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.
Memorable Motorcycle: BSA Victor Special.
The key to understanding the BSA Victor Special’s concept lies in the bike’s name - and the very different way in which motocross was viewed in the 1960s. BSA won the 500cc World Motocross Championship in 1964 and 1965 and 40 years ago, motocross success was good for road bike sales.
Rather than being a specialized niche activity the vast majority of road riders knew about motocross and the mainstream motorcycle press gave the sport as much coverage as they did road racing.
So this explains the “Victor” connotation: a bike which was directly related to World Championship motocross success.
The Victor GP racer was very much the younger brother of the innocuous 250cc BSA C.15 road bike - a machine never intended for racing. By the time it transmuted into the Victor, the 441cc bike had been bored and stroked and the power vastly increased. What had been retained - almost - was the C.15’s 250cc motorcycle weight.
For a factory motocross machine, this was ideal. A works Victor was some 100 lbs lighter than a Goldstar and although the engine made 12 bhp less than the Goldie, the handling and acceleration were vastly better.
BSA Victor Special
Close to 100 lbs lighter than a Goldstar, the BSA Victor Special had improved handling and acceleration.
The works machines needed performance, not longevity. If a factory machine lasted the 40 minutes, plus two laps, of motocross GP then its job was done. There was an unlimited supply of new bits to keep the bikes fresh - and clever mechanics to ensure that the bikes were in race winning condition.
So far, so good. The problems began when BSA decided to cash in on their success by converting the already fragile Victor works bikes into production machines. In fact, the first Victors to be sold were pure race machines. It was only later, in 1967, that the road versions appeared.
From the outset, the Victors were beset with problems. Mechanically, the bikes were not robust. The C.15 derived gearbox and clutch were always fragile and, when put into the hands of less than mechanically sensitive owners, they became a real issue.
The big-end and main bearings were right on the edge of their design limit and provided BSA dealers with ample spare parts sales.
The Lucas electrics were also a nightmare - pun intended - particularly in their Energy Transfer form which, theoretically at least, allowed the bike to run without a battery.
Even at the time of their launch in 1968, the Victors seemed very old fashioned. Here’s the procedure which came between the new BSA owner and his first ride. First gently flood the Amal carburettor - but not a molecule too much gas or you will wet the plug and the motor will never start. Bring the piston up to top dead center on the ignition stroke; engage the valve lifter; ease the piston over tdc just a fraction; take a long swing at the kick starter and, once the bike fires, catch it on the throttle – but only with the merest whiff of gas. For an expert, the process is automatic - and inculcates a wonderful sense of smug satisfaction when the Victor bursts obediently into life.
BSA Victor Special
One of the main issues with converting the Victor to a road bike was its need of constant upkeep under skilled hands.
BSA Victor Special
By contrast, a beginner could kick a Victor until he was blue in the face and the thing still wouldn’t start. Alternatively, he could buy a Honda and ride away seconds after he had pressed the electric starter button.
The Victor also needed to be ridden with a degree of circumspection. A nice Victor is theoretically capable of something in the region of 85 mph flat out. The problem is that ridden like this, the motor will self-destruct in hours - which isn’t that much of a problem because the vibration will have killed the rider long before the engine blows up.
What the Victor does do well is accelerate hard - and it rides like a 250cc machine which has been taking a large dose of illegal steroids. This is hardly surprising because the Victor is a 250cc machine which has been taking a large dose of illegal steroids.
Victors came in various flavours from pure road bike to our test bike - which is the best of all: the Victor Special. We have the Americans to thank for this bike because in 1967 US customers were screaming for dirt bike styled road machines - and none was better looking than the Victor Special.
All the motocross machine’s feather light weight was retained - along with the race derived front forks, gas tank and paint job. The front wheel was BSA’s highly effective 7-inch unit and meant that the bike could stop on a dime. In fact, the Victor was potentially a generation ahead of anything else in the world.
But “whats” and “ifs” litter history and no more so than the Victor. If BSA - who had the capital and resources at the time - had built a reliable overhead cam engine, with a bullet proof five-speed gearbox and fault-free electrics, then the Victor was destined to be the first, successful, dual sport bike and would have been a motorcycling icon: but they didn’t.
BSA Victor Special
In addition to its light weight and race-derived front forks, the Victor Special had a special visual appeal for customers who wanted a dirt bike-styled streetbike.
So today and to the $64,000 question: should you buy a Victor today? Strangely, the answer is yes - and for a number of reasons. First, the Victor Special in particular is a real looker. If you hanker after being the GP motocross star you never were when you were 16 years old, nothing will excite like the red BSA logo sitting proudly on the polished alloy and Spectramaster Yellow gas tank.
