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7/27/2019 121207 Hb Golf7 en Final
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The GolfEnvironmental Commendation
Background Report
Think Blue.
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Environmental Commendation Golf - Background ReportEnvironmental Commendation Golf - Background Report
Table of Content
The Life Cycle Assessment of the Golf . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1. The models assessed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
1.1. Objective and target group of the assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.2. Function and functional unit of the vehicle systems assessed . . . . . . . . . . . . . . . . . . . . . . . 4
1.3. Scope of assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.4. Environmental impact assessment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.5. Basis of data and data quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2. Model assumptions and ndings of the Life Cycle Assessment . . . . . . . . . . . . . 12
3. Results of the Life Cycle Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.1. Results of the Life Cycle Inventory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.1.1. Diesel models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.1.2. Petrol models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.2. Comparison of Life Cycle Impacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.2.1. Diesel models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.2.2. Petrol models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4. Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
5. Certication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
6. Environmental impact categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Bibliography and list of sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
List of abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
List of tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
List of tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
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The Life Cycle Assessment of the Golf
Volkswagens objective is to develop its vehicles and components in such a way that,
in their entirety, they each present better environmental properties than their
predecessors or the relevant reference models.
Ever since 1996, Volkswagen has been using Life Cycle Inventories and/or Life Cycle
Assessments to document the e nvironmental performance of its vehicles and
technologies. Through these Environmental Commendations Volkswagen provides its
customers, shareholders and other stakeholders inside and outside the company with
detailed information about how it is making its products and production processes
more environmentally compatible and what has been achieved in this respect. The
Environmental Commendations are based on detailed Life Cycle Assessments (LCA)
in accordance with ISO 14040/44, which are verified by independent experts, such as
TV NORD. As part of an integrated product policy, in this way Volkswagen considers
not only individual environmental aspects such as the driving emissions, but the
entire product life cycle from production and use, right through to disposal in
other words from cradle to grave.
In this particular Environmental Commendation, Volkswagen presents the results of
one such complete Life Cycle Assessment. In the diesel model category the 1.6 TDI
BlueMotion Technology (77kW)1 is compared with its predecessor. For the petrol
models the 1.2 TSI BlueMotion Technology (63 kW)2 is compared with the relevantpredecessor model. The main focus of the comparisons is on five environmental
impact categories.
1 4.6/3.3/3.8 l/100km (urban/highway/combined) 99g CO2/km (combined), energy efficiency class A2 5.9/4.2/4.9 l/100km (urban/highway/combined) 113g CO2/km (combined), energy efficiency class B
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1. The models assessed
Volkswagens Environmental Commendation for the Golf describes and analyses the
environmental impacts of selected Golf models. We have compared diesel and
petrol-engined models from the current model range (Golf VII)3 with their respective
predecessors (Golf VI). The results are based on Life Cycle Assessments drawn up in
accordance with the standards DIN EN ISO 14040 [ISO 2009] 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.
1.1. Objective and target group of the assessment
Volkswagen has been conducting 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 particular Life Cycle Assessment is to describe the environ-
mental profiles of the current Golf models with diesel and petrol engines and
compare them with their predecessors.
To this end we compared the 1.6-litre TDI (77 kW)4 with its equally powerful successor,
the new 1.6-litre TDI (77 kW)5. For the petrol-engined models we compared a model
with a 1.2-litre TSI engine (63 kW)6 with its equally powerful predecessor, the 1.2-litre
TSI (63 kW)7
.
1.2. 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 (see technical data in Table 1).
3 The current models represent the model range available when this Commendation went to print.
4 4.5 l/100km (NEDC) 119 g CO2/km
5 3.8 l/100km (NEDC) 99 g CO2/km6 4.9 l/100km (NEDC) 113 g CO2/km7 5.5 l/100km (NEDC) 129 g CO2/km
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Table 1: Technical data of vehicles assessed
Golf VI1.2 TSI
Golf VII1.2 TSI
Golf VI1.6 TDI
Golf VII1.6 TDI
Engine capacity [cm3] 1197 1197 1598 1598
Output [kW] 63 63 77 77
Gearbox 5-speed manual 5-speed manual 5-speed manual 5-speed manual
Fuel Petrol (Super) Petrol (Super) Diesel Diesel
Emission standard Euro 5 Euro 5 Euro 5 Euro 5
Maximum speed[km/h]
178 179 189 192
Acceleration0-100 km/h [s]
12.3 11.9 11.3 10.7
Maximum torque[Nm] at rpm
160/ 1500 - 3500 160/1400-3500 250/1500-2500 250/1500-2750
Unladen weight [kg]8 1,229 1,205 1,314 1,295
Fuel tank capacity [l] approx. 55 approx. 50 approx. 55 approx. 50
1.3. Scope of assessment
The scope of the assessment was defined in such a way that all relevant processes and
substances are considered and traced back to the furthest possible extent by
modelling them 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 at the recycling stage.
