AUTO WORLD BIKERS

More Off-road Capability - Increased ground clearance, larger wheels and tires, enhanced Dana front and rear solid axles, available next-generation Command-Trac(R) and Rock-Trac™ transfer cases, new electric axle lockers, and electronic-disconnecting front sway bar
More On-road Refinement - All-new 100 percent stiffer frame in bending, 2-inch longer wheelbase, 3.5-inch wider track, lower spring rates, advanced shock tuning, increased jounce and rebound travel
More Interior Space and Comfort - 4.6 inches more hip and 5.1 inches more shoulder room combined with additional 2 inches in couple, 1 inch in rear-seat leg room and 2 inches behind rear seat
More Open-air Options - Dozens of different door, top and windshield combinations; new three-piece modular hardtop and innovative Sunrider™ soft top
More Power and Torque - New 3.8-liter V-6 engine with 205 horsepower and 240 lb.-ft. of torque
More Safety - Electronic Stability Program (ESP), electronic roll mitigation, dual-stage air bags, seat-mounted side air bags and Occupant Classification System (OCS)
More Convenience - Available power windows and door locks, full-screen navigation system, 368-watt Alpine(R) stereo with MP3 capability, SIRIUS Satellite Radio


Jeep(R) introduces the all-new Wrangler, the most capable off-road vehicle in the world — and more.
A direct descendent of the original Jeep — the 1941 Willys MB — Jeep Wrangler evolves from more than 65 years of legendary 4x4 leadership. Building on the successful, original Jeep formula with an all-new frame, exterior and interior design, engine, and safety and convenience features, Jeep Wrangler delivers more capability, interior space and comfort, refinement, power and open-air fun.

"The all-new Jeep Wrangler blazes a trail no other vehicle can follow," said Jeff Bell, Vice President - Jeep, Chrysler Group. "Just as it did when it first debuted in 1941, Jeep Wrangler sets a new benchmark in off-road capability.
"With more off-road capability, more versatility, more power, more on-road refinement, and more comfort and space, the all-new Jeep Wrangler continues its legacy as the Jeep brand icon. Simply put, it is the best Jeep Wrangler ever," added Bell.





























Offered in three models — Wrangler X, Sahara and Rubicon — the all-new Jeep Wrangler is lean, rugged and simple, achieving best-in-class off-road capability while delivering a true open-air driving experience. With solid axles, removable doors, exposed hinges, a fold-down windshield and innovative removable and convertible tops, Jeep Wrangler retains the brand's coveted core values of freedom, adventure, mastery and authenticity.

With dozens of different top, door and windshield combinations, nine unique exterior colors and available 16-, 17- or 18-inch wheels,Jeep Wrangler provides a customized appearance for a variety of customers.

Toyota Motor Sales (TMS), USA, Inc., unveiled the all-new next-generation Highlander and Highlander Hybrid mid-size sport utility vehicles (SUV) at a press conference at the Chicago Auto Show.
"Highlander holds a unique distinction within the Toyota brand and within the industry," said Don Esmond, TMS senior vice president, automotive operations. "Along with the 4Runner and the FJ Cruiser, it anchors one of the industry's only three-vehicle, mid-size SUV line-ups. Equally important, along with Prius and Camry Hybrid, it is a key component in the industry's only three-vehicle hybrid strategy."
The Highlander is significantly larger, roomier and more powerful than the vehicle it replaces. Yet its fuel efficiency will be virtually unchanged. It is noticeably quieter, smarter, with improved versatility and ride comfort. It will offer the highest level of standard safety equipment in a segment where safety is at the top of purchase considerations. And, it's all wrapped in a package designed for buyers who want to stand out and make a statement.

Highlander will have no equal to its comprehensive list of standard safety features. It will provide a segment-leading total of seven airbags, including a driver's knee airbag and roll-sensing side curtain airbags for all three rows.

As with all Toyota SUVs for the last three years, Highlander will provide Toyota's STAR safety system.
featuring:
+ anti-lock brakes,
+ traction control,
+ electronic brake-force distribution,
+ brake assist,
+ and for the first time, enhanced vehicle stability control,
+ with electronic power steering.