Next, the bikes are pretty well sorted now. An easily fitted electronic ignition makes starting much easier and that fragile gearbox is fine, now that the motor is not being revved to oblivion and the gears are not being stamped in without using the clutch.
Finally, used as a classic bike the performance is very acceptable. The engine is punchy and, if the revs are kept down, the vibration is fun and full of “character”, rather than enthusiastically self-destructive. The Victor is feather light at around 275 lbs on the road - and is anorexically slim and therefore incredibly easy to ride. In short, you can have a great Sunday afternoon ride and be surrounded by admirers when you stop for a soda.
There is also more good news. BSA made a lot of Victors and the bikes are not uncommon. A ready supply of the bike which never quite made it as a motorcycling deity means that a nice, clean, usable Victor could be yours for less than $5,000 and with the current sky high values of classic bikes, that’s something of a bargain.
Mercedes-Benz redefines leadership with the launch of the SLS AMG in India!
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Mercedes-Benz SLS AMG launched in India!Dr. Wilfried Aulbur, Managing Director and CEO of Mercedes-Benz India: “The SLS represents the true spirit of our brand: It is “The Best or Nothing” in terms of emotion, design, racing exhilaration, path braking motorsports technology, while at the same time offering Mercedes-Benz quality, safety, and functionality. We are excited to launch the vehicle in India just a few weeks after the start of production of RHD vehicles in Germany.”
India is amongst the first right hand drive markets to launch the Gullwing super sports car within the first few weeks of its production (first RHD production : June 2010)
Since its presentation in January 2010, the SLS AMG has already achieved 10 confirmed customer bookings from India.
The SLS AMG has captivated people all across the world with its purist design, intelligent lightweight construction and superior handling dynamics. It is the first independently developed vehicle by AMG in its illustrious history spanning over 40 years. It not only takes AMG, the performance brand within Mercedes-Benz Cars, into a new era, but also demonstrates development expertise of the very highest order.
Dr. Wilfried Aulbur, Managing Director and CEO of Mercedes-Benz India commented: “The SLS AMG represents the true spirit of our brand- ‘The Best or Nothing’! It embodies passion, performance, design, technology and engineering excellence- values that make us one of the most exciting brands in the world, today.”
The Mercedes-Benz SLS AMG embodies a blend of consummate automotive fascination and high tech. The super sports car delivers a compelling mix of purist styling, consistent lightweight design and superior driving dynamics. At the same time, the Mercedes-Benz SLS AMG fully lives up to all the expectations of hallmark Mercedes everyday practicality and optimum safety. In essence, the new 'Gullwing' offers the ideal synthesis of the strengths of Mercedes-Benz and AMG.
The new super sports car from Mercedes-Benz and AMG makes for an alluring proposition with its unrivalled technology package: aluminium spaceframe body with gullwing doors, AMG 6.3-litre V8 front-mid engine developing 420 kW/ 571 hp peak output, 650 Nm of torque and dry sump lubrication, seven-speed dual-clutch transmission in a transaxle configuration, sports suspension with aluminium double wishbones and a kerb weight of 1620 kilograms based on the DINstandard - this superlative combination guarantees driving dynamics of the highest order. The ideal front/rear weight distribution of 47 to 53 percent and the vehicle's low centre of gravity are testimony to the uncompromising sports car concept. The 'Gullwing' accelerates from 0 to 100 km/h in 3.8 seconds, before going on to a top speed of 317 km/h (electronically limited). The fuel consumption of 13.2 litres per 100 kilometres (combined) puts it at the front of the competitive field (all figures provisional).
"Mercedes-Benz is presenting an exhilarating super sports car in the guise of the Mercedes-Benz SLS AMG, which is bound to set the pulses of all car enthusiasts racing that extra bit faster. The brands Mercedes-Benz and AMG have joined forces to create the Mercedes-Benz SLS AMG - which is set to become one of the most alluring sports cars of all time", says Dr. Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes-Benz Cars.
Mercedes-Benz SLS AMG:
"Our customers will experience with the Mercedes-Benz SLS AMG the expertise of Mercedes-AMG, built up over 40 years of motor racing. The unrivalled technology package delivers outstanding driving dynamics coupled with moderate fuel consumption figures - part and parcel of the modern-day AMG," says Volker Mornhinweg, Chairman of Mercedes-AMG GmbH.
"The styling of the new Mercedes-Benz SLS AMG is not only very special because of the exclusive gullwing doors. Our aspiration is to utilise this interpretation to create the classic of tomorrow and roll out the most alluring sports car of the 21st century. Our aim is also to create a new design icon, which shapes the incomparable legend of our brand, alongside Mercedes models like the CLS or the SL. At the same time, the new Mercedes-Benz SLS AMG paves the way for the design philosophy of forthcoming Mercedes-Benz sports cars", says Gorden Wagener, Head of Design at Mercedes-Benz Cars.