The vehicle manufacturing phase was modelled including all manufacturing and
processing stages for all vehicle parts and components. The model includes all steps
from the extraction of raw materials and the manufacture of semifinished products
right through to assembly.
As regards the vehicles se rvice li fe, 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
8 Unladen weight with 68 kg driver, 7 kg luggage and fuel tank 90% full, determined in accordance with
directive 92/21 EEC [EU 1992] as amended (04/2009).
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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 Roberg, 2001].
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 this process, approximately 95 percent of a car by weight can be
recycled. [Krinke et al. 2005a].
In this Life Cycle Assessment, no environmental credits were awarded for the
secondary raw material obtained from the recycling process. Only the environmental
impacts of the recycling processes required were included. This corresponds to a
worst case assumption 9, 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 materialproduction.
Fig. 1 is a schematic diagram indicating the scope of the Life Cycle Assessment.
Europe was chosen as the reference area for all processes in the manufacture, service
and recycling phases.
9 Here the worst case is a set of most unfavourable model parameters of the recycling phase.
Scope of assessment
Recovery of energy andraw materials
Production of raw material Production pipeline
Transport rening
Fuel supply
RecyclingManufacturing Service life
Production of materials
Production of components
CreditsMaintenance
Fig. 1: Scope of the Life Cycle Assessment
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10 Information on this method can be found at http://cml.leiden.edu/software/data-cmlia.html#getting-and-
using-the-database11A detailed description of the environmental impact categories applied can be found in Chapter 6:
Environmental impact categories and on the internet at www.environmental-commendation.com.12 EU25 describes the economic area covered by the European Union up to 2007. Data records for the
normalisation of all 27 European Union states or Europe as a geographical reference area were not
available at the time the Life Cycle Assessment was drawn up.
1.4. Environmental impact assessment
The impact assessment is based on the latest version (November 2010) of a method
developed at the University of Leiden in the Netherlands (CML methodology10)
[Guine 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 categories11 were identified as relevant and were then assessed
in this study:
eutrophicationpotential(EP)
ozonedepletionpotential(ODP)
photochemicalozonecreationpotential(POCP)
globalwarmingpotentialforareferenceperiodof100years(GWP)
acidificationpotential(AP)
The above environmental impact categories were chosen because they are particular-
ly important for the automotive sector, and are also regularly used in other automoti-
ve-related Life Cycle Assessments [Schmidt et al. 2004; Krinke et al. 2005b]. An
appraisal of the impacts of potentially toxic substances was not undertaken as the
relevant scientific debate is still ongoing and consequently there is a lack of proven
methods and approaches to normalisation.
The environmental impacts determined in the Life Cycle Assessments are measured
in different units. For instance, global warming potential is measured in CO2
equivalents and acidification potential in SO2 equivalents (each in kilograms). In
order to make them comparable, a normalisation process is also necessary. In this
Life Cycle Assessment the results were normalised with reference to the average
annual environmental impact caused by the European Economic Area (EU25)12 (see
Table 2).
Table 2: EU25 normalisation factors in line with CML 2001 11/2010 (in thousand metric tons) [PE International 2003]
Environmental category Value Unit
Eutrophication potential 12,822 kg PO4 equivalents
Ozone depletion potential 87 kg R11 equivalents
Photochemical ozone creation potential 8,241 kg C2H4 equivalents
Global warming potential 4,883,200 kg CO2 equivalents
Acidication potential 27,354 kg SO2 equivalents
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1.5. Basis of data and data qualityThe data used for preparing the Life Cycle Assessment can be subdivided into product
dataandprocessdata.Productdatadescribestheproductitself,andamongother
things includes:
Informationonparts,quantities,weightsandmaterials
Informationonfuelconsumptionandemissionsduringutilisation
Informationonrecyclingvolumesandprocesses.
Processdataincludesinformationonmanufacturingandprocessingstepssuchas
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 in specific cases (e.g. paintshop and final
assembly) compiled by Volkswagen.
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, current available
data13 are used that relate to Europe. Where European data are not available, German
data are used (e.g. for polyamide). 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 tochanges in component weights, material compositions, manufacturing processes at
Volkswagen and driving emissions.
The Life Cycle Assessment model for vehicle production was developed using
Volkswagens slimLCI methodology14 [Koffler et al. 2007]. 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.
This normalisation allows statements to be made regarding the contribution of a
product to total environmental impacts in Western Europe. 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.
Table 2 shows the normalisation factors laid down in the CML methodology for the
individual impact categories. In this context it must be pointed out that normalisati-
on does not give any indication of the ecological relevance of a particular environ-
mental impact, i.e. it does not imply any judgement on the significance of individual
environmental impacts.
13 The data used are sourced from the GaBi 5 database.14 Further information on the slimLCI methodology and on the preparation of Life Cycle Assessments at
Volkswagen can be found on the internet at www.environmental-commendation.com.
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Material inputs, processing procedures and the selection of data in GaBi are standar-
dised to the greatest possible extent, ensuring that the information provided by
slimLCI is consistent and transparent. The slimLCI methodology not only ensures
highly detailed modelling but also a high quality standard for LCA models.
