ARIEL SQUARE FOUR
This isn’t just any old Squariel – modified by an Ariel connoisseur, it’s been taken to a new level of sophistication. Is this how it should’ve been all along?
A funny thought comes to mind as I waft along on this beautiful blue 1000cc Ariel. The Triumph twin’s 1937 design origin is often blamed for Britain’s inability to compete against the Honda CB750 and its successors, but here I am riding a bike that’s more like a Japanese four than any other Brit bike I’ve ever ridden – and its roots go back to 1931!
Clearly that bike was far removed from the Square Four I’m riding today – especially since this one is itself an update of the last Squariel to roll off the Selly Oak line in 1959. Owner Pete Kemp used his long-term Ariel experience and resources to build up the right bike for his needs, resulting in a reliable and capable tourer that has made several trips to events across Europe and the UK. But what made me particularly keen to ride Pete’s bike is that he’s one of a few owners who have done what the factory never did, beyond a couple of prototypes – equipped a Square Four with swingarm rear suspension.
I’ve often felt that the Dan Dare styling of the four-pipe ‘Mark 2’ alloy engine didn’t look quite at home in its birth-chassis. As a candidate for ‘reassignment’, it was occasionally installed in Norton café racer running gear – but despite its looks and size, the 1000cc Ariel is a touring engine rather than a speedster. That’s why I’ve always wondered if the swingarm Ariel frame was the best home. Having now ridden one, I think it is.
The first thing I notice is the complete lack of vibration – it’s smoother than straight fours I’ve ridden. Pete shaved six pounds off both flywheels to give the engine a bit more zip, but I wonder if it’s more to do with the Square Four’s two short cranks creating a smaller rocking couple than one long one. On top of that is a peculiar sense of power without a powerband; at no point in the range, from pulling away to topping 70, could I detect a step in delivery. It was almost eerily linear. Although it was maybe a bit too smooth for my taste, I can see that over a long distance that smoothness would be a blessing – especially on an old British bike. The same applies to other upgrades I’m unused to – a 12V alternator from IronHorse Spares (‘Cheval de Fer’ was Ariel’s byline) has facilitated fitting of a ‘123’ electronic ignition distributor, loud horn, 12V lighting and indicators. The result is a bike that’s an easy first-kick starter which runs very sweetly on its original SU carburettor and pulls happily from well below 30mph in top gear. The clutch is perfect – light without a trace of s