Design: purist, distinctive and passionateThe distinctive styling of the new Mercedes-Benz SLS AMG enthrals with its passionate sportiness and reinterprets the breathtaking lines of the Mercedes-Benz 300 SL - one of the outstanding design icons of the Mercedes-Benz brand. With its purist design the new SLS AMG reflects the philosophy of contemporary sports car engineering: the bonnet which measures just under two metres, the low greenhouse positioned well to the rear and the short rear-end with an extendable aerofoil are just as powerful a reminder of the superlative dynamism as the long wheelbase, the wide track and the large wheels. The short overhangs feed through into the proportions, just as does the design of the super sports car with its low-slung front-mid engine set well back and dual-clutch transmission in transaxle configuration. An undoubted styling highlight comes courtesy of the gullwing doors which lend the Mercedes-Benz SLS AMG its incomparable charisma - making a unique statement in this vehicle segment.
The gullwing doors are not alone in rekindling memories of the Mercedes-Benz 300 SL; the hallmark wide radiator grille with the large Mercedes star and the wing-shaped cross fins are a throwback to the front-end of the sports car legend. The three-dimensional, sculptured front-end with its low-set, swept-back front apron set well into the sides lends the 'Gullwing' its powerful stance on the road. Six large cooling air intakes and the vertically arranged headlamps set well to the outside with their alluring inner ambience provide a dominant aura: the central bi-xenon low-beam headlamp with its metallic wing section is framed at the top by two LED indicators and the LED daytime driving lights at the bottom.
Influences from aircraft construction
Allusions to aircraft construction come courtesy of the prominent Mercedes star, whose tubular section is reminiscent of the air intake on a jet engine when viewed from the side, as well as the long bonnet: as the eye is drawn forward, so the observer becomes more aware of the curve. The design of the four fins with their Silver Shadow finish that adorn the two air outlet grilles on the end of the bonnet create the same visual impression. These aircraft-style lines also visually accelerate the air that flows past - and make the Mercedes-Benz SLS AMG appear extremely dynamic even while stationary.
The fins on the bonnet are taken up on the vehicle flanks: the connoisseur also discovers here a hallmark styling feature of the 300 SL. The "6.3" lettering placed between the fins provides a clear reference to the high-displacement naturally aspirated V8 engine. The side air outlet feeds through into a stylistically prominent feature line, which together with the convex flanks and the exhilarating surface treatment, combines aesthetics with power. The compact passenger compartment proves as alluring as it is unmistakable. With its high beltline, low side windows and steeply angled windscreen it comes across as a kind of visor. The forward angled B-pillar with its stylish flowing sweep to the rear window exudes pure dynamism.
Side view dominated by muscle and shoulder
Seen from the side, the eye is drawn to the prominent vehicle shoulder of the Mercedes-Benz SLS AMG, which stretches like a taut muscle from the front to the rear. Distinctive 19-inch (front) and 20-inch (rear) light-alloy wheels fill the wheel arches, which stand out prominently from the sidewall. Three different wheel variants all provide a glimpse of the large high-performance composite brakes. Seen from above, a prominent, uninterrupted line runs from the muscle to the rear. This styling feature is also picked up on the bonnet where the eye follows a distinctive contour which flows over the roof between the gullwing doors, right through to the third brake light.
The rear view of the Mercedes-Benz SLS AMG also exudes dynamism and power: the gently sloping boot lid emphasises a sense of width, an impression reinforced by the prominent vehicle shoulder and the sleek tail lights: fitted with LED technology, the horizontally structured lighting units provide a scintillating view. Wing-shaped LED lighting elements ensure a distinctive, enthralling night design. The Formula-1-style LED fog lamp/reversing light is set down low in the centre. Similarly inspired by motor racing are the black diffuser insert and the two chromed tailpipes of the sports exhaust system. The strikingly tapered rear apron provides an unimpeded view of the wide rear wheels, lending the 'Gullwing' its self-assured stance on the road. The spoiler integrated in the boot lid is automatically deployed from a speed of 120 km/h to ensure optimum stability at high speeds.
New colours: "AMG ALU-BEAM silver" and two matt finishes:The colour charts for the Mercedes-Benz SLS AMG include nine exclusive paint finishes. The highlight comes in the shape of the unique "AMG ALU-BEAM silver" paintwork: the new, unique process makes the paint shine like liquid metal. The paint covers the body panels like a metallic skin, emphasises the scintillating design lines of the 'Gullwing' more strongly than any previous paint job and makes them even livelier by means of targeted light reflections. This effect is made possible thanks to tiny pigments measuring between 30 and 50 nanometres.