Further investigation of the methods applied was based on error estimation and
sensitivity analysis for representative components. Various components (the fuel cap
module and head restraint frame) of the Golf VII were examined. The weights of
various materials used in the components were changed.
Depending on the parameters revised, this led to a weight increase of the respective
component by a factor of 1.5 to 3. In terms of global warming potential, this change in
the component parameters resulted in a mean deviation of 0.07% per component for
the manufacturing stage. Over the full life cycle, this equates to a deviation of 0.02%per component. For error estimation purposes, the calculated deviation was
extrapolated to 100 components. If an error of this magnitude were to be assumed in
the data record used and carried over into the LCA model, it would result in a 2%
deviation in the total Life Cycle Assessment.
In practice, the occurrence of such a deviation is minimised by an additional manual
check of the component weights indicated in the parts list. Consequently, the slimLCI
method is considered stable, as previous studies have already shown [Koffler 2007].
For the modelling of the vehicles service life, representative data for upstream fuel
supply chains are taken from the GaBi database. It is assumed that fuels used in
Europe are transported over a distance of 200 kilometres on average.
For the regulated emissions CO2, NOX and HC/NMHC, direct driving emissions for
the vehicles assessed were modelled individually in line with fuel consumption in
accordance with the Euro 5 emission standards (see Table 3 and Table 4).
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This model too represents a worst case assumption, since actual emissions are in
some cases far below the applicable legal limits (see Table 4). This means that the
regulated service-life emissions indicated in the graphs are higher than those that
actually occur.
Table 4: Fuel consumption and emissions of vehicles assessed
Golf VI1.2 l TSI[63 kW]
Golf VII1.2 l TSI[63 kW]
Golf VI1.6 l TDI[77 kW]
Golf VII1.6 l TDI[77 kW]
Fuel Petrol (Super) Petrol (Super) Diesel Diesel
Fuel consumption(urban/ highway/combined) [l/100km]*
7.0/4.6/5.5 5.9/4.2/4.9 5.7/3.9/4.5 4.6/3.3/3.8
Emission standard Euro 5 Euro 5 Euro 5 Euro 5
Carbon dioxide emissions(combined) [g/km]
129 113 119 99
CO [g/km] 0.3164 0.3218 0.2298 0.1454
HC [g/km] 0.0301 0.0394
NMHC [g/km] 0.0253 0.0329
NOx [g/km] 0.0231 0.0248 0.1622 0.1187
HC + NOX [g/km] 0.1917 0.139
Particulates [g/km] 0.00200 0.00021 0.00063 0.00028
* Total average consumption (NEDC)
Regulated emissions
Petrol[g/km]
Diesel[g/km]
Carbon monoxide emissions (CO) 1.00 0.50
Nitrogen oxide emissions (NOX) 0.06 0.18
Hydrocarbon emissions (HC) 0.10
davon NMHC 0.068
NOX + HC Emissionen 0.23
Partikel-Emissionen 0.005* 0.005
Table 3: Emission limits in accordance with Euro 5
* mit Direkteinspritzung
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15 In line with the provisions of the EU Fuel Quality Directive [EU 2009]. Even if the sulphur content were
higher, the contribution of sulphur emissions during the vehicles service life would still remain negligible.16 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.
The fuel consumption of the vehicles is also 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. They
therefore correspond to the values presented to the German Federal Motor Transport
Authority (Kraftfahrtbundesamt) for type approval. A sulphur content of 10 ppm15 was
assumed for petrol.
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 completeness16. The modelling of vehicle systems on the
basis of vehicle parts lists ensures that the model is complete, especially with respectto the manufacturing phase. 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.
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12
2. Model assumptions and findings of the
Life Cycle AssessmentAll the framework conditions and assumptions define d for the Life Cycle Assessment
are outlined below.
Table 5: Assumptions and denitions for the Life Cycle Assessment
Aim of the Life Cycle Assessment
Comparison of the environmental proles of predecessor and successor versions
of selected Golf models with petrol and diesel engines
Scope of assessment
Function of systems
Transport of passengers in a ve-seater car
Functional unit
Transport of passengers in a ve-seater car over a total distance of 150,000
kilometres in the New European Driving Cycle (NEDC), with comparable
utilisation characteristics (e.g. performance)
Comparability
Comparable performance gures
Cars with standard equipment and ttings
System limits
The system limits include the entire life cycle of the cars (manufacture, service life
and recycling phase).
