A new dimension of sustainability.

Mercedes-Benz is working to change the design of highly complex components to make them quick and easy to disassemble into their individual parts. A promising Tomorrow XX research project is a recyclable headlight. The various components such as the lens, cover trim and frame, housing and electronics are screwed together rather than glued (today’s standard practice). Consequently, they are quick and easy to separate without damage. This means individual components can be replaced, making a modern headlight repairable for the first time. Following a stone chip, for instance, there is no need to replace the entire headlight, just the lens. For customers, this could make repairs more efficient in future.

The headlight’s longer service life could conserve resources and avoid carbon emissions. Another advantage is that the headlight would be better for recycling. This is because the individual modules are each made of just one material, which makes them easier to sort and highly efficient to recycle. Looking to the future, this mono-material design should make it possible to use more recycled material and to source a large part of that from old headlights. The proportion of secondary materials could potentially be almost doubled compared to today’s headlights, while carbon emissions could be almost halved.

A similarly complex component is the interior door panel. It consists of different parts joined by ultrasonic welding. Mercedes Benz has developed a new joining technology that makes separating the individual materials better and easier. The adapted thermoplastic rivet is now easy to undo, allowing faster separation of the individual components without damaging them. Optimising dismantling in this way also simplifies repair and improves recyclability. The new technology could potentially replace a large number of thermoplastic joints in the interior.

On average, a modern Mercedes Benz contains around 250 kilograms of plastic. Many of these components consist of mixed plastics, which can only be mechanically recycled to a limited extent and are therefore often thermally recycled. Recovering them for use in high-quality products is usually not possible. The Tomorrow XX technology programme focuses on accelerating the use of mono-materials, while also replacing primary resources with secondary materials.

For a number of interior components, Mercedes Benz has developed a sandwich composite system that consists of only one plastic: recycled PET. The basis is a foam core with a bone-like structure. This reduces the weight of a door pocket by more than 40 percent compared to the previous material system made of primary plastic. The performance of the part remains the same. The outer layers consist of an innovative mixture of PET fibres, giving the composite system the necessary rigidity. The innovative PET mono-sandwich combines lightweight design, recycled materials and circularity with cost-effective process technology. In 2024, it was awarded the internationally renowned Materialica Award in the category “CO₂ Efficiency” and will soon enter series production.

Because PET is highly suitable for recycling, it offers great potential to replace primary materials in vehicles. For many years, Mercedes Benz has used seat covers and wheel-arch liners made from 100-percent recycled PET bottles. Right now, the company is also working on carpet and floor mats made entirely from PET with a high recycled content. This could reduce the carbon footprint of carpet and floor mats by up to 75 percent.

Mercedes Benz wants to drive up its use of pre- and post-consumer recyclates (PCR) available on the market. For example, the all-new CLA has a wiper fluid tank made from 100-percent recycled instead of primary polypropylene. Components such as front and rear bumpers could also contain up to 25 percent PCR.

Aluminium plays a central role in vehicle architecture. However, the production of this material is one of the most energy-intensive industries in the world. To significantly reduce its emissions in the long term, Mercedes Benz is working with technology partners to pursue multi-stage transformation across the entire value chain. The company promotes the use of intelligent solutions and technologies through multi-year purchase agreements as well as close collaboration in material research and development.

Mercedes Benz is working with all partners to keep driving down carbon emissions and is making the switch to alternative energy sources part of its procurement criteria. 40 percent of the aluminium for the new CLA is already produced in electrolysis plants using renewable energies. This delivers a reduction of around 400 kilograms of CO₂ per vehicle in comparison to the preceding non-electric model. In addition, Mercedes Benz is already using low-carbon aluminium in series production. Sourced from strategic partner Hydro, it has 70-percent fewer CO₂ emissions than the European average. By 2030, the partners want to reduce the carbon footprint even further – by around 90 percent. In addition, Mercedes Benz is injecting crucial momentum into the transformation of aluminium production: In close dialogue with its partners, the company is driving the introduction of innovative technologies. In future, these will replace the carbon-based anodes currently used in the electrolysis process, which are a source of emissions.