The two matt finishes "designo magno allanite grey" and "AMG magno sylvanite grey" are just as eye-catching: with their matt silk surface they reinforce the sporty character of the two-seater through specific contouring of the crease lines.
Interior with allusions to aircraft construction and motor sports practicality
You only need to open the gullwing doors on the Mercedes-Benz SLS AMG and ease into the sports seats to experience a whole new level of interior. The Mercedes-Benz designers took their inspiration from aircraft construction when styling the interior - immediately bringing an aircraft cockpit to mind. The characteristic styling feature is the dashboard, whose powerful and dramatic wing shape makes for an impression of width. Strikingly integrated into the dashboard are the galvanised air vents with their adjustable, cruciform nozzles and Silver Shadow finish - their shape reminiscent of a jet's engines. The instrument cluster with its LED upshift indicator and two white backlit dial instruments add another decidedly sporty touch with their metallic Silver Shadow finish. The silver dials have red needles and a 360 km/h speedometer scale. As a central feature of the cockpit, the COMAND APSmultimedia system with its 7-inch screen is integrated between the two centre air vents.
The elongated centre console in matt metal similarly picks up on the design theme of the aircraft cockpit. It is home to the AMG DRIVE UNIT, which is inclined towards the Mercedes-Benz SLS AMG driver and allows them to choose their very own vehicle setup. The E-SELECT shift lever, whose styling recalls the thrust control of a jet, controls the AMG SPEEDSHIFT DCT 7-speed sports transmission. All the controls are made out of solid metal, with a high-sheen Silver Shadow surface.
The concave inner panels of the gullwing doors, the high beltline and the powerful side sill panels round off the cockpit-like impression, while imparting a feeling of sports car-like ergonomics. Fine materials such as nappa leather, solid metal and (optional) genuine carbon-fibre facings underline the pronounced "custom-built" nature of the Mercedes-Benz SLS AMG interior, and show enormous attention to detail. Five different designo leather colours are available to meet individual preferences: black, classic red, sand, porcelain and light brown.
Wide-opening gullwing doors for easy entry:Despite the low sitting position of just 369 millimetres in typical sports car fashion, the wide-opening gullwing doors make it easy to get in and out of the vehicle. At the design stage great attention was paid to the widest possible opening angle - it is a full 70 degrees. Equally importantly, the distance between the open doors and the road surface is a generous 1.50 metres, while the entry aperture between the open doors and the upper edge of the door sills measures no less than 1.08 metres. The entrance height, i.e. the distance between the road surface and the upper edge of the door sills is a very low 45 centimetres. As another important criterion for dignified access and egress, two gas-pressure struts positioned next to the door hinges require only very little pressure when opening and closing the doors - even at very low ambient temperatures.
The gullwing doors require less opening space than conventional coupé doors, and can be fully opened in a normal garage. The door is opened from inside by a handle finished in Silver Shadow. The grip section of the armrest moulded into the interior door panel ensures problem-free door closing. The operating buttons for the power windows, central locking system and exterior mirror adjustment are also located in the interior door panels for easy access. The feeling of comfortable spaciousness is in large measure due to the generous shoulder-room of 1483 millimetres and elbow room of no less than 1606 millimetres. In conjunction with the generous maximum headroom of 990 millimetres and effective legroom for the driver of 1058 millimetres, the result is a low but extremely relaxed seating position. At the same time the intentionally steep angle of the windscreen ensures good all-round visibility for the passengers.
Sports seats with magnesium backrests
The sports seat backrests are made from magnesium, a high-tech material that combines light weight with high strength. This leads to significant advantages where weight distribution and a low centre of gravity are concerned. The sports seats feature so-called two-zone seat cushions. Prominent side bolsters with a harder foam filling provide optimal lateral support, while the inner areas of the seat cushion and backrest are softer for a high level of comfort on long journeys. In conjunction with the Memory package (optional), the fore-and-aft position, seat height, backrest angle, squab angle and steering column are electrically adjustable; three individual settings can also be stored.
Four-way lumbar supports reliably protect the lower spine, while adjustable side bolsters in the backrests effectively improve lateral support on fast bends. Three-stage seat heating and seat occupancy/child seat recognition in the passenger seat are also standard equipment.
The sports seats with integrated head restraints and sporty transverse fluting are upholstered in designo leather - and two-tone seats are also available in classic red, sand and porcelain. If light brown is chosen as an interior colour, the sports seats are upholstered in natural leather with particularly high-quality woven leather on the centre seat panels. Depending on the colour combination, fluorescent or black piping provides another sporty touch.
The Performance leather steering wheel in a three-spoke design has a 365-millimetre rim with a flattened lower section, shift paddles and a metal insert, underlining the authentic custom-built look and ensuring the best possible vehicle control.