On all models except the base models, it will provide a stand-alone backup camera with a multi-information screen, not tied to a navigation system. And, Highlander will have the distinction of being the first Toyota division vehicle to feature both active head restraints and a new hood and fender system designed to crumple on impact with a pedestrian.

On the outside, Highlander moves away from traditional SUV styling cues with a statement of strength instead of ruggedness; of intelligence over toughness. Calty Design Research in Newport Beach, Calif. sculpted clean, crisp lines, a wide, stable stance and muscular contours to give Highlander an advanced, contemporary, forceful and dynamic personality.

Highlander rides on an all-new chassis derived from the current Camry and Avalon. It is nearly four inches longer and three inches wider, with an inch more ground clearance and three inches of additional wheelbase.

Interior designers took full advantage of Highlander's substantial dimensions. Design intelligence is carried through to the refined interior, where smart and sophisticated blend with practical, flexible and versatile.

The passenger compartment is open and airy. Convenient and innovative interior features such as flexible seating arrangements, and ease of entry and exit, were directly related to customer input.

For example, Highlander's second-row features captain's chairs with armrests that, if needed, can be converted to a bench seat for three passengers. A "Center Stow" seat, when not in use, is hidden in a compartment under the front center console. In its place, passengers can easily snap in the provided center stow center console or choose to leave the area open as a walk-through to the third row. The second row also slides forward and back 4.7 inches and reclines.

Clever and convenient standard features include:
+ a third-row bench seat with foldable headrests for a flat rear cargo area,
+ a rear glass hatch for quick access to the back (optional on base grades),
+ and Smart Start and Entry for Limited and all hybrid models.

When Highlander arrives in July, it will be offered in Base, Sport and Limited grades. All three grades will be powered by a new 3.5-liter V6 that delivers an impressive 270 horsepower -- a 55 horsepower gain over the previous generation's 3.3-liter engine.

Two months later, the all-new Highlander Hybrid will arrive at dealerships. Offered in both Base and Limited grades, all Highlander hybrids will feature Toyota's advanced VDIM stability system.
The system integrates:
+ full-time four-wheel drive with intelligence,
+ electronic brake and throttle control,
+ with true electronically-controlled active steering.

Highlander's advanced Hybrid Synergy Drive system has been extensively upgraded and refined for 2008 for both power and economy. The new Highlander gained about 500 pounds, growing significantly in every dimension and receiving extensive body and chassis reinforcement, aimed specifically at achieving best-in-class crash ratings. Not only were engineers able to increase output to 270 net horsepower, they were able to maintain Highlander Hybrid's impressive fuel economy at 31 city and 27 highway.

The Highlander will be loaded with standard-equipped comfort and convenience features. Nineteen-inch alloy wheels will be standard on both Sport and Limited gas models and both hybrid models.

An array of options and accessories will be offered, such as a power backdoor that can be opened and closed with a key fob, a navigation system with an eight-inch screen, a rear-seat entertainment system with a nine-inch screen, and three-zone air conditioning.

Other options include:
+ JBL audio with six-disc changer and nine speakers with Bluetooth,
+ third-row seat delete to create a second-row model,
+ leather seat trim and heated seats,
+ and a tow package with a 5000-lbs. maximum towing capacity (class-leading for car & van-based mid SUVs).
"The Highlander takes the car-based SUV concept to a new level," said Esmond. "I say that with conviction, because it's a category we invented."


The Toyota RAV4, now in its third generation, was the world's-first car-based SUV. In 1998, Lexus established a whole new category of car-based luxury SUVs when it launched the RX300. The debut of Highlander in 2001 marked the beginning of a shift in the mid-size SUV segment, from truck platforms to car platforms.

"As you can see, the new Highlander has raised the bar significantly," said Esmond. "Last year we did the same with RAV4. And in about a year, we'll do the same with both Land Cruiser and Sequoia. The Toyota division now markets a six-vehicle SUV lineup that appeals to specific buyer demographics and life-stages. It is a lineup that gives us enormous flexibility in responding to shifts in the marketplace. We are committed to keeping our products fresh and at the front of the pack."