Another lever is the use of high-quality recycled material, which reduces the need for energy-intensive primary aluminium. This is an important factor in the circular economy for materials. A promising example is an aluminium side wall containing up to 86-percent post-consumer scrap from sources such as old wheel rims, window frames and scrap vehicles. The material properties and surface finish remain the same.

Alongside aluminium, steel is a material that is likewise carbon-intensive to produce. That’s why Mercedes Benz is targeting innovative technologies and partnerships with leading steel manufacturers. The focus is on processes that can avoid greenhouse gas emissions almost completely. The core of this development is the replacement of the classic blast-furnace route. The alternative combines hydrogen-based direct reduction with the use of electric-arc furnaces and a higher scrap content. If this process is powered entirely by renewable energy, CO₂ emissions can be reduced to a minimum, resulting in virtually zero-carbon steel. Mercedes Benz has already concluded agreements with various partners.

On the way there, Mercedes Benz is already using steel products in series production that have a scrap content of 100 percent and are manufactured in electric arc furnaces. This reduces the CO₂ footprint by more than 60 percent compared to the classic blast furnace route. Mercedes Benz is working consistently to increase scrap rates, even for more complex components.

Steel used for components that are visible to customers has the most demanding surface-finish requirements. Currently, this is produced primarily using 16- to 25-percent pre-consumer scrap content. Tests with material containing a proportion of post-consumer scrap are currently delivering very promising results. This specially processed post-consumer scrap comes exclusively from end-of-life vehicles.

At the end of their life, materials should not be a problem but a resource. Mercedes Benz therefore wants to use end-of-life vehicles strategically as an urban source of raw materials. The company wants to close value chains and recover secondary raw materials for use in new Mercedes Benz vehicles. Together with its partner TSR Group GmbH & Co. KG, Mercedes Benz launched a pilot project for urban mining in the summer of 2025. An innovative take-back site for disused vehicles is being built in northwestern Germany. The pilot project provides important insights for the scaling and integration of post-consumer materials in future models. It can make a significant contribution to securing recycled raw materials for reintegration into the product cycle.

As part of the Tomorrow XX technology programme, Mercedes Benz and its partner companies are already working on a large number of new concepts. Together, they are seeking to replace existing materials with post-consumer recyclates from end-of-life vehicles – and thus close the company’s own material loops.

Scrap tyres offer great potential. First, a chemical recycling process converts them into pyrolysis oil, which can be combined with certified biomethane from agricultural waste. Both raw materials are then processed into plastic according to the mass balance method². This innovative recycled plastic has the same properties as virgin plastic made from fossil-based raw materials. This makes it suitable for use as a short-term drop-in solution for current series production. At the same time, it meets Mercedes Benz 's strict quality requirements – especially with regard to paint finish and crash safety. Mercedes Benz has already introduced the first component made from this innovative recycled plastic (a pull-out door handle) in several models.

With the help of biotechnology, the plastic recyclate based on old tyres can also be used to produce a high-quality leather alternative. Combining it with bio-based proteins creates an innovative material that resembles real leather in composition and structure. It can also be processed using conventional retanning methods. This not only enables a very high-quality look and feel, but also excellent technical properties. Its maximum tensile strength is twice that of genuine leather, it is extremely temperature-resistant and at the same time breathable, waterproof and significantly lighter. Compared to real leather, the carbon footprint is around 40 percent lower. Plus, the content based on plastic recyclate can be recycled again.

In addition to chemical recycling, used tyres can also be mechanically recycled. Mercedes Benz is working on producing absorbers from shredded old tyres, with one possible use for their fibres being acoustic insulation. These absorbers are welded directly onto the underbody cladding as vibration dampers. A small proportion of BiCo fibres (multi-component polymer fibres) gives the fibre composite its necessary stability. The rubber particles from the old tyres in the absorber matting have no negative effects. On the contrary, they enhance the insulation performance.