Cut-of criteria
The assessment does not include maintenance or repairs
No environmental impact credits are awarded for secondary raw materials
produced Cut-o criteria applied in GaBi data records, as described in the software
documentation (www.gabi-software.com)
Explicit cut-o criteria, such as weight or relevance limits, are not applied
Allocation
Allocations used in GaBi data records, as described in the software documentati-
on (www.gabi-software.com)
No further allocations are used
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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
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 eutrophica-
tion potential, ozone depletion potential, photochemical ozone creation potential,
global warming potential for a reference period of 100 years and acidication
potential
Normalisation of the results
Software
Life Cycle Assessment software GaBi 5, and GaBi DfX Tool and
slimLCI interface as support tools (Service Pack 20)
Evaluation
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
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Fig. 1 Life Cycle Inventory data for the Golf VI 1.6 TDI [77 kW] (predecessor model rounded values)
Manufacture Fuel supply Driving emissions Recycling*
Life Cycle Inventory
Golf VI 1.6 l TDI [77 kW] (predecessor model)
0
Nitrogen oxides (NOX)
Hydrocarbons (NMVOC)
Methane (CH4)
Primary energy demand
20 % 40 % 60 % 80 % 100 %
44 kg
15.8 kg
31 kg
356 GJ
Carbon dioxide (CO2)
Carbon monoxide (CO)
Sulphur dioxide (SO2)
25.6 t
110 kg
34.5 kg
*Presentation of recycling on the graph is not possiblebecause of the very low levels involved.
3. Results of the Life Cycle Assessment
3.1. Results of the Life Cycle Inventory
The information in the life cycle inventories is divided into the three life cycle phases:
manufacturing, service life and recycling. The service life is subdivided into 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.
3.1.1. Diesel models
Fig. 2 clearly shows that the emissions of the predecessor model, the Golf VI 1.6 TDI 17,
such as carbon dioxide (CO2), carbon monoxide (CO) and nitrogen oxides (NOX), are
mainly generated during the service life of the car. In contrast, both methane (CH4)
emissions and primary energy demand are dominated by the fuel supply phase from
well to pump. As a result of the low sulphur content assumed for the fuel used, the
manufacturing phase accounts for a substantial part of the overall sulphur dioxide
(SO2) emissions. CO2 emissions over the entire life cycle of the Golf VI 1.6 TDI reach
approximately 25.6 metric tons. The total energy demand amounts to 356 GJ.
17 On account of new computation methods, the values shown may deviate from older graphs. The vehicle
Life Cycle Inventories presented in this document are based on the latest records.
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Fig. 2 Life Cycle Inventory data for the Golf VI 1.6 TDI [77 kW] (predecessor model rounded values)
In qualitative terms, the Life Cycle Inventory for the current Golf model with 1.6-litre
engine show only slight differences (see Fig. 3). However, the lower energy demand
and emissions compared with the predecessor model are clearly evident. Thus, the
energy requirement for the new 1.6 TDI is reduced from 356 GJ to 315 GJ and CO2
emissions are only 22.1 metric tons instead of 25.6 metric tons.
3.1.2. Petrol models
The next two graphs, Fig. 4 and 5, show the results of the Life Cycle Inventories for the
two petrol-engined models assessed. It is evident that, for the petrol-engined cars, the
proportion of the total environmental impact resulting from the manufacturing phase
is less than for the diesel models. This is due to the fact that the production of
petrol-engined models causes a lower environmental impact than that of diesel
models in absolute terms.
What also emerges is that owing to the higher fuel consumption of petrol-engined
models, the service life accounts for a higher proportion of the total environmental
impact.
Manufacture Fuel supply Driving emissions Recycling*
Life Cycle InventoryGolf VII 1.6 l TDI [77 kW]
0 20 % 40 % 60 % 80 % 100 %
42.7 kg
14.9 kg
28.3 kg
315 GJ
22.1 t
106 kg31 kg
* Presentation of recycling on the graph is not possiblebecause of the very low levels involved.
Nitrogen oxides (NOX)
Hydrocarbons (NMVOC)
Methane (CH4)
Primary energy demand
Carbon dioxide (CO2)
Carbon monoxide (CO)Sulphur dioxide (SO2)
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Fig. 4 Life Cycle Inventory data for the Golf VI 1.2 TSI [63 kW] (predecessor model, rounded values)
Life Cycle InventoryGolf VI 1.2 l TSI [63 kW] (predecessor model)
0 20 % 40 % 60 % 80 % 100 %
29 kg
20,9 kg
38,6 kg
394 GJ
Nitrogen oxides (NOX)
Hydrocarbons (NMVOC)
Methane (CH4)
Primary energy demand
Carbon dioxide (CO2)
Carbon monoxide (CO)
Sulphur dioxide (SO2)
29,4 t
187 kg
40,6 kg
Manufacture Fuel supply Driving emissions Recycling*
* Presentation of recycling on the graph is not possiblebecause of the very low levels involved.
The predecessor model the Golf VI 1.2 TSI generates total CO2 emissions of 29.4
metric tons and has a total energy demand of 394 GJ (see Fig. 4). The current model,
also with a 1.2-litre TSI engine, generates 3.1 metric tons less CO2 emissions and also
has significantly lower energy requirements of 362 GJ (see Fig. 5). This is a direct result
of its lower fuel consumption compared with the predecessor model. The significant
influence of the service life phase i.e. fuel supply and driving emissions on the final
result means that the considerably reduced consumption also leads to a reduction in
all the other Life Cycle Inventory parameters.