Toyota debuted the 2010 Toyota Tundra full-size pickup truck and an all-new 4.6-liter V8 engine at the Chicago Auto Show. On display are two new packages, including the debut of an all-new Toyota Tundra Platinum Package and the recently announced Tundra Work Truck. Value will be enhanced on all 2010 Toyota Tundra models with the addition of standard and optional exterior, mechanical, safety and convenience feature upgrades.
The new 4.6-liter V8 engine will be available on all 2010 model year Toyota Tundra models. With 310 horsepower, 327 lb-ft. of torque and internal preliminary fuel efficiency estimates of 15 mpg city and 20 mpg on the highway, the new engine is expected to deliver the best combination of power and fuel economy among any standard V8 in the full-size pickup segment. Like Toyota Tundra's optional 5.7-liter V8 engine, the new 4.6-liter V8 will be mated with a six-speed automatic transmission.
For Toyota Tundra buyers looking for a higher level of refinement and additional convenience features, the 2010 Tundra will offer a new Platinum Package that will be available on 2010 Toyota Tundra CrewMax Limited models equipped with the 5.7-liter V8 and Flex Fuel powertrains. The package contains a vast assortment of features that make the CrewMax Limited virtually monospec and will carry a manufacturers suggested retail price (MSRP) of $5,140.

On the outside, the Platinum Package includes a new Limited grade billet-style grille with chrome bumpers, unique 20-inch alloy wheels and tires, daytime running lamps, door sill protectors with a Platinum logo, and Platinum badging.
Toyota Tundra CrewMaxThe Platinum Package will be available in four exterior colors that include Black, Silver, Slate, and Salsa Red.
Inside, the top-of-the-line package adds an array of luxury comfort and convenience features including a power memory function on the driver's seat, outside power mirrors and puddle lamps, and a tilt and telescopic steering wheel. Also included in the Platinum Package is a power tilt and slide moonroof, navigation system, ventilated seats with a unique perforated leather seating surface, wood trimmed shift knob and door switch plates, auto up/down driver and front passenger windows, chrome accented HVAC vents and controls, and headrests with an embroidered Platinum logo.

Designed to deliver only the features commercial truck buyers need to get the job done, the Toyota Tundra work truck will be offered at a reduced MSRP. Toyota Tundra models equipped with the work truck are expected to carry a price adjustment that will range from $550 to $655 less than the truck's standard MSRP, depending on the model. Final pricing of the work truck will be announced shortly before the vehicle goes on sale this spring.On the outside, the Toyota Tundra work truck Package will include black bumpers and grille surround, replacing chrome. Power mirrors are replaced by manual outside rearview mirrors.

Inside, the truck comes with easily washable vinyl bench seats and rubber floors. To appeal to target buyers, several Toyota Tundra standard personal-use features have been replaced or removed. Tundra's standard silver instrument panel and HVAC controls are replaced by basic black and include voltage, oil pressure and warning lamps in place of gauges. Lighting in the ignition key ring and the glove box are removed along with map and door courtesy lamps. The package also excludes cruise control and the remote keyless entry as standard features, although separate Work Truck packages will be offered with these features.

All 2010 Toyota Tundra models receive a freshened look with a redesigned front grille and taillamp design. The Tundra and SR5 grades will receive similar grille designs and the Limited grade will be equipped with a unique billet-style grille. Additional standard equipment on all Toyota Tundra models include driver and front passenger knee airbags, height-adjustable headlamps, and a redesigned seven-pin towing hitch connector that sits above the hitch to help avoid damage during high departure angle driving. Also, a shelf to help organize storage space has been added to the lower glovebox.

Two new optional audio systems supplement the three existing systems. The new Tech Audio system features AM/FM/CD, integrated satellite radio receiver, Bluetooth®, auxiliary and USB inputs and six speakers. In addition to the carryover JBL navigation system, a new non-JBL navigation system includes AM/FM/CD, auxiliary input, a backup camera monitor and six speakers.

