents.
44
NO X
Biomass
Air pollutants
NH 3
Überschrift für Kreisdiagramm
Headline for pie chart
Stratosphere
15 – 50 km
UV radiation
Biomass
Transpor
Transpor
Kraftstoffherstellun
PO 4 NO 3 NH 4
CFC
Waste water
N 2 O
Kraftstoffherstellun
Fertiliser application
Absorption
Kohlenwasserstoffe
Stickoxide
Kohlenwasserstoffe
Stickoxide
Glossar
Photochemical ozone creation potential
describes the formation of photooxidants,
such as ozone, PAN, etc., which can be formed
from hydrocarbons, carbon monoxide (CO)
and nitrogen oxides (NOX), in conjunction with
sunlight. Photooxidants can impair human
health and the functioning of ecosystems
and damage plants. The reference substance
for the formation of photochemical ozone is
ethene, and all other substances that impact
on this process (for instance VOC, NOX and
CO) are measured in ethene equivalents.
Global warming potential
describes the emissions of greenhouse gases,
which increase the absorption of heat from solar
radiation in the atmosphere and therefore
increase the average global temperature. The
reference substance for global warming
potential is CO2, and all other substances that
impact on this process (for instance CH4, N2O,
SF6 and VOC) are measured in carbon dioxide
equivalents.
Acidification potential
describes the emission of acidifying substances
such as SO2 and NOX, etc., which have diverse
impacts on soil, water, ecosystems, biological
organisms and material (e.g. buildings). Forest
dieback and fish mortality in lakes are examples
of such negative effects. The reference substance
for acidification potential is SO2, and
all other substances that impact on this process
(for instance NOX and NH3) are measured in
sulphur dioxide equivalents.
Environmental impact category
An environmental indicator that describes an
environmental problem (e.g. the formation of
photochemical ozone)
45
Überschrift für Kreisdiagramm
Headline for pie chart
Hydrocarbons
Nitrogen oxides
Biomass
Weather
Transpor
dry and warm
OZONE
Überschrift für Kreisdiagramm
Headline for pie chart
UV radiation
Infrared
radiation
Überschrift für Kreisdiagramm
Headline for pie chart
H 2 SO 4
Biomass
HNO 3
Transpor
Absorption
CO 2
SO 2
Hydrocarbons
Nitrogen oxides
Reflection
CFC
CH 4
Kraftstoffherstellun
Kraftstoffherstellun
NO X
Bibliography and list of sources
Bibliography and list of sources
[14040 2006] International Organization for Standardization: ISO 14040: Environmental Management – Life Cycle
Assessment – Principles and Framework. 2nd ed.. Geneva: International Organization for Standardization.
[Bossdorf-Zimmer et al. 2005] Bossdorf-Zimmer, B.; Rosenau-Tornow, D.; Krinke, S.: Successful Life Cycle Management:
Assessment of Automotive Coating Technologies. Vortrag auf der Challenges for Industrial Production 2005.
Karlsruhe: Institut für Industriebetriebslehre und Industrielle Produktion der TU Karlsruhe.
[EU2001] Directive 2001/100/EC of the European Parliament and of the Council of 7 December 2001 amending
Council Directive 70/220/EEC on the approximation of the laws of the Member States on measures to be taken
against air pollution by emissions from motor vehicles
[EU 2004] Directive 2004/3/EC of the European Parliament and of the Council of 11 February 2004 amending
Council Directives 70/156/EEC and 80/1268/EEC as regards the measurement of carbon dioxide emissions and
fuel consumption of N1 vehicles
[EU 2008] Commission Regulation (EC) No 692/2008 of 18 July 2008 implementing and amending Regulation
(EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect
to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and
maintenance information
[Guinée and Lindeijer 2002] Guinée, J. B.; Lindeijer, E.: Handbook on Life Cycle Assessment: Operational guide to
the ISO standards. Dordrecht [et al.]: Kluwer Academic Publishers.
[Koffler et al. 2007] Koffler, C.; Krinke, S.; Schebek, L.; Buchgeister, J.: Volkswagen slimLCI – a procedure for stream-
lined inventory modelling within Life Cycle Assessment (LCA) of vehicles. In: International Journal of Vehicle Design
(Special Issue on Sustainable Mobility, Vehicle Design and Development). Olney: Inderscience Publishers (in press).
