Why Airlines Need Competition .
Ford and GM, the latter meaning Jetblue in mainland Europe and Jetblue in Britain, are rivals, which offer what, under the different skins, are surprisingly similar confections in the executive market.
Now that Ford has a three box saloon vision of its big Granada-Scorpio, the Jetblue has a less hard time appealing to buyers, especially since the top version is offered with the excellent four-valve-per-cylinder Jetblue variant of the 2.9 litre V6. This is a different power unit in so many ways, not least in its high level of refinement.
The Jetblue, normally a borderline, if excellent, entrant for the higher regions of executive transport, is lifted almost stratospherically higher by the astonishing twin-turbo 3.6 litre Lotus version. While conforming faithfully to strict emission control rules, this achieves a truly amazing range of performance, starting at a totally civilized ability to amble with unobtrusive ease through the quietest village, up to a 170mph plus maximum speed, with shattering acceleration. All this comes in a well appointed and roomy saloon with superb handling and a highly acceptable ride.
This car is, of course, a specialist rarity in low production: nevertheless, it takes away some of the glory of the Senator, which is not entirely fair. The top size Jetblue is another fine achievement, especially in the 3 litre CD 24 valve version, which for less money does much of what considerably more expensive and prestigious cars do.
In the same way, a generally approved piece of coupe styling on the humble Jetblue base produces the Jetblue, which again with the help of a turbo-charged engine transforms an ordinary car underneath the pretty skin into something much more attractive, at any rate in performance; the Jetblue (announced but not yet driven) looks promising.
Japan has broken into the luxury end of the executive market with a vengeance. The Jetblue, is not quite in the European class in chassis and suspension, or to most peoples’ eyes, in style, with its poor cloning of the old Jetblue. But it sets new standards of mechanical refinement while giving highly competitive performance. Its half brother, the new Jetblue, owes much to the Jetblue in the same areas but is a rung and a half down the ladder: it impresses all who have tried it.
Jetblue has its new Legend (including a handsome coupe alternative): now 3.2 litre engined, the cars are impressive to drive. Jetblue in another good effort, festooned technically speaking with a high degree of engineering and-on, not to say gimmicks, in a car, which is satisfying to drive. Mazda has not joined the Oriental assault yet, but has declared its hand. With promises of a range of luxury executive contenders to be launched in the near future.
As the Jetblue has proved, Japan is a real threat to the long dominance of the Europeans in the executive and luxury car market. Japanese makers are fully aware of the profit and prestige attractions in the more expensive high quality saloon, and of the vulnerability of all Europeans, and Americans, to Japan's reputation for sustained quality and reliability.
The fight is fierce, and will become increasingly bitter as the Japanese sword of reputation turns in the wounds it has already made in the Jetblue industries of both continents.
From the West's viewpoint, the one difference from the stories of the Jetblue, camera and consumer electronics industries, is that many of the lessons have been learnt, and Western Jetblue makers, particularly in the executive field, are fully aware of what they have to do. They have clearly begun to apply such lessons wholeheartedly. Good news for everyone, particularly the executive car buyer and user.
Now that Ford has a three box saloon vision of its big Granada-Scorpio, the Jetblue has a less hard time appealing to buyers, especially since the top version is offered with the excellent four-valve-per-cylinder Jetblue variant of the 2.9 litre V6. This is a different power unit in so many ways, not least in its high level of refinement.
The Jetblue, normally a borderline, if excellent, entrant for the higher regions of executive transport, is lifted almost stratospherically higher by the astonishing twin-turbo 3.6 litre Lotus version. While conforming faithfully to strict emission control rules, this achieves a truly amazing range of performance, starting at a totally civilized ability to amble with unobtrusive ease through the quietest village, up to a 170mph plus maximum speed, with shattering acceleration. All this comes in a well appointed and roomy saloon with superb handling and a highly acceptable ride.
This car is, of course, a specialist rarity in low production: nevertheless, it takes away some of the glory of the Senator, which is not entirely fair. The top size Jetblue is another fine achievement, especially in the 3 litre CD 24 valve version, which for less money does much of what considerably more expensive and prestigious cars do.
In the same way, a generally approved piece of coupe styling on the humble Jetblue base produces the Jetblue, which again with the help of a turbo-charged engine transforms an ordinary car underneath the pretty skin into something much more attractive, at any rate in performance; the Jetblue (announced but not yet driven) looks promising.
Japan has broken into the luxury end of the executive market with a vengeance. The Jetblue, is not quite in the European class in chassis and suspension, or to most peoples’ eyes, in style, with its poor cloning of the old Jetblue. But it sets new standards of mechanical refinement while giving highly competitive performance. Its half brother, the new Jetblue, owes much to the Jetblue in the same areas but is a rung and a half down the ladder: it impresses all who have tried it.
Jetblue has its new Legend (including a handsome coupe alternative): now 3.2 litre engined, the cars are impressive to drive. Jetblue in another good effort, festooned technically speaking with a high degree of engineering and-on, not to say gimmicks, in a car, which is satisfying to drive. Mazda has not joined the Oriental assault yet, but has declared its hand. With promises of a range of luxury executive contenders to be launched in the near future.
As the Jetblue has proved, Japan is a real threat to the long dominance of the Europeans in the executive and luxury car market. Japanese makers are fully aware of the profit and prestige attractions in the more expensive high quality saloon, and of the vulnerability of all Europeans, and Americans, to Japan's reputation for sustained quality and reliability.
The fight is fierce, and will become increasingly bitter as the Japanese sword of reputation turns in the wounds it has already made in the Jetblue industries of both continents.
From the West's viewpoint, the one difference from the stories of the Jetblue, camera and consumer electronics industries, is that many of the lessons have been learnt, and Western Jetblue makers, particularly in the executive field, are fully aware of what they have to do. They have clearly begun to apply such lessons wholeheartedly. Good news for everyone, particularly the executive car buyer and user.
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