比较难!有挑战!英语高手帮我翻译下这段话啊!谢谢!But automotive engineering will hit a wall: the American love of weight and power. It isn’t only drivers who have been getting fatter in this country. Average engine horsepower has

比较难!有挑战!英语高手帮我翻译下这段话啊!谢谢!But automotive engineering will hit a wall: the American love of weight and power. It isn’t only drivers who have been getting fatter in this country. Average engine horsepower has
比较难!有挑战!英语高手帮我翻译下这段话啊!谢谢!
But automotive engineering will hit a wall: the American love of weight and power. It isn’t only drivers who have been getting fatter in this country. Average engine horsepower has bulked up by 84 percent since 1981, offsetting the engine’s efficiency gains, while average vehicle weight in the U.S. has risen by more than 20 percent in two decades. One argument the auto industry has used against higher corporate average fuel economy (CAFE) standards is that such higher standards would require making vehicles lighter, leaving them less safe in collisions. This position puts General Motors, for one, in an awkward spot. Taking the lead among its Detroit brethren in fuel cell research, GM has promised to bring hydrogen- powered vehicles to market by 2010, but it’s unlikely that these vehicles will have adequate range unless and until they are made from lightweight materials.
Thus, I boldly venture this near-term prediction: In the next decade, polymer-composite materials, particularly those reinforced with carbon fiber, will emerge from niche manufacturing to be used widely as a structural material. According to a study by Oak Ridge National Laboratory, carbon-composite body construction could reduce vehicle weight by 40 to 65 percent. The new Ford GT is aluminum through and through and accelerates from 0 to 60 in 3.3 seconds, yet the two-seat sportscar weighs more than 3,400 pounds. Think what it would do if it weighed 1,700 pounds.
Carbon-fiber composites are already used in golf clubs, bicycles and jetliners, but there are technological challenges to employing them in cars, chief among them the slow, costly, labor-intensive process of laying up carbon-fiber composites and curing them piece by piece in autoclaves.
再次感谢!

比较难!有挑战!英语高手帮我翻译下这段话啊!谢谢!But automotive engineering will hit a wall: the American love of weight and power. It isn’t only drivers who have been getting fatter in this country. Average engine horsepower has
赫赫!祝你好运!意思就是：
但汽车工程将再墙:美国爱力和重量. 它不仅是司机在这个国家已经越来越肥胖. 平均发动机马力也从1981年的84%膨体上升,抵销了发动机的效率, 而在美国,平均重量增加了20%以上,在20年的时间. 一论点已被用来对付汽车工业公司平均燃油经济性较高(餐厅)标准,这样高的标准 需要制作车打火机,留着少安全碰撞. 通用汽车将这一立场来说,尴尬当场. 率先在燃料电池的研究,在其弟子的底特律、 基因答应带氢气动力车市场2010年 但不大可能,这些车辆将有足够射程除非它们制成轻质材料. 所以,我大胆的这一短期预测:在未来的十年中,高分子复合材料,特别是碳纤维加固、 会从广泛用来制造利基作为结构材料. 据橡树岭国家实验室的一项研究, 碳复合体建筑可以减少汽车重量由1940至1965年左右. 福特新燃气轮机是铝名品加速在3.3秒内从0到60, 但两个座位的跑车重达3400多磅. 如果认为这样做有什么重达1700磅. 碳纤维复合材料已用于高尔夫球俱乐部、自行车、起居室、 但雇用他们的技术挑战汽车,其中主要缓慢、昂贵、 劳动密集型进程奠定了碳纤维复合材料及固化他们一块一块在釜. !

但汽车工程学将击中墙壁: 重量和力量美国爱。这是不唯一胖在这个国家的司机。平均引擎马力由百分之84 变了大块自1981 年以来, 抵销引擎的效率获取, 当平均车重量在美国由超过百分之20 上升了在二十年内。汽车工业使用了反对更高的公司平均燃料经济的一个论据(咖啡馆) 标准是, 这样更高的标准会要求做车打火机, 把他们留在较不安全在碰撞。这个位置投入通用汽车公司, 为一个, 在一个笨拙斑点。领先在它...

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但汽车工程学将击中墙壁: 重量和力量美国爱。这是不唯一胖在这个国家的司机。平均引擎马力由百分之84 变了大块自1981 年以来, 抵销引擎的效率获取, 当平均车重量在美国由超过百分之20 上升了在二十年内。汽车工业使用了反对更高的公司平均燃料经济的一个论据(咖啡馆) 标准是, 这样更高的标准会要求做车打火机, 把他们留在较不安全在碰撞。这个位置投入通用汽车公司, 为一个, 在一个笨拙斑点。领先在它的底特律教友之中在燃料细胞研究, GM 许诺带来氢供给动力的车给市场在2010 年以前, 但它是不太可能的这些车将有充分范围除非并且直到他们由轻量级材料被做。
因而, 我大胆地冒险这个近期预言: 在下十年, 聚合物综合材料, 特别那些被加强与碳纤维, 从适当位置将涌现制造广泛被使用作为结构材料。根据一项研究由橡树岭国家实验室, 碳综合身体建筑能减少车重量由40 到百分之65 。新福特GT 完全地是铝和加速从0 到60 在3.3 秒, 二位子sportscar 称超过3,400 磅。认为什么它会做如果它称了1,700 磅。 碳纤维综合已经被使用在高尔夫俱乐部、自行车和喷气式飞机里, 但有技术挑战对使用他们在汽车, 院长里在他们之中暂停使用碳纤维综合和逐渐治疗他们的缓慢, 昂贵, 劳动密集型的过程在压热器里。
好累哦````希望能帮助你

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