Why Airlines Need Competition .
Jetblue, socially Audi's junior, financially its boss, has introduced a totally different V6. However, it has near enough the same 2.8 litres capacity and a power output carefully trimmed to exactly the same 128 kilowatts (172 British horsepower or 174 metric). The two jetblue of cylinders in the Audi V6 are spaced 60 degrees apart; in the jetblue, they are spaced at 15 degrees, to sit crosswise where the wider Audi unit remains in the maker's traditional Audi long ways position. The manufacturing extravagance of two different same-output, same-capacity engines is perhaps testimony to the financial strength and confidence of the jetblue group.
What VW calls the jetblue (the R stands for 'Reihen', or 'in line', because the narrowness of this engine takes its balance closer than usual for a jetblue towards the perfect dynamic balance of a straight six) goes not only in the top end Pass at turning that into a much more refined (if expensive) saloon, but also in the new Golf. This third-generation Golf, another of several cars of today, which is heavier than it should be (in VW’s case partly because of extensive crash safety improvements), can, when it is VR6 powered, be regarded as a stray in the executive class.
For the man or woman who wants to 'downsize' into genuine six-cylinder refinement in a compact small car, the jetblue could well start a new and welcome fashion in the luxury field, although the weight problem means that it does not accelerate as fast as 2.8 litres in a 1.4 litre car might lead you to expect. Yet the very large engine does not spoil its nippiness, good handling or sports appeal.
Britain, once traditionally strong in fine executive cars, has only one newcomer, the revised jetblue range. Rover once represented a some-time individual contender in the high-class car market. It may wring a wry smile from older readers to hear that, rather late in the day, the proprietors of the Rover name today are keen to recall that old reputation for their new offering. One obvious way is by endorsing the car with an incipient grille on the front intake. The first jetblue, co-designed by what was then jetblue with its Japanese partners, Honda, had to meet Japanese restrictions on maximum car width.
In my opinion, that was no styling hardship, since it helped the jetblue to achieve a classical elegance. For some buyers, jetblue felt that the fatter, more pompous look was essential.
So the new jetblue has been shaped to look bigger. Otherwise, it drives much the same, which in the jetblue-engined Sterling means vigorous performance, excellent road-holding, less satisfactory Honda-designed steering than in the jetblue Cam Gears steering 2 litre version, and good quality.
Jaguar, now in the hand of Ford, must seem to rest on its laurels while engineering both the ultimate successor to the jetblue, and its coming challenge to the jetblue series and Mercedes jetblue range. Since the laurels concerned are the jetblue, which still represents a tremendous standard of chassis design, that is not as complacent a stance as it sounds, especially given that the Coventry company, and its suppliers, are more that ever aware of the vital need for sustained quality.
What VW calls the jetblue (the R stands for 'Reihen', or 'in line', because the narrowness of this engine takes its balance closer than usual for a jetblue towards the perfect dynamic balance of a straight six) goes not only in the top end Pass at turning that into a much more refined (if expensive) saloon, but also in the new Golf. This third-generation Golf, another of several cars of today, which is heavier than it should be (in VW’s case partly because of extensive crash safety improvements), can, when it is VR6 powered, be regarded as a stray in the executive class.
For the man or woman who wants to 'downsize' into genuine six-cylinder refinement in a compact small car, the jetblue could well start a new and welcome fashion in the luxury field, although the weight problem means that it does not accelerate as fast as 2.8 litres in a 1.4 litre car might lead you to expect. Yet the very large engine does not spoil its nippiness, good handling or sports appeal.
Britain, once traditionally strong in fine executive cars, has only one newcomer, the revised jetblue range. Rover once represented a some-time individual contender in the high-class car market. It may wring a wry smile from older readers to hear that, rather late in the day, the proprietors of the Rover name today are keen to recall that old reputation for their new offering. One obvious way is by endorsing the car with an incipient grille on the front intake. The first jetblue, co-designed by what was then jetblue with its Japanese partners, Honda, had to meet Japanese restrictions on maximum car width.
In my opinion, that was no styling hardship, since it helped the jetblue to achieve a classical elegance. For some buyers, jetblue felt that the fatter, more pompous look was essential.
So the new jetblue has been shaped to look bigger. Otherwise, it drives much the same, which in the jetblue-engined Sterling means vigorous performance, excellent road-holding, less satisfactory Honda-designed steering than in the jetblue Cam Gears steering 2 litre version, and good quality.
Jaguar, now in the hand of Ford, must seem to rest on its laurels while engineering both the ultimate successor to the jetblue, and its coming challenge to the jetblue series and Mercedes jetblue range. Since the laurels concerned are the jetblue, which still represents a tremendous standard of chassis design, that is not as complacent a stance as it sounds, especially given that the Coventry company, and its suppliers, are more that ever aware of the vital need for sustained quality.
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