With a focus on utility, the Tundra Work Truck Package is aimed at commercial truck buyers in industries such as farming, ranching and construction, or those who require a tough no-frills truck with exceptional cargo and towing capacity. The new work truck will be available on Toyota Tundra 4x2 and 4x4 Regular Cab and four-door Double Cab models in standard and long bed configurations. It will be available with a V6 or one of two V8 engines including Toyota Tundra's powerful 381 horsepower 5.7-liter i-Force V8, with a towing capability of up to 10,800 pounds.

HONDA on Friday launched its international road-sport motorcycle ‘VFR1200F' in the fun bike segment.In India at a Price of Rs. 17.50-lakh, the superbike comes with 1,237cc fuel-injected, liquid cooled engine and dual clutch transmission (DCT) technology.

Meet the 2010 Honda VFR1200F.
Going into the press introduction of the 2010 Honda VFR1200F there were a couple big questions that needed to be answered. First, why is Honda holding the introduction at the Sugo racing facility rather than simply offering us a street ride? And exactly what class does this motorcycle belong in? That brings us to the 3.5-mile-long Sportsland Sugo Circuit, just outside of Murata, Japan, where I hoped that the dozen VFR motorcycles queued up and ready to ride would provide some answers.

There are two versions of the VFR1200F. The standard model features a six-speed transmission while the other utilizes Honda’s Dual Clutch Transmission. The two bikes are identical to the naked eye with the exception that the DCT model has no shift or clutch levers. You might recall we first sampled a version of the DCT technology on the 2009 Honda Rancher ATV so I am familiar with how the system works. Basically the internals are a traditional transmission, but the Dual Clutch queues up two gears simultaneously, one odd and one even, with only one gear actually engaged at any given time so that when a shift is initiated the gear-swap happens almost instantly.

Powering the new VFR is the latest generation of Honda’s signature V4 engine. This liquid-cooled 1237cc 76-degree V4 uses lessons learned from the V5-powered RC211V MotoGP program. Remember everyone was hoping that this bike would incorporate the V5 back when rumor of its existence first surfaced? At least this design took cues from that layout. The front two cylinders are spread wider than the rear pair so that the engine can be slim to the rear. This helps keep the bike narrow at the waist and more comfortable for the rider while aiding mass centralization. Inside the V4 the heads incorporate a Unicam valve train that was first used on Honda’s CRF dirt bikes. Using this arrangement helped to keep weight down and reduces the overall size of the engine. Exhaust is evacuated through a quartet of unequal-length headers that come together at the base of a funky-looking right-side muffler which caps off a system designed to sound as good as it performs. I found that it really does sound great, especially at the upper end of the rev range when the engine is at full song.
The 2010 Honda VFR1200F engine is nestled tightly in its twin-spar aluminum frame. Notice how the front cylinder headers wrap around the front in a horizontal plane. Every bit of available space is used.
The 2010 Honda VFR1200F engine is nestled tightly in its twin-spar aluminum frame. Notice how the front cylinder headers wrap around the front in a horizontal plane and every bit of available space is used.

On the track is where it became obvious that the VFR1200F is a sportbike first, that just happens to be comfortable enough double as a touring machine. Although it’s really too big for track duty it still handles its claimed 613-lb curb weight well, and the slipper clutch makes for calm downshifts when attacking corners. Its OEM-spec Dunlop Roadsmart tires provided plenty of traction considering this is supposed to be a high-mileage sport-touring tire. I’m not going to lie, the bike did slide around a bit but what can you expect? Considering the VFR utilizes a shaft drive, it is important to note that driveline lash was almost non-existent. By incorporating a sliding CV-joint at the far end of the single-sided swingarm with an off-set pivot point, the design allows the shaft to move more freely than some other designs as the suspension travels up and down.