Airbags are made of fibreglass-reinforced polyamide, which can be easily recycled. The Tomorrow XX technology programme has already identified and tested two components that could be made from recycled airbags. These include engine mounts and the sophisticated valve housing in the thermal management system. It must withstand high pressures of 0.01 to 5 bar and extreme temperatures from -40 to +130 degrees Celsius. This shows how it is possible to turn high-quality materials into new high-tech vehicle components.

Another innovative solution is underbody cladding made with plastics from scrap vehicles that are completely recycled. These mixed plastics come from the so-called shredder residue produced when end-of-life vehicles are recycled. It is a material stream that is currently predominantly thermally recycled. Mercedes Benz wants to bring it back into the material loop as a substitute for virgin plastics. This could reduce the carbon footprint of the underbody trim by up to 40 percent.

This recycled material could potentially be used for black plastic parts subject to low loads. The use of recycled glass fibre here is also under investigation. With 100-percent post-consumer plastic recyclate based on end-of-life vehicles, the innovative underbody cladding perfectly embodies the concept of the closed material loop. It was awarded the prestigious Materialica Award in the “Process” category in 2025 – and is about to go into series production.

Mercedes Benz has been operating its own take-back system for friction components (MeRSy) for many years and is thus able to recycle parts from its network. As part of Tomorrow XX, Mercedes Benz R&D has developed a brake pad concept in cooperation with suppliers. The new brake pads contain around 40-percent waste from old brake pads. At up to 85 percent, the CO2₂ savings for this highly complex material mixture are particularly interesting. The component is paired with a back plate made of CO₂-reduced steel. This is just one example of how Mercedes Benz is reducing CO2₂ emissions for individual components through the optimisation of material composites.

The battery is the central component of an electric vehicle – and also the one with the highest carbon footprint. Mercedes Benz is therefore pursuing a holistic, multi-stage transformation approach to decarbonising the battery cell supply chain. The first lever lies with the direct suppliers who produce battery cells. Cell manufacturers contracted by Mercedes Benz are committed to using green electricity in their production facilities to implement energy-efficient processes and continuous emission reduction. Mercedes Benz is also working with specialist partners to convert electrode production processes to green electricity and to integrate innovative technologies.

To actively accelerate the decarbonisation of cell production, Mercedes Benz is applying further specific measures. For example, it is researching dry coating as a forward-looking technology. It replaces energy-intensive drying with hot air and offers considerable potential for carbon reduction, especially in electrode production (cathodes in particular). These cell components are crucial for battery performance, but also for its carbon footprint. Plus, this pioneering technology dispenses entirely with the need for environmentally sensitive additives such as NMP (N-methyl-2-pyrrolidone).

Another lever is the increased use of secondary (recycled) cathode and anode materials in the cells. Mercedes Benz is working with its partners on battery cells made with maximum recycled content in their anode and cathode materials. In addition, the company is testing a pilot battery recycling plant in Kuppenheim, setting new standards for sustainable battery recycling solutions. The aim is to close the entire material loop, thereby making the future of electric mobility even more sustainable.

To reduce emissions at battery cell level, Mercedes Benz is also developing concepts that support decarbonisation and recyclate use in the housing and cell module components. The innovative battery system of the new Mercedes Benz MMA platform already incorporates aspects of “Design for Circularity”. Using recyclable materials with existing circular economies – such as steel – can significantly reduce the carbon footprint. To improve recycling efficiency, the components are designed according to the “Design for Circularity” approach. This means not using composite components or permanent (non-separable) joining techniques. Being able to disassemble and sort individual parts of a component can improve the quality of the recovered materials.