A host of stowage space for hallmark Mercedes day-to-day suitabilityThe interior of the Mercedes-Benz SLS AMG also impresses with the practical stowage space that makes for the day-to-day suitability typical of a Mercedes. The 3.7-litre glove compartment with a spectacles section is integrated into the dashboard on the passenger side. To the right of the E-SELECT shift lever there is a small stowage tray with a 12 V socket, or an ashtray with cigar lighter. The armrest behind the centre console not only serves to operate the COMAND Controller: at the touch of a button, the armrest can be moved in two stages to reveal a stowage compartment underneath. This has two cupholders and the telephone cradle (optional), and a holder for the ignition key in the rear section. Other items can be stowed on the rear wall between the seats and in the parcel net in the passenger footwell. Two fixed clothes hooks are attached to the seat backrests, while those in the roof liner fold down and are silicon-insulated.
The button to unlock the boot lid is located underneath the light switch. Alternatively the boot can be opened using the ignition key. The luggage compartment can hold up to 176 litres. A made-to-measure luggage set is available as an option, which enables the boot space to be used to full advantage.
Aluminium spaceframe for lightweight design and outstanding strength
The Mercedes-Benz SLS AMG is also breaking the mould when it comes to the body concept: for the first time, Mercedes-Benz and AMG are presenting a car with an aluminium chassis and body. Compared with the traditional steel design, this results in a significant weight saving, clearly illustrated in the DIN kerb weight of 1620 kilograms.
The newly developed bodyshell comprises an aluminium spaceframe. This exclusive design combines intelligent lightweight design with outstanding strength - thus delivering superlative driving dynamics. Lightweight aluminium sections connect the force nodes to a sturdy structure. The large, low-set cross-sections of these aluminium sections ensure high resistance torque, thus providing the required direct transfer of drive, braking and suspension forces. The structure prevents unwanted flexibility; the vehicle responds rigidly, almost without twisting and directly.45 percent of the intelligent, weight-optimised aluminium spaceframe is made out of aluminium sections, 31 percent out of aluminium sheet, 20 percent out of aluminium cast and 4 percent out of steel. Maximum occupant safety requires the use of ultra-high-strength, heat-formed steel in the A-pillars. The bodyshell weighs 241 kilograms - an absolute benchmark in the super sports car segment when compared with the peak output of 420 kW/571 hp.
Low centre of gravity and transverse reinforcing struts for superb dynamism
The entire vehicle concept has been designed to achieve a centre of gravity that is as low as possible. This applies both to the low connection of the powertrain and axles as well as to the arrangement of the stiffness-relevant bodyshell structure, which has been kept as low as possible. Examples include the rigid flexural and torque connections between the front and rear section and the safety passenger cell, which have been realised consistently using force paths that are as low as possible. This results not only in a low centre of gravity but also a harmonious and, thus, efficient force path in the vehicle structure.
Another prominent feature of the lightweight construction design is the transverse reinforcing struts at the front and rear axle that are integrated into the bodyshell structure. The sections connect the side members precisely where the highest forces act upon the bodyshell under dynamic cornering. The advantages of this sophisticated solution include unrivalled transverse rigidity and the absence of heavy secondary stiffening or supports.
Passive safety of the very highest calibre
Naturally, the aluminium spaceframe meets all the requirements in terms of passive safety and the hallmark Mercedes-Benz body quality that applies to any car sporting the Mercedes star. The best possible passive safety for the occupants is ensured by the standard-fit three-point seat belts, belt tensioners, belt force limiters and eight airbags: two adaptive airbags and a kneebag each are available for the driver and passenger. Two sidebags integrated into the seats and two separate windowbags that deploy from the door waistline are also available.
Fine-tuned AMG 6.3-litre V8 engine developing 420 kW/571 hp
A powerful eight-cylinder engine manufactured by Mercedes-AMG forms the heart of the new SLS. The fine-tuned 6.3-litre V8 engine develops 420 kW/571 hp at 6800 rpm, turning the Mercedes-Benz SLS AMG into one of the most powerful sports cars in its segment. A power-to-weight ratio of 2.84 kg/hp comes courtesy of the low vehicle weight. The naturally aspirated engine delivers maximum torque of 650 Nm at 4750 rpm. The 'Gullwing' accelerates from 0 to 100 km/h in 3.8 seconds, before going on to a top speed electronically limited to 317 km/h (all figures are provisional). Bearing the internal designation M 159, the V8 high-revving engine with its displacement of 6208 cubic centimetres has been thoroughly reengineered compared with the M 156 entry-level engine and boasts all the hallmarks of powerful racing engines.
