Researchers have provided fresh evidence of a growing gap between vehicle emissions in laboratory tests and their performance on the road, as questions mount about the carmakers’ conduct in the wake of the Volkswagen scandal.

研究人员提供的最新证据表明，汽车在实验室检测中得出的尾气排放值与它们在实际道路上行驶时的排放值之间差距越来越大。大众汽车(Volkswagen)尾气造假丑闻发生后，汽车制造商的操守受到越来越多的质疑。

One of the research groups that helped uncover the VW case published new data on Friday, claiming that carbon dioxide emissions in European road tests were on average 40 per cent higher than the official laboratory results advertised in car sales literature.

曾帮助揭穿大众造假案的一家研究机构周五发布最新数据，称欧洲道路检测中得出的二氧化碳排放量比汽车销售宣传册中公布的官方实验室检测结果平均高出40%。

The International Council on Clean Transportation, the environmental research body that led the research, said the figure was an “all-time high” and compared with a gap of just 10 per cent in 2003, though there was no suggestion that defeat devices were to blame.

领导此次研究的环境研究机构——国际清洁交通委员会（International Council on Clean Transportation，简称ICCT）表示，这一数字创下了“新高”，2003年两者之间的差距仅为10%，但该机构没有将之归因于欺骗装置。

The ICCT aggregated research from six countries on almost 600,000 vehicles from at least nine carmakers to draw its conclusions.

ICCT汇总了对来自6个国家的至少9家汽车制造商的近60万辆汽车的研究合后得出了上述结论。

“About three quarters of the gap between laboratory test results and real-world driving is explained by vehicle manufacturers exploiting loopholes in the current regulation,” said Peter Mock, managing director of the ICCT in Europe.

ICCT驻欧洲的董事总经理彼得莫克(Peter Mock)表示：“就实验室检测结果与实际道路表现之间的差距而言，约四分之三缘于汽车制造商在利用当前监管的漏洞。”

Carmakers are known to “game” an outdated laboratory regime using perfectly legal methods such as overinflating tyres to reduce rolling resistance or fully recharging a vehicle’s battery before testing.

很多人都知道，汽车制造商会利用完全合法的手段来钻过时的实验室检测系统的空子，例如给轮胎过量充气来减少滚动阻力，或者在检测前重新给汽车电池完全充电。

The rest of the gap is explained by technologies that have a greater effect in the lab than on the road, such as stop-start systems that turn off the engine in stationary traffic. Equipment that tends to increase fuel consumption, such as air conditioning, is also turned off during lab tests.

实验室检测与实际道路检测结果差异的其余部分，缘于一些技术在实验室中的效果优于在实际道路行驶时，例如在交通堵塞时关闭引擎的“启停”系统。一些会增加油耗的设备，比如空调，在实验室检测中也会被关闭。

European regulators are pushing to bring in a new test regime from 2017. They also plan to introduce real-world testing for Nox emissions in the same year.

欧洲监管机构正推动从2017年起引入新的检测系统。他们还计划在同一年推出针对氮氧化物排放的实际道路检测系统。

While the VW case centred on diesel engines and Nox emissions, the latest research from ICCT focuses on CO2 and includes both petrol and diesel variants.

大众案的核心是柴油引擎和氮氧化物排放，ICCT的最新研究则关注的是二氧化碳排放，研究对象既包括汽油车也包括柴油车。

The European manufacturers’ body, Acea, did not immediately respond to a request for comment on the figures.

欧洲制造商机构——欧洲汽车制造商协会(ACEA)没有立即回应记者就这些数据置评的请求。

As for the VW scandal, Acea has said there is “no evidence that this is an industry-wide issue”.

至于大众的丑闻，ACEA表示，“没有证据证明这是一个全行业的问题”。

However, carmakers’ share prices are showing extreme volatility amid the swirling media coverage of the VW crisis.

然而，在媒体铺天盖地报道大众的危机的情况下，汽车制造商的股价波动得很剧烈。

BMW shares fell as much as 9 per cent on Thursday after a German magazine published a story that highlighted the emissions performance of one of its vehicles during a road test.

宝马(BMW)股价周四一度下跌9%。此前，一家德国杂志发布了一篇报道，着重提到了一款宝马汽车在尾气实际道路检测中的表现。

The shares recovered some ground to close down 5 per cent after BMW issued a statement saying it “does not manipulate or rig any emissions tests”.

在宝马发布声明称“未操纵任何尾气检测”后，该公司股价收复了一些失地，最终在昨日收跌5%。

“Two studies carried out by the ICCT have confirmed that the BMW X5 and 13 other BMW vehicles tested comply with the legal requirements concerning Nox emissions,” the company added.

宝马还表示：“ICCT展开的两项研究证实，接受检测的宝马X5和其他13款宝马汽车符合关于氮氧化物排放的法定要求。”