Fig. 5 Life Cycle Inventory data for the Golf VII 1.2 TSI [63 kW] (rounded values)
Life Cycle InventoryGolf VII 1.2 l TSI [63 kW]
0 20 % 40 % 60 % 80 % 100 %
27.2 kg
20 kg
36.4 kg
362 GJ
26.3 t
182 kg
35.6 kg
Manufacture Fuel supply Driving emissions Recycling*
* Grasche Darstellung der Verwertung aufgrunddes sehr geringen Niveaus nicht mglich.
Nitrogen oxides (NOX)
Hydrocarbons (NMVOC)
Methane (CH4)
Primary energy demand
Carbon dioxide (CO2)
Carbon monoxide (CO)
Sulphur dioxide (SO2)
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18 Information on the environmental impact categories used here can be found on the internet at
www.environmental-commendation.com
3.2. 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 described. The interactions of
all the emissions recorded are considered and potential environmental impacts are
determined based on scientific models18.
3.2.1. Diesel models
Fig. 6 clearly shows that the current model achieves improvements over its predeces-
sorinalmostalltheenvironmentalcategoriesconsidered.TheonlyexceptionisODP
which shows no demonstrable change from a full life cycle perspective.
In general, with reference to overall environmental impacts in the European Union,
Fig. 6 clearly shows that the vehicles considered here make their largest contributionsinthecategoriesofglobalwarming,acidificationandphotochemicalozonecreation
potential.Contributionstothecategorieseutrophicationandozonedepletion
potentialaresmaller.Theozonedepletionpotentialinparticularissolowthatitcan
hardly be represented on the chart. Also, eutrophication potential is a less important
indicator for the automobile industry, being of real significance for the agricultural
sector and the chemical industry. Consequently, the notes below focus on the
findings for the first three environmental impact categories.
Comparative Life Cycle Impactsnormalised
6.00E-09
5.00E-09
4.00E-09
3.00E-09
Global warmingpotentialCO2 equivalents [t]
Photochemical ozonecreation potentialC2H4 equivalents [kg]
AcidicationpotentialSO2 equivalents [kg]
Ozone depletionpotentialR11 equivalents [g]
EutrophicationpotentialPO4 equivalents [kg]
2.00E-09
1.00E-09
0.00E+00
22.2
68.4
0.4* 0.4*
8 7.6
8.37.8
62.9
* Presentation of the normalised values on the graph isnot possible because of the very low levels involved.
Golf VI 1.6 l TDI [77 kW] (predecessor model)
Golf VII 1.6 l TDI [77 kW]
Fig. 6: Comparison of the environmental impacts of the Golf VI 1.6 TDI [77 kW] (predecessor) and the Golf VII 1.6 TDI [77 kW]
(absolute values, rounded)
25.7
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Fig. 7: Environmental impacts of the Golf VI 1.6 TDI (predecessor) and the Golf VII 1.6 TDI (relative values, rounded)
Comparative Life Cycle Impacts in detailnormalised
6.00E-09
5.00E-09
4.00E-09
3.00E-09
2.00E-09
1.00E-09
0.00E+00
Global warmingpotentialCO2 equivalents [t]
Photochemical ozone creationpotentialC2H4 equivalents [kg]
AcidicationpotentialSO2 equivalents [kg]
Recycling*
Driving emissions
Manufacture
-7 %
-8 %
-13 %
Golf VI 1.6 l TDI [77 kW] (predecessor model)
Golf VII 1.6 l TDI [77 kW]
As Fig. 7 below shows, the environmental impacts of the current Golf 1.6 TDI are lower
than those of the predecessor model in all three categories considered. The reduction
of 13 percent in global warming potential for the new Golf 1.6 TDI corresponds to
savings of around 3.4 metric tons of CO2 equivalents. In relation to photochemical
ozonecreationandacidificationpotential,however,thesavingsaresomewhatlower.
Fig. 7 also indicates how the specific reductions are achieved, in that the absolute
environmental impacts are allocated to the individual life cycle phases. As alreadyshown by the Life Cycle Inventories, the most relevant changes occur during the
service life of the vehicle and as a result of the corresponding impact on fuel produc-
tion. Most of the improvements therefore result either directly (lower driving
emissions) or indirectly (less fuel production) from lower fuel consumption.
* Presentation of the recycling phase on the graph isnot possible because of the very low levels involved.
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Fig. 8 shows the environmental impacts described in relation to each other and over
the entire life cycle of the vehicles. The relations between manufacture, service life
and recycling with regard to the individual environmental impacts are clearly visible.
Global warming potential in particular is influenced mainly by vehicle use (highest
increase over service life).
Acidificationandphotochemicalozonecreationpotential ,bycontrast,aredistribut-
ed more evenly over all the phases of the life cycle. This is explained by the identical
emissions standards applicable to the two vehicles compared.