The principal measures in increasing output include the all-new intake system, the reworked valve train and camshafts, the use of flow-optimised tubular steel headers and the de-throttling of the exhaust system. This results in much better cylinder charging, which feeds through into an increase in output of almost nine percent. The eight-cylinder engine responds swiftly to movements of the accelerator pedal, demonstrating much more pronounced high-revving flexibility across the entire rev range. The switch to dry sump lubrication also translates into a much lower position of the engine in the vehicle. And lowering the vehicle's centre of gravity has also paved the way for high lateral acceleration and exhilarating driving dynamics.
Perfect synthesis of lightweight design and strength
The use of high-strength components compensates for the increased engine load associated with the higher output. Forged pistons, a reinforced crankshaft bearing, optimised crankcase structure, along with improved lubrication thanks to an on‑demand high-performance oil pump ensure optimum durability. Despite these higher loads, the engine weight for the M 159 has been further reduced. The forged pistons as oscillating masses play a particularly valuable role in this respect, resulting in a kerb weight of 205 kilograms and, in turn, a power-to-weight ratio of 0.36 kg/hp - an unrivalled figure compared with the competition. Sophisticated catalytic converter technology enables current and future exhaust emission standards such as EU 5, LEV 2 and ULEV to be met.
A match for demanding fuel consumption targets
Despite its uncompromisingly sporty character, the demanding fuel consumption targets have been met. The Mercedes-Benz SLS AMG consumes 13.2 litres per 100 kilometres (combined, provisional figure), earning it a place at the top of the competitor rankings. Efficiency-enhancing measures include the familiar AMG-exclusive, friction-optimised twin-wire-arc-sprayed coating on the cylinder walls as well as the on-demand, map-optimised oil supply and intelligent generator management: during the engine's overrun phases and braking, kinetic energy is used to charge the battery, rather than being wasted by simply generating heat. This recuperation assists the driver not only during braking action but also helps convert the braking energy into electrical energy. Conversely, the generator is switched to no-load operation during acceleration, thus reducing the load on the engine.
A new AMG SPEEDSHIFT DCT 7-speed sports transmission takes care of power transfer. The dual-clutch transmission boasts fast gear changes with no loss of tractive force - in as little as 100 milliseconds. The driver has a choice of four different driving modes: "C" (Controlled Efficiency), "S" (Sport), "S+" (Sport plus) or "M" (Manual) along with a RACESTART function. In the Sport, Sport plus and Manual modes the automatic double-declutching function is active; all the modes can be selected conveniently via the rotary control in the AMG DRIVE UNIT. Optimum traction comes courtesy of the mechanical differential lock, which is integrated in the compact transmission casing.
Sophisticated suspension layout with double-wishbone axles
The chosen solution with a front-mid engine plus transaxle configuration ensures an ideal front/rear weight distribution of 47 to 53 percent. Mounting the engine behind the front axle has created the ideal conditions for consummate driving dynamics with precise steering, first-class agility, low inertia with spontaneous directional changes and outstanding traction. The commitment of Mercedes-Benz and AMG to building an alluring super sports car that combines consummate racetrack performance with hallmark Mercedes long-distance comfort has given rise to an ingenious suspension layout. All four wheels are located on double wishbones with a track rod, a technology that has proven itself in motor racing, right through to Formula 1. With a double-wishbone axle, the wheel location and suspension function remain separate; the spring/damper struts are supported on the lower wishbone. The double-wishbone concept with its high camber and track rigidity positively locates the wheel with minimal elastic movements, providing the driver with an optimum sense of road contact when driving at the limits.
Wishbones, steering knuckles and hub carriers at the front and rear are made entirely from forged aluminium - substantially reducing the unsprung masses; this configuration also notably improves the suspension response. The long wheelbase of 2680 millimetres not only results in outstanding straight-line stability but also low wheel load shifts, significantly reducing the vehicle's tendency to dive and squat. The broad track width - front 1682, rear 1653 millimetres - ensures lower shifts in the wheel loads from the inner to the outer wheel when cornering, enabling the tyres to retain more grip. The large caster angle of 11.5 degrees significantly increases negative wheel camber when cornering and also improves tyre grip - this also ensures outstanding stability when braking heavily while cornering.Direct steering, differential lock and 3-stage ESP®
The rack-and-pinion steering gear provides a consistently direct steering feel with a constant mechanical ratio of 13.6:1, in tune with the high expectations placed on a super sports car. The power steering provides speed-sensitive assistance and improves the feedback for the driver as the road speed increases: an indispensable factor for high-speed straight-line driving. Mounting the steering gear in front of the engine on the integral subframe enables the engine to be set down very low. The 'Gullwing' comes with 3-stage ESP® as standard, providing the driver with access to the three "ESP ON", "ESP SPORT" and "ESP OFF" modes at the push of a button. The result is even more driving pleasure without compromising active safety at all. In "ESP OFF" mode too, operating the brake pedal restores all the normal ESP® functions.