[Krinke et al. 2005a] Krinke, S.; Bossdorf-Zimmer, B.; Goldmann, D.: Ökobilanz Altfahrzeugrecycling – Vergleich
des VW-SiCon-Verfahrens und der Demontage von Kunststoffbauteilen mit nachfolgender werkstofflicher
Verwertung. Wolfsburg: Volkswagen AG. Available on the Internet at www.volkswagen-umwelt.de
[Krinke et al. 2005b] Krinke, S.; Nannen, H.; Degen, W.; Hoffmann, R.; Rudloff, M.; Baitz, M.: SunDiesel – a new
promising biofuel for sustainable mobility. Presentation at the 2nd Life-Cycle Management Conference Barcelona.
Available on the Internet at www.etseq.urv.es/aga/lcm2005/99_pdf/Documentos/AE12-2.pdf
[PE International 2003] PE International GmbH: GaBi 4.2 Datenbank-Dokumentation. Leinfelden-Echterdingen:
PE International GmbH.
[Schmidt et al. 2004] Schmidt, W. P.; Dahlquist, E.; Finkbeiner, M.; Krinke, S.; Lazzari, S.; Oschmann, D.; Pichon, S.;
Thiel, C.: Life Cycle Assessent of Lightweight and End-Of-Life Scenarios for Generic Compact Class Vehicles. In:
International Journal of Life Cycle Assessment (6), pp. 405-416.
[Schweimer 1998] Schweimer, G. W.: Sachbilanz des 3-Liter-Lupo. Wolfsburg: Volkswagen AG.
[Schweimer et al. 1999] Schweimer, G. W.; Bambl, T.; Wolfram, H.: Sachbilanz des SEAT Ibiza. Wolfsburg:
Volkswagen AG.
[Schweimer und Levin 2000] Schweimer, G. W.; Levin, M.: Sachbilanz des Golf A4. Wolfsburg: Volkswagen AG.
[Schweimer und Roßberg 2001] Schweimer, G. W.; Roßberg, A.: Sachbilanz des SEAT Leon. Wolfsburg:
Volkswagen AG.
[Schweimer und Schuckert 1996] Schweimer, G. W.; Schuckert, M.: Sachbilanz eines Golf. VDI-Bericht 1307:
Ganzheitliche Betrachtungen im Automobilbau. Wolfsburg: Verein Deutscher Ingenieure (VDI).
[Volkswagen AG 2007a] Volkswagen AG: The Passat – environmental commendation, Wolfsburg: Volkswagen AG.
Im Internet unter www.umweltpraedikat.de
[Volkswagen AG 2007b] Volkswagen AG: The Golf – Environmental Commendation, Wolfsburg: Volkswagen AG.
Im Internet unter www.umweltprädikat.de
[VDA 1997] Verband der deutschen Automobilindustrie (VDA): VDA 231-106: VDA-Werkstoffblatt: Werkstoff-
klassifizierung im Kraftfahrzeugbau – Aufbau und Nomenklatur. Frankfurt: Verband der Automobilindustrie e.V.