Fig. 8: Comparison of environmental impacts over the full life cycle diesel models (rounded values)
Comparison of environmental impacts over the full life cyclenormalised
Manufacture Service life [150,000 km] Recycling
Global warming
Acidication
Photochemical ozone creation
Golf VI 1.6 l TDI [77 kW] (predecessor model)
Golf VII 1.6 l TDI [77 kW]
6.00E-09
5.00E-09
4.00E-09
3.00E-09
2.00E-09
1.00E-09
0.00E+00
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3.2.2. Petrol models
A comparison of the petrol vehicles also shows that the current model represents an
improvement over its predecessor in all impact categories (see Fig. 9). Here too, the
greatest potential environmental impacts are in the areas of global warming,
acidificationandphotochemicalozonecreation.
Fig. 9: Comparison of the environmental impacts of the Golf VI 1.2 TSI (predecessor) and the Golf VII 1.2 TSI
(absolute values, rounded)
Comparative Life Cycle Impactsnormalised
7.00E-09
6.00E-09
5.00E-09
4.00E-09
3.00E-09
Global warmingpotentialCO2 equivalents [t]
Photochemical ozonecreation potentialC2H4 equivalents [kg]
AcidicationpotentialSO2 equivalents [kg]
Ozone depletionpotentialR11 equivalents [g]
EutrophicationpotentialPO4 equivalents [kg]
2.00E-09
1.00E-09
0.00E+00
25.9
64.7
0.4* 0.4*
5.1 4.8
11.1 10.4
57.8
* Presentation of the normalised values on the graph isnot possible because of the very low levels involved.
Golf VI 1.2 l TSI [63 kW] (predecessor model)
Golf VII 1.2 l TSI [63 kW]
29
Over its entire life cycle, the global warming potential of the Golf VII 1.2 TSI is
significantly lower than that of the predecessor model. Overall, for the assumed
distance driven of 150,000 kilometres, greenhouse gas emissions show a reduction of
3.1 metric tons of CO2 equivalents per vehicle.
Fig. 10 indicates the changes in environmental impacts between the Golf VI 1.2 TSI
anditssuccessor.Thediagramshowsthatphotochemicalozonecreationpotentialis
reduced by 6 percent and acidification potential by 11 percent for the Golf VII 1.2 TSI.
Global warming potential over the entire life cycle is also reduced by 11 percent.
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Figures 10 and 11 indicate the sources of these changes in detail. As with the diesel
models, the lower fuel consumption of the current model i.e. the sum of direct
exhaust emissions during the service life and the indirect emissions from the fuel
production and supply chain is the main factor in reducing the environmental
impact of the current model. At the manufacturing phase there are only slight
deviations in favour of the Golf VII. The benefits in terms of acidification and
photochemicalozonecreationpotentialarealsoduetothelowerfuelconsumptionof
the current model and the associated reduced environmental impact of fuel produc-
tion.
21
Fig. 10: Environmental impacts of the Golf VI 1.2 TSI and the Golf VII 1.2 TSI (relative values, rounded)
Comparative Life Cycle Impacts in detailnormalised
6.00E-09
5.00E-09
7.00E-09
4.00E-09
3.00E-09
2.00E-09
1.00E-09
0.00E+00
Global warmingpotentialCO2 equivalents [t]
Photochemical ozone creationpotentialC2H4 equivalents [kg]
AcidicationpotentialSO2 equivalents [kg]
Recycling*
Driving emissions
Manufacture
-6 %
-11 %
-11%
Golf VI 1.2 l TSI [63 kW] (predecessor model)
Golf VII 1.2 l TSI [63 kW]
* Presentation of the recycling phase on the graph isnot possible because of the very low levels involved.
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Comparison of environmental impacts over the full life cyclenormalised
Manufacture Service life [150,000 km] Recycling
6.00E-09
7.00E-09
4.00E-09
5.00E-09
3.00E-09
2.00E-09
1.00E-09
0.00E+00
Global warming
Acidication
Photochemical ozone creation
Fig. 11: Comparison of environmental impacts over the full life cycle petrol models (rounded values)
Golf VI 1.2 l TSI [63 kW] (predecessor model)
Golf VII 1.2 l TSI [63 kW]
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4. Conclusion
One thing that soon becomes clear when considering the Life Cycle Assessment of the
new Golf is that, compared to its predecessor, the current Golf presents improve-
ments in all the environmental impact categories considered and for the most part
these improvements are very significant. The most extensive progress here is made in
the areas with the most relevant environmental impacts in volume terms, i.e.
acidification,photochemicalozonecreationpotentialandglobalwarmingpotential.
The improvements in the new Golf are particularly noticeable in terms of global
warming potential.
Intheeutrophicationandozonedepletionpotentialimpactcategoriestoothereare
measurable reductions, although their potential for reduction is substantially lower
than in the three impact categories mentioned above. The models assessed have very
littleimpactoneutrophicationandozonedepletion.Overthefulllifecycle,the
vehicles emit the following volumes of carbon dioxide equivalents:
Golf 1.2 TSI BlueMotion Technology: 25.9 metric tons;
Golf 1.6 TDI BlueMotion Technology: 22.2 metric tons.