The system's traction logic of the acceleration skid control system (ASR) is active in all three ESP®modes. If one of the drive wheels starts to spin, specific brake pressure is applied to improve traction notably - especially in conjunction with the standard-fit mechanical multi-disc limited-slip differential. This means that the engine power is transferred to the road even more effectively when driving in a particularly dynamic style.
Ceramic composite brakes, innovative flow-forming wheels
The AMG high-performance braking system with composite brake discs at the front ensures extremely short stopping distances even under enormous loads. The newly developed, optional ceramic composite brakes with larger brake discs guarantee even better brake performance. The ceramic brake discs will perform reliably at even higher operating temperatures thanks to their greater hardness, all combined with an impressive weight reduction of around 40 percent. Reducing the unsprung masses has further optimised the handling of the 'Gullwing' - which pays dividends particularly when tackling fast bends on motorways.
Lightweight construction was also key when it came to the wheels: weight-optimised AMG light-alloy wheels - 9.5 x 19 inch (front) and 11.0 x 20 inch (rear) - based on the innovative flow-forming principle reduce the unsprung masses while increasing driving dynamics and suspension comfort. In addition to the standard-fit AMG 7-spoke light-alloy wheels, 5-twin-spoke wheels and 10-spoke forged wheels are available as an option. 265/35 R 19 (front) and 295/30 R 20 (rear) tyres developed exclusively for the Mercedes-Benz SLS AMG ensure optimum performance. A tyre pressure monitoring system is fitted as standard to permanently monitor tyre pressure in all four wheels; individual tyres are shown on the display.
Dual-clutch transmission with transaxle configuration and torque tubeThe AMG 6.3-litre V8 engine delivers its abundant power via an ultra-light carbon-fibre driveshaft at the rear axle - similar to the set-up used on the DTM C-Class racing touring car. The dual-clutch transmission is mounted at the rear (transaxle principle) and is connected to the engine housing via a torque tube. A carbon-fibre shaft rotates at engine speed in the torque tube. The advantages of this sophisticated solution are associated with the rigid link between the engine and trans-mission and, in turn, the optimum support for the forces and torque generated.
Technical specifications:
Engine No. of cylinders/arrangement: 8/V, 4 valves per cylinderDisplacement: 6208 ccBore x stroke: 102.2 x 94.6 mmRated power output: 571 hp (420 kW) at 6800 rpmRated torque: 650 Nm at 4750 rpmCompression ratio: 11.3 : 1Mixture preparation: Microprocessor-controlled fuel injection, HFMPower transmission Drive: Standard driveTransmissions: AMG SPEEDSHIFT DCT seven-speed sports transmissionRatios Final drive: 3.671st gear: 3.402nd gear: 2.193rd gear: 1.634th gear: 1.295th gear: 1.036th gear: 0.847th gear: 0.72Reverse: -2.79
Chassis and suspension:Front axle: Aluminium double wishbone suspension, anti-dive, coil springs, gas-filled shock absorbers, stabiliser
Rear axle: Aluminium double wishbone suspension, anti-squat and anti-dive systems, coil springs, gas-filled shock absorbers, stabiliser
Braking system: Composite disc brakes, internally ventilated and perforated at the front; disc brakes, internally ventilated and perforated at the rear; electric rear parking brake; ABS; Brake Assist; 3-stage ESP®
Steering: Rack-and-pinion power steering with parameter function, steering damper
Wheels: Front: 9.5 J x 19; rear: 11 J x 20
Tyres: Front: 265/35 R 19; rear: 295/30 R 20
Dimensions and weights
Wheelbase: 2680 mm
Tread front/rear: 1682/1653 mm
Overall length: 4638 mm
Overall width: 1939 mm
Overall height: 1262 mm
Turning circle: 11.9 m
Boot capacity: 176 l
Kerb weight acc. to DIN Kg: 1620 kg
Payload (basis ready-to-drive according to EC): 240 kg
Perm. gross vehicle weight: 1935 lg
Tank capacity/incl. reserve: 85/14 l
Performance and fuel consumption
Acceleration 0-62 mph (0-100km/h): 3.8 s
Top speed: 200 mph / 317 km/h (electronically limited)
Fuel consumption NEDC comb.: 21.4 mpg
CO2 emissions: 314 g/km
Audi R8 V10 5.2 FSI quattro is the next variant of its top-of-the-line model. With the Audi R8, the brand has established itself at the forefront of high-end sports cars from the very start - and now comes the Audi R8 V10. Its 5.2-liter, ten-cylinder engine churns out 386 kW (525 hp) and 530 Nm (390.91 lb-ft) of torque, which makes for breathtaking performance. With superior Audi technologies such as quattro all-wheel drive, the lightweight aluminum body, the innovative all-LED headlights, and its striking design, the Audi R8 V10 takes pole position against the competition.
