与欧洲的专家们相比,美国研究人员长期以来更担心的是柴油车排放物致癌的可能性。此外,柴油机废气中的颗粒物通常多于汽油发动机。而在中国北方尘沙天气中,颗粒物是一大健康问题,导致了北京本身就严重的空气污染进一步恶化。
Making matters worse is that, until fairly recently, many Chinese refineries lacked the technologyto remove much of the naturally occurring sulfur contaminants when they produced diesel fromcrude oil. The resulting high pollution when diesel was burned as truck fuel made regulatorswary of allowing the nation’s fast-growing car fleet to burn diesel as well.
更糟糕的是,直至最近,中国的很多炼油厂在从原油中提取柴油时,缺少将自然产生的硫污染物除去的技术。结果便是柴油作为卡车燃料燃烧时产生大量污染,导致监管机构不敢轻易让全国增长最快的小汽车也使用柴油。
Another predicament in China for Volkswagen involves Chinese consumers. The car-buyingpublic has long been skeptical of diesels, associating them with tractors and viewing them asunsophisticated. Company executives had long expressed confidence, though, that theycould change these perceptions with an energetic advertising and public relations effort — ifonly they could win permission to mass-produce diesels in China.
在中国,大众面临的另一个困难涉及中国消费者。购车者长期对柴油持怀疑态度,会把它和拖拉机联系起来,认为这种车比较低级。但大众的高管一直表示,只要能获准在中国大量生产柴油车,他们有信心通过有力的广告和公关活动来改变这些观念。
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