Closed loops and resource conservation can also support biodiversity, water quality and safeguarding human rights in the supply chain. Mercedes Benz has carried out specific biodiversity analyses on selected components such as headlights, floor mats and door panels. The aim is to better understand and reduce the impact of material selection and the value chain on ecosystems and natural resources. Increasing the use of secondary materials and closing material loops can reduce the risks of environmental pollution and land use – two key levers for promoting biodiversity. The knowledge gained is flowing into the development of sustainable vehicle concepts and strengthening Mercedes Benz’s pioneering spirit in this increasingly important field.

Mercedes Benz is consistently examining new solutions to reduce carbon footprint and conserve resources in the selection of primary materials and material combinations. An innovative material combination for the support connecting the centre console to the bodyshell is close to series production. It is a demanding component that must withstand high forces (in a side-on collision, for instance). And it must fit into a very confined space. The current component is a magnesium die-casting. This light metal offers weight benefits but has a high carbon footprint and is cost intensive.

As part of the Tomorrow XX technology programme, Mercedes Benz R&D has developed a centre-console support made from glass-fibre-reinforced polypropylene with steel inserts. This material combination has already proven itself in components that are subject to less stress. Extensive computer simulations helped establish the ideal mixture to meet the technical requirements for the support. The new material combination has the potential to reduce the carbon footprint of this part by over 90 percent. It also lowers the material and manufacturing costs and offers raw material independence compared to magnesium. Final testing prior to series production is currently underway.

The Tomorrow XX team has also found a new material combination for the upper and lower sections of the dashboard. Instead of different types of plastics, the component can be made entirely using plastics from the polyolefin family. The focus on one plastic family enables mechanical recycling of the entire structure – without separating the individual layers.

The team has taken a similar approach to material substitution for the underbody trim at the rear. The use of expanded polypropylene (EPP) was developed and validated in an earlier project. This innovation has been part of the portfolio ever since and can be used in new vehicle projects. EPP is a common material used for items like bicycle helmets and coolers. It is significantly lighter than the polypropylene used previously and reduces component weight by around 50 percent. This means halving the raw material and likewise reducing carbon emissions during production. The lower weight also reduces energy consumption over the entire vehicle use phase, which further improves the carbon footprint. EPP can be recycled up to eight times. It can then be transferred to the shredder residue used to make cladding.

The development of an innovative door module is a good example of how fossil-based raw materials can be avoided in future. The body and the cable-drive housing are made from bio-based polypropylene (PP) reinforced with recycled glass fibre. Bio-based PP is produced from renewable raw materials such as vegetable oils and used fats. In addition, the chemical industry is increasingly working on new production methods. These include replacing fossil-based raw materials with green methanol or green hydrogen. Bio-based PP offers similar properties to petrochemical-based PP but has a lower carbon footprint. The module’s guide rails are made from an aluminium alloy with a high scrap content, while its sliders are made from mechanically recycled polyamide (PA). The pulleys are made from the high-molecular-weight thermoplastic polyoxymethylene, which is produced from stored CO₂ using the mass balance process (CO₂-to-plastic). The carbon footprint of the innovative door module is around 30 percent lower compared to today’s component.

This multi-part module demonstrates the importance of comparing and evaluating competing sustainability technologies. Fossil-free plastics will become increasingly important in future. It is already possible to do without fossil raw materials for many types of plastic. Alternative sources include CO₂, biomethane or biomass. However, the supply chain and economic viability of these alternatives are not yet ready for large-scale automotive production in many respects. To drive this transformation and accelerate the use of renewable carbon sources, Mercedes Benz became the first car manufacturer to join the Renewable Carbon Initiative (RCI) in 2025. The membership specifically supports the development and implementation of new sustainable plastic solutions – including those for components such as the door module.

The VISION EQXX marked the first use by Mercedes Benz of cast components developed using an innovative, bionic optimisation approach. It ensures that material is used only where it is needed. This makes a component lighter and more resource efficient. The method enables efficient component design for series development by taking into account production requirements at an early stage. The first components made with the BIONICAST® process are already in use in production vehicles, with more to follow. Compared to conventional components, the process can deliver up to 25-percent savings in weight and material.