This is the first Honda motorcycle that incorporates ‘throttle-by-wire’ technology as well. After watching competitors work the gremlins out of their fly-by-wire technology, Honda has finally brought its version to the table.
This chassis as a whole worked brilliantly under the conditions we tested in, so time will tell if it proves to be as adept at long-range touring as it is to sport riding. It all starts with a twin-spar aluminum “diamond-configuration” frame joined to the handsome swingarm with a Pro-link rear shock, adjustable for rebound only, and a 43mm inverted fork with preload adjustability. Rake measures in at 25.5-degrees with 101mm of trail and mates with the long swingarm to provide a ride that is very stable at high speeds yet agile enough to be worthy of being considered a sportbike.

A combined braking system with standard ABS is up to the task of shedding speed and keeping things under control when it comes time to haul this beast to a stop. I’m generally not a big fan of linked brakes, but in this case Honda seems to have gotten the ratio working well. A pair of radial-mount six-piston calipers and massive 320mm rotors do most of the hard work while a dual-piston rear caliper and a single 276mm disc make up the back half of the system. It does lack a level of feel compared to a non-linked system, but still works well under the harsh track conditions at Sugo with its hard, downhill braking zones and ultra-fast Turn 1 that requires the bike to scrub-off speed quickly from over 150 mph. I could feel the ABS working with its soft pulse on the lever indicating that I might have been going in a little too hot on occasion.


The VFR1200F features radial-mount, 6-piston Nissin calipers with 320mm discs. ABS comes standard. The unit also features Honda's latest version of its linked braking system.
Connecting the corners is a lot of fun with that big V4 purring, growling and making serious power across the rev range. No matter where I was on the track and whether I was riding the automatic (in S-mode) or the manual transmission bike, it is an absolute rocket. Now to be fair, there are probably a couple of faster sport-touring bikes available, but the VFR will give them a run for their money. The fly-by wire throttle is very well-sorted and exhibits no hint of hesitation or unwanted abrupt reaction when getting on or off the gas. As the power builds from above four-grand, where Honda claims the engine makes 90% of peak power, the bike starts to move with authority. On the narrow roads outside Sugo the power delivery proved to be equally entertaining, whether I was chugging along with the engine low in the revs or keeping it in the meat of the power for quick bursts of acceleration, there’s always enough to get the bike moving forward quickly when asked. Although power is important for anyone considering buying a VFR1200F, the aspect of this motorcycle that I’m most impressed with is the performance afforded by the Dual Clutch Transmission.

The Automatic version of the 2010 Honda VFR1200F has no clutch lever and no shift lever. This is the most obvious visual difference between the two models.
The Automatic version of the 2010 Honda VFR1200F has no clutch lever and no shift lever. This is the most obvious visual difference between the two models.
When riding the DCT bike it’s clear that the system is dialed in. There are two modes to can select from while on the fly, D-mode for regular or street riding and S-mode for sport riding. In D-mode the bike shifts well-before it starts making real power. Instead, it just chugs along, shifting gears and accelerating in a mellow manner in order to maximum fuel efficiency and minimize strain on the rider. Don’t be misled into thinking the auto clutch is a snoozer. In S-mode the motorcycle is as fun as the standard version. To my surprise the bike shifts in a very intuitive manner, making both up- and downshifts precisely and effectively on the track to the point where I was comfortable letting the bike do the work while I focused on enjoying myself on the winding, twisty Sugo race track. The VFR never initiated an unwanted shift, and yet if you don’t agree with the gear it chooses then simply select a different gear with the paddle shifter. The bike reverts to manual mode as soon as you intervene.

The lines of the VFR1200F are big and bold, but this is a motorcycle that we believe is going to be most popular among sport-touring riders who are looking for something a little different.

What the arrival of this technology does for the consumer is to make riding accessible to people who may think a big-bore sport-touring motorcycle like this might be too much for them. The automatic transmission should reduce apprehension among less experienced riders and more intriguing to someone who may not feel they have the skill to make shifts, use the clutch effectively and generally operate a motorcycle of this caliber. It is all about making the riding experience available to more people, because operating a traditional motorcycle is something the more experienced riders among us might take for granted. Of course, the counter argument is whether or not we need inexperienced riders on a bike with this much power.