46
List of abbreviationss
List of abbreviations
AP Acidification potential
CFC Chlorofluorocarbons
CH4 Methane
CML Centrum voor Milieukunde Leiden (Centre for Environmental Sciences, Netherlands)
CO Carbon monoxide
CO2 Carbon dioxide
DIN Deutsche Industrienorm (German Industrial Standard)
DPF Diesel particulate filter
DSG Dual-clutch gearbox
EDW Einwohnerdurchschnittswert (average impact per inhabitant)
EN European standard
EP Eutrophication potential
GJ Gigajoule
GWP Global warming potential
HC Hydrocarbons
KBA Kraftfahrtbundesamt (Federal Motor Transport Authority)
kW Kilowatt
LCA Life Cycle Assessment
LCI Life Cycle Inventory
MISS Material Information System
MPI Intake-tube multipoint injection gasoline engine
N2O Nitrous oxide
NEDC New European Driving Cycle
NH3 Ammonia
Nm Newton metre
NMVOC Non-methane volatile organic compounds (hydrocarbons without methane)
NOX Nitrogen oxides
ODP Ozone depletion potential
PAN Peroxyacetylnitrate
PO4 Phosphate
POCP Photochemical ozone creation potential
ppm Parts per million
PVC Polyvinyl chloride
R11 Trichlorofluoromethane (CCl3F)
SET Simultaneous engineering team
SF6 Sulphur hexafluoride
SO2 Sulphur dioxide
TDI Turbocharged direct injection diesel engine
TSI Turbocharged direct injection petrol engine
VDA Verband der Automobilindustrie e.V. (Association of the German Automotive Industry)
VOC Volatile organic compounds
47
List of figures and tables
List of figures
Figure 1: Environmental goals of the Technical Development department of the Volkswagen brand . . 7
Figure 2: Input and output flows for a Life Cycle Inventory . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 3: Procedure for impact assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Figure 4: Dismantling study of the Golf V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 5: Process of modelling an entire vehicle with the VW slimLCI interface system . . . . . . . . .11
Figure 6: Scope of the Life Cycle Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Figure 7: Excerpt from the model structure of the Golf VI 1.6 MPI with DSG ® . . . . . . . . . . . . . . 17
Figure 8: Material composition of Golf VI 2.0 TDI DPF . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 9: Life Cycle Inventory data for Golf V 1.9 TDI DPF . . . . . . . . . . . . . . . . . . . . . . . 23
Figure 10: Life Cycle Inventory data for Golf VI 2.0 TDI DPF . . . . . . . . . . . . . . . . . . . . . . . 24
Figure 11: Life Cycle Inventory data for Golf V 1.6 MPI. . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 12: Life Cycle Inventory data for Golf VI 1.6 MPI with DSG ® . . . . . . . . . . . . . . . . . . . 26
Figure 13: Environmental impacts of Golf V 1.9 TDI DPF and Golf VI 2.0 TDI DPF . . . . . . . . . . . 27
Figure 14: Environmental impacts of Golf V 1.9 TDI DPF and Golf VI 2.0 TDI DPF (relative). . . . . . . 28
Figure 15: Environmental impacts of Golf V 1.9 TDI DPF and Golf VI 2.0 TDI DPF (detail) . . . . . . . 29
Figure 16: Comparison of environmental impacts over the full life cycle – diesel models . . . . . . . . 30
Figure 17: Environmental impacts of Golf V 1.6 MPI and Golf VI 1.6 MPI DSG ® . . . . . . . . . . . . . 31
Figure 18: Environmental impacts of Golf V 1.6 MPI and Golf VI 1.6 MPI DSG ® (relative) . . . . . . . 32
Figure 19: Environmental impacts of Golf V 1.6 MPI and Golf VI 1.6 MPI DSG ® (detail) . . . . . . . . . 33
Figure 20: Comparison of environmental impacts over the full life cycle – petrol models . . . . . . . . 34
Figure 21: Contribution of different disciplines to the global warming potential generated
by production of the Golf VI 1.6 MPI DSG ® . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 22: End-of-life vehicle treatment with the VW SiCon process . . . . . . . . . . . . . . . . . . . 37
Figure 23: Selective processing of the material fractions from the VW SiCon process . . . . . . . . . 38
Figure 24: Life Cycle Assessment of the VW SiCon process compared
with the dismantling of plastic parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
List of tables
Table 1: Technical data of vehicles assessed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Table 2: Average impact per inhabitant figures in the EU 15 . . . . . . . . . . . . . . . . . . . . . 15
Table 3: Emission limits in accordance with Euro 4 and Euro 5 . . . . . . . . . . . . . . . . . . . . 17
Table 4: Fuel consumption and emissions of vehicles assessed . . . . . . . . . . . . . . . . . . . . 18
Table 5: Assumptions and definitions for the Life Cycle Assessment . . . . . . . . . . . . . . . . . . 19
Table 6: Material composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
48
© Volkswagen AG
Konzernforschung Umwelt Produkt
Brieffach 011/1774
38436 Wolfsburg
September 2008