The Audi R8 V10 is the result of cumulative know-how from Audi's string of Le Mans victories. Its naturally aspirated engine combines racing technology such as dry sump lubrication with FSI gasoline direct injection. The ten-cylinder design is the perfect synthesis for impressive top performance, mighty pulling power, and low weight. Starting in 2009, this engine will also prove its potential on the world's racetracks - in the new Audi R8 GT3 racing car Audi is developing for customer teams in conformance with the GT3 rules.
The V10 engine in the production sports car will be almost identical in construction to the one in the racing version. Its displacement is 5,204 cc, at 6,500 rpm it delivers 530 Nm (390.91 lb-ft) of torque, at 8,000 rpm its power tops out at 386 kW (525 hp).
The specific power output is 100.9 hp per liter of displacement - and each hp has to propel only 3.09 kilograms (6.91 lb) of weight, because the Audi R8 V10 in the version with the six-speed manual gearshift weighs only 1,620 kilograms (3571 lb). The engine accounts for 258 of these kilograms (569 lb) - that's only 31 kilos (68 lb) more than the V8.
The Audi R8 V10 5.2 FSI quattro rockets from zero to 100 km/h (62.14 mph) in 3.9 seconds. In the version with the sequentially shifting R tronic it reaches 200 km/h (124.27 mph) in another 8.1 seconds. Even then its propulsive power hardly lessens: it's sufficient to reach a top speed of 316 km/h (196.35 mph). The immense force, the spontaneity and the thrust of the acceleration, plus the sound of the engine - all these impressions coalesce into a breathtaking sports car experience. The V10 plays a concert with growling bass tones and powerful high notes, which grows into a grandiose fortissimo as the engine revs up. This sonorous acceleration doesn't reach its limit until 8,700 rpm.
The 5.2-liter powerplant uses direct injection according to the FSI principle developed by Audi. A common rail system injects the fuel into the combustion chambers with up to 120 bar of pressure. Direct injection reduces the susceptibility to knocking and provides a certain amount of cooling through the evaporation of the fuel, which in turn supports a high compression ratio of 12.5:1. This in turn contributes to superior performance and improves fuel economy. The Audi R8 V10 with R tronic gets by on an average of 13.7 liters per 100 km (17.17 US mpg).
The technical refinements of the long-stroke ten-cylinder engine include dry sump lubrication, which allows the engine to be mounted low within the chassis. The wide cylinder angle of 90 degrees also makes for a low center of gravity. The crankcase is a high-strength aluminum-alloy casting produced in a complex process. The connecting rods are made of forged steel, the pistons of aluminum. The four camshafts are chain-driven and each is adjustable through 42 degrees. This provides great latitude in controlling the valve timing. In combination with the straight, flow-optimized ducts of the intake manifold, this improves the charge throughout the entire speed range.
The Audi R8 V10 5.2 FSI quattro has a six-speed transmission. A precise and smooth-shifting manual transmission comes as standard equipment. The sequential R tronic is available as an option. The high-tech gearshift conveys an authentic racing feel - with the rocker switches at the steering wheel and the short shifting times of usually less than one-tenth of a second. When the driver actuates the Launch Control program by pressing a button, the Audi R8 V10 takes off in a vehement quick-start with electronically controlled tire slip - both with the R tronic and with the manual transmission.
A contributing factor to the wide lead in traction and driving safety of the Audi R8 V10 over the competition is quattro all-wheel drive - it's the superior technology especially for a high-performance sports car. Four powered wheels get more grip than two. They enable the driver to step on the gas sooner when coming out of a curve. It's not only the traction that benefits, but also the transverse dynamics and the stability.
44 to 56 percent - the ideal axle load distribution
The Audi R8 chassis offers both dynamic performance and astonishing levels of comfort on long distances. This high-performance sports car from Audi eagerly responds to any steering action with instant ease, achieves lateral acceleration of up to 1.2 g, and handles any situation with superb driving safety. Its mid-engine design provides an ideal axle load distribution of 44 to 56 percent.
The wheel suspensions on dual aluminum wishbones front and rear - a classic racing technology - are optimized for neutral self-steering characteristics. Even more than in the eight-cylinder R8, this setup is designed for maximum performance. 19-inch wheels equipped with tire pressure monitoring display are standard equipment. Their 10-spoke Y design is exclusive to the Audi R8 V10. Tire sizes are 235/35