My answer is that while the VFR is a sportbike with a marvelous engine, it does not have the liter-bike acceleration of a CBR1000RR and there are plenty of other bikes already out there that people can buy that will get them in over their heads. On the contrary, Honda is trying to make riding safer. Plus, if consumers embrace the DCT they will find riding around in D-mode will provide a rather mellow riding experience and could possibly make sport-touring more appealing to more people. At least, that’s the plan.


The fit and finish is tidy with rich, thick paint that you can use as a vanity mirror if the need arises, a good-looking aluminum frame, a single-sided, shaft-driven swingarm and 7-spoke wheels that complete an overall impressive package.

When the sun set on our day of riding and exploring aboard the Honda VFR1200F, we finally had the answers to those important questions. It turns out that the race track was a good location for the release of this motorcycle because it’s a sportbike first and a touring bike second. The VFR features state-of-the-art engine technology and a chassis that is equally ready to handle anything we can put it through on the street. The VFR is simply entertaining to ride and that means it is going to be equally at home in the canyons or gobbling up highway miles. As far as the class of motorcycle it belongs in, well let’s just say the 2010 VFR1200F represents the next evolution of the touring market. It’s fast, fun and offers almost everything a rider could expect from a motorcycle.

Memorable Motorcycles 1958 Ariel Square 4G.
Ariel Motorcycles were advocates of the four cylinder powerplant since 1930, with its unique Square Four.
Looking back at history through a rose-tinted visor is often a dangerous exercise. Yes, we did have limitless freedom when I was a kid - but we also had our house heated by one paraffin stove and my bedroom window was covered in ice - on the inside - for much of winter!

Although I am a proud Englishman, I try to be objective regarding the British bike industry and the truth is that much of it was a tribute to mediocrity. Appalling management, dire products and short sighted, militant unions all worked happily together to destroy British motorcycle manufacturing.


But in the midst of the chaos there were, occasionally, missed opportunities which still bring tears to my eyes. One of the best examples of what should have happened, but didn’t, was the untimely end of the Ariel Square Four.

Let me begin by telling you what it is like to ride a “Square Four”. No other classic bike - British or from anywhere else in the world - gets within a light year of the sophistication and elegant grace of riding the big Ariel. The sales tagline for the “Square Four” was: “Ten miles to a hundred miles an hour, in top gear.” And it is absolutely true.

1958 Ariel Square 4G
Ample power and small size made the 1958 Ariel Square 4G a pleasing experience.
The softly tuned, 1000cc motor produces only 42 hp - probably less than the comparable 650 Triumph of the day - but whilst the Meriden bike is all snarls, vibration and coarse power the Ariel is the epitome of gentility. Even today, there are few more satisfying motorcycling experiences than the magic carpet ride of the burbling, softly spoken “Square Four”.
Ariel had been advocates of four cylinder motorcycles since 1930 when the first “Four” was shown at Olympia. This had been drawn by Edward Turner, later of Triumph fame, and it was a neat, 500cc overhead cam design. In typical Turner fashion, there was nothing radically innovative about the motor but rather good, practical engineering. The engine was effectively two Parallel Twins linked together on a common crankcase. The engine was small and light enough to fit straight into existing single cylinder chassis.

Turner said: “'I wanted to provide a four-cylinder engine small enough for use in a solo motorcycle, yet producing ample power for really high performance without undue compression, racing cams or a big-choke carburetor. I was aiming at the ultimate reliability with the minimum of attention.”

In 1937, Turner’s engine was given a complete redesign by Ariel. It became a 1000cc motor - now with the valves operated by push-rod rather than OHC - but still combining the key advantages of the Square Four design: all the smoothness of a four-cylinder motor but with the width, and mass centralization of a Twin. With the firing order at 90 degrees, no classic engine got near to the smoothness which the “Squariel” achieved.

