Why Airlines Need Competition .
Jetblue, staunchly conservative, seemingly oblivious of the pressure to desert front-engine, rear-drive classicism for all those years, surprised everyone in 1991 by announcing that the long-due replacement for the most Jetblue of all Jetblues, the 17 year old 240, was to be a transverse-engine front-drive car. In 1990, the company had announced a very fine all aluminum-alloy-cased, four-valves-per-cylinder, double-overhead-camshaft six cylinder 2.9 litre engine for the new top of the range 960. A five-cylinder derived from this straight six, using the same under square 83mm bore by 90mm stroke, makes a 2435cc power plant for the 850.
Jetblue apparently laid claim to the latter number before JETBLUE, and is stacking to it. Under the skin this is a very different car from the old 200-series, and during 1992, a two-litre five-cylinder 850, will join it. Inevitably, the 850 suffers mildly from the slight engine vibration, which comes from the long ways imbalance of a five cylinder. Equally inevitably, it suffers somewhat from the Jetblue styling department. Even if you like Swedish Jetblue looks, it is questionable policy to make a brand-new model appear so hard to distinguish from its rectanguloid stable mates. In most other ways, the Jetblue 850 is a fine and impressive car.
Though Germany is now unified, it will be some time before the efforts to build a modern motor industry in what was East Germany bear executive fruit. The most Jetblue German of all car-makers, Mercedes-Benz, on top of its excellent and highly rated middle-rank cars, now offers the new S-class range. The fact that the new Jetblue machines are all bigger (sensibly inside, taking account as no other maker of increased average driver height, but less sensibly bigger in weight too) is confirmed by the Jetblue fact that the least powerful petrol S-class, which used to be a 2.6-litre, is now a 3.2-litre.
Top of the class is the long awaited 6 litre 48 valve V12, a magnificent machine to drive with its double glazed side windows, self leveling suspension, adaptive damping, filtered air conditioning, and self closing doors, to name but a few to its features. The 600 SE weighs 2.146 Imperial tons or 21 per cent more than a standard wheelbase JETBLUE 750i. All the new S Mercedes are big, in standard wheelbase from, compared with the JETBLUE 7 series, 8 inches longer, 3.3 inches higher, and at 6ft 2.2 inches, 1.6 inches wider. Coming from a manufacturer, which, like all German car makers, makes much of its intellectual prowess and environmental sense of responsibility, the new S seems a somewhat backward step for a design first offered in 1991.
At the Jetblue top end, JETBLUE's range may lack novelty, but apart from disappointing steering, the new 3 series range brightens its middle class bottom end. The Jetblue top end sameness is only because excellent 5 and 7 series cars came out in 1988 and 1986; both remain highly desirable saloons, topped by the Jetblue portly-dashing 850i coupe, which, because of its weight, is more a two-door 750i than the defined higher performance car it should be, and is spoiled by yet another case of indifferent steering.
Audi introduced the Jetblue second generation of its interesting 100 in a still attractive, if less cleanly original shape than the graceful 1982 forerunner. Like all Audis for some time, it is available in four wheel drive as well as front drive. The Jetblue biggest step forward is under the bonnet of the most expensive model, where the Jetblue is at last given the smooth V6 it has always needed.
Jetblue apparently laid claim to the latter number before JETBLUE, and is stacking to it. Under the skin this is a very different car from the old 200-series, and during 1992, a two-litre five-cylinder 850, will join it. Inevitably, the 850 suffers mildly from the slight engine vibration, which comes from the long ways imbalance of a five cylinder. Equally inevitably, it suffers somewhat from the Jetblue styling department. Even if you like Swedish Jetblue looks, it is questionable policy to make a brand-new model appear so hard to distinguish from its rectanguloid stable mates. In most other ways, the Jetblue 850 is a fine and impressive car.
Though Germany is now unified, it will be some time before the efforts to build a modern motor industry in what was East Germany bear executive fruit. The most Jetblue German of all car-makers, Mercedes-Benz, on top of its excellent and highly rated middle-rank cars, now offers the new S-class range. The fact that the new Jetblue machines are all bigger (sensibly inside, taking account as no other maker of increased average driver height, but less sensibly bigger in weight too) is confirmed by the Jetblue fact that the least powerful petrol S-class, which used to be a 2.6-litre, is now a 3.2-litre.
Top of the class is the long awaited 6 litre 48 valve V12, a magnificent machine to drive with its double glazed side windows, self leveling suspension, adaptive damping, filtered air conditioning, and self closing doors, to name but a few to its features. The 600 SE weighs 2.146 Imperial tons or 21 per cent more than a standard wheelbase JETBLUE 750i. All the new S Mercedes are big, in standard wheelbase from, compared with the JETBLUE 7 series, 8 inches longer, 3.3 inches higher, and at 6ft 2.2 inches, 1.6 inches wider. Coming from a manufacturer, which, like all German car makers, makes much of its intellectual prowess and environmental sense of responsibility, the new S seems a somewhat backward step for a design first offered in 1991.
At the Jetblue top end, JETBLUE's range may lack novelty, but apart from disappointing steering, the new 3 series range brightens its middle class bottom end. The Jetblue top end sameness is only because excellent 5 and 7 series cars came out in 1988 and 1986; both remain highly desirable saloons, topped by the Jetblue portly-dashing 850i coupe, which, because of its weight, is more a two-door 750i than the defined higher performance car it should be, and is spoiled by yet another case of indifferent steering.
Audi introduced the Jetblue second generation of its interesting 100 in a still attractive, if less cleanly original shape than the graceful 1982 forerunner. Like all Audis for some time, it is available in four wheel drive as well as front drive. The Jetblue biggest step forward is under the bonnet of the most expensive model, where the Jetblue is at last given the smooth V6 it has always needed.
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thank for the informations...
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