Furthermore, the improvements are largely attributable to a reduction in fuel
consumption and the resultant drop in driving emissions as well as the reduced
environmental impact at the fuel production stage. The drop in fuel consumption inthe Golf is a direct result of more efficient engines and a lower unladen weight. This in
turn makes itself felt at the production stage where, compared to the Golf VI, less
resources and materials are required for the manufacture of the Golf VII, leading to
lower environmental impacts.
As a result, the Life Cycle Assessment of the new Golf shows a marked improve ment
over that of its predecessor. In terms of global warming potential, over its full life
cycle the 1.6 TDI BlueMotion Technology achieves savings of 13 percent. This is due to
a 3 percent reduction in greenhouse gas emissions at the manufacturing stage and a
17 percent reduction during the vehicles service life.
Similarly, over its full life cycle the Golf 1.2 TSI BlueMotion Technology achieves
savings of 11 percent. This is due to a 4 percent reduction in greenhouse gas emissions
at the manufacturing stage and an 11 percent reduction during the vehicles service
life
In sum, therefore, Volkswagen has achieved its aim of making technical progress in
the new models and at the same time making them more environmentally compati-
ble.
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5. Certification
The statements made for 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.
The detailed report of TV NORD can be found in the appendix.
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Eutrophication potentialdescribes excessive input of nutrients into
water [or soil], which can lead to an undesir-
able change in the composition of flora and
fauna. A secondary effect of the over-fertilisa-
tion of water is oxygen consumption and
therefore oxygen deficiency. The reference
substance for eutrophication is phosphate
(PO4), and all other substances that impact onthis process (for instance NOX, NH 3) are
measured in phosphate equivalents.
Ozone depletion potentialdescribes the ability of trace gases to rise into
thestratosphereanddepleteozonethereina
catalytic process. Halogenated hydrocarbons
in particular are involved in this depletion
process, which diminishes or destroys the
protectivefunctionofthenaturalozonelayer.
Theozonelayerprovidesprotectionagainst
excessive UV radiation and therefore against
genetic damage or impairment of photosyn-
thesis in plants. The reference substance for
ozonedepletionpotentialisR11,andallother
substances that impact on this process (for
instance CFC, N2O) are measured in R11
equivalents.
FCKW NOX
Stratosphere(15 - 50 km)
UV radiation
Ozone depletion potential
Eutrophication potential
NOX
NO3 NH4PO4
NH3
Air pollutants
Wastewater
6. Environmental impact categories
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Photochemical ozone creationpotentialdescribes the formation of photooxidants,
suchasozone,PAN,etc.,whichcanbeformed
from hydrocarbons, carbon monoxide (CO)
and nitrogen oxides (NOX), in conjunction
withsunlight.Photooxidantscanimpair
human health and the functioning of
ecosystems and damage plants. The reference
substance for the formation of photochemical
ozoneisethene,andallothersubstancesthat
impact on this process (for instance VOC, NOX
and CO) are measured in ethene equivalents.
Global warming potentialdescribes 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.
Acidication potentialdescribes the emission of acidifying sub-
stances such as SO2 and NOX, etc., which have
diverse impacts on soil, water, e cosystems,
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.
UV radiation
Infrared radiation
Reection
CO2 CH4 FCKW
Photochemical ozone creation potential
Dry warm weather
Hydrocarbons and nitrogen oxides
OZONE
Hydrocarbons and nitrogen oxides
Photochemical ozone creation potential
26
Acidication potential
Acid rain
HNO3H2SO4 NOX
SO2
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Bibliography and list of sources
[EU 1992] 92/21/EEC European Union: Council Directive on the masses and dimensions of motor
vehicles of category M1.
[EU 2001] 80/1268/EEC European Union: Council Directive relating to the fuel consumption of
motor vehicles. Brussels: European Union.
[EU 2004] 70/220/EEC European Union: Council Directive relating to measures to be taken
against air pollution by gases from positive-ignition engines of motor vehicles. Brussels:European Union.
[EU 2008] COMMISSION REGULATION (EC) No 692/2008 of 18 July 2008 implementing andamending 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.
[EU 2009] DIRECTIVE 2009/30/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of
23 April 2009 amending Directive 98/70/EC as regards the specication of petrol, diesel and gas-oil and introducing a mechanism to monitor and reduce greenhouse gas emissions and amending
Council Directive 1999/32/EC as regards the specication of fuel used by inland waterway vesselsand repealing Directive 93/12/EEC
[Guine und Lindeijer 2002] Guine, J. B.; Lindeijer, E.: Handbook on Life Cycle Assessment: Ope-
rational guide to the ISO standards. Dordrecht [u.a.]: Kluwer Academic Publishers.
[ISO 2009] International Organization for Standardization: ISO 14040: Environmental Manage-
ment Life Cycle Assessment Principles and Framework. 2nd edition. Geneva: International Orga-
nization for Standardization.
[Koer 2007] Koer, C.: Automobile Produnkt-kobilanzierungWolfsburg/Darmstadt: Volkswagen AG, Technische Universitt Darmstadt. Dissertation.