Finally, this motor became the iconic Ariel 4G with four exhaust pipes and all alloy from top to bottom. Not only did this engine function very well but it was one of the most beautiful motors ever to reach production.

Although Ariel always made good bikes, like many of the smaller British motorcycle manufacturers they were permanently under capitalized and lacked economies of scale. Take the magnificent Square 4 as an example. During the whole 26-year production run Ariel made only 15,641 examples of the bike - about the same as Honda were producing during the British factory’s morning tea break.
Ariel’s one big chance was to be taken under the mighty BSA banner - which they were in 1944. At first, Ariel were left alone to do their own thing but even BSA’s ultra conservative management must have seen that - the Square 4 apart - almost everything that Ariel produced was replicated in the BSA model line-up. Even worse, many of Ariel’s products were re-badged BSA products and were just as conservative as BSA’s dull offerings. Even the color schemes of maroon and black were modest in the extreme.

1958 Ariel Square 4G
The Ariel Square 4's odd rear suspension was delicate and required far too much maintenance.
This left the Square Four as the star of the range - but it was a star isolated in its own galaxy. The problems were numerous. In 1956, when every other manufacturer was using conventional swinging-arm suspension, the “Four” clung to the complex and expensive Anstey link which had been designed in house by Ariel’s Frank Anstey.


Theoretically, this complex system provided constant chain tension but this benefit was crushed by the lack of damping and its horrendous complexity. Ariel recommended greasing the numerous pins and bushes every 250 miles. Take a long trip to the beach with your girlfriend - and stop on the way back for roadside maintenance. How attractive was that?

Although the engine was sublime when it ran well - it often didn’t! The two rear cylinders have very little exposed cooling area. This causes them to overheat, warp the cylinder head and leak. Almost worse, the front two cylinders, being cooled by turbulent air caused by the Squariel’s generous front mudguard, also run white hot. Things are not any better with the induction system which threads its way through the center of the engine and causes the charge to run hot before it gets near combustion: hence the low power output for a 1000cc engine.

Finally, the gearbox was separate to the engine and was a special unit supplied by Burman. With miniscule sales, Burman were never keen to keep making the ‘box just for the “Four”.
This brings us to the bike in our test. In 1957, Ariel produced two Square Four Fs. These were modernized Four Gs and were intended to keep the Square Four alive. The bike we are showing is a faithful replica of the “F” model which never made production. Now housed in a swinging arm frame, the “F” model is undoubtedly the best looking of all the Square Fours - but was it too little too late?

The big Ariel’s needs were numerous. Yes, the concept is perfect but the 1000cc Four demanded water-cooling and it badly needed to be unit construction, to reduce its length. This would have given a huge leap in performance at which point the woefully inadequate brakes would have had to be replaced by much more powerful, twin leading shoe units. The crude front forks, which had only compression damping, would have needed upgrading. Was the mighty BSA empire ever going to give its adopted child this sort of tender loving care? Not a chance!

So why should you sell your first born son to own a Squariel now? Primarily, because, as I said at the start of this article, nothing gives such an imperial riding experience.

1958 Ariel Square 4G
The Square 4G is an admirable example of practical engineering.
Robin James Engineering, who are one of the world’s leading classic bike restorers have mixed feelings over the Ariel. Robin said: “We have done a number of successful restorations of the “Four” but we insist on fitting a high capacity oil pump. The Square Four’s cooling is simply ineffective and the only way to keep the engine at a safe working temperature is to use a high oil flow as a coolant.

“If the owner wants to ride the bike regularly then we insist on having an oil cooler fitted. With a high capacity oil pump, and an oil cooler, the engine will be reliable - but only if the bike is ridden sensitively.

“Care needs to be taken with the handling too. The Anstey link rear suspension and the basic front forks, combined with the Ariel’s weight, mean that the “Four” is no Manx Norton. It needs be ridden thoughtfully and with respect for its handling limitations.”

So, a sublime riding experience - but with a container load of challenges not the least of which are current asking prices. Expect to part with at least $15,000 for a nice Square Four - and another $10,000 on top of that for a stunning example.