[Koer et al. 2007] Koer, C.; Krinke, S.; Schebek, L.; Buchgeister, J.: Volkswagen slimLCI aprocedure for streamlined inventory modelling within Life Cycle Assessment (LCA) of vehicles. In:International Journal of Vehicle Design (Special Issue on Sustainable Mobility, Vehicle Design andDevelopment). Olney: Inderscience Publishers.
[Krinke et al. 2005a] Krinke, S.; Bossdorf-Zimmer, B.; Goldmann, D.: kobilanz Altfahrzeug-recycling Vergleich des VW-SiCon-Verfahrens und der Demontage von Kunststobauteilen mitnachfolgender werkstoicher Verwertung. Wolfsburg: Volkswagen AG. On the internet atwww.volkswagen-umwelt.de.
[Krinke et al. 2005b] Krinke, S.; Nannen, H.; Degen, W.; Homann, R.; Rudlo, M.; Baitz, M.:SunDiesel a new promising biofuel for sustainable mobility. Presentation at the 2nd Life-CycleManagement Conference Barcelona.
On the internet at www.etseq.urv.es/aga/lcm2005/99_pdf/ Documentos/AE12-2.pdf.
[PE International 2012] PE International GmbH: GaBi 5.0 database documentation. 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 Assessment of Lightweight and End-Of-Life Scenarios for GenericCompact Class Vehicles. In: International Journal of Life Cycle Assessment (6), pp. 405-416.
[Schweimer et al. 1999] Schweimer, G. W.; Bambl, T.; Wolfram, H.: Sachbilanz des SEAT Ibiza.Wolfsburg: Volkswagen AG.
[Schweimer und Roberg 2001] Schweimer, G. W.; Roberg, A.: Sachbilanz des SEAT Leon.Wolfsburg: Volkswagen AG.
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List of abbreviations
AP Acidication Potenzial
CH4 Methane
CML Centrum voor Milieukunde Leiden (Centre for Environmental Sciences, Netherlands)
CO Carbon monoxide
CO2 Carbon dioxide
DIN Deutsche Industrienorm (German Industrial Standard)
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
NEDC New European Driving Cycle
Nm Newton metre
NMVOC Non-methane volatile organic compounds (hydrocarbons without methane)
NOX Nitrogen oxides
ODP Ozone Depletion PotentialPOCP Photochemical Ozone Creation Potential
ppm parts per million
PVC Polyvinyl chlorid
R11 Trichloruormethane (CCl3F)
SO2 Sulphur dioxide
TDI Turbocharged direct injection diesel engine
TSI Direkteinspritzende turboaufgeladene Ottomotoren
VDA Verband der Automobilindustrie e.V. (Association of the German Automotive Industry)
VOC Volatile Organic Compounds
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List of Figures
List of Tables
Table 1: Technical data of vehicles assessed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Table 2: EU25 normalisation factors in line with CML 2001 11/2010 . . . . . . . . . . . . . . . .7
Table 3: Emission limits in accordance with Euro 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Table 4: Fuel consumption and emissions of vehicles assessed . . . . . . . . . . . . . . . . . . . . . . . . .10
Table 5: Assumptions and denitions for the Life Cycle Assessment . . . . . . . . . . . . . . . . . . . . . .12
Fig. 1: Scope of the Life Cycle Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fig. 1 Life Cycle Inventory data for the Golf VI 1.6 TDI [77 kW] . . . . . . . . . . . . . . . . . . . . . . . 14
Fig. 2 Life Cycle Inventory data for the Golf VI 1.6 TDI [77 kW] . . . . . . . . . . . . . . . . . . . . . . . 15
Fig. 4 Life Cycle Inventory data for the Golf VI 1.2 TSI [63 kW] . . . . . . . . . . . . . . . . . . . . . . . . 16
Fig. 5 Life Cycle Inventory data for the Golf VII 1.2 TSI [63 kW]. . . . . . . . . . . . . . . . . . . . . . . . 16
Fig. 6: Comparison of the environmental impacts of the Golf VI 1.6 TDI [77 kW] (predecessor)
and the Golf VII 1.6 TDI [77 kW]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Fig. 7: Environmental impacts of the Golf VI 1.6 TDI (predecessor) and the Golf VII 1.6 TDI. . 18
Fig. 8: Comparison of environmental impacts over the full life cycle diesel models . . . . . . . 19
Fig. 9: Comparison of the environmental impacts of the Golf VI 1.2 TSI (predecessor) and the
Golf VII 1.2 TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Fig. 10: Environmental impacts of the Golf VI 1.2 TSI and the Golf VII 1.2 TSI . . . . . . . . . . . . 21
Fig. 11: Comparison of environmental impacts over the full life cycle petrol models . . . . . . 22
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Appendix
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Volkswagen AG
Group Research Environment
Aairs Product
P.O. Box 011/1774
38436 Wolfsburg
Germany
01 October 2012
www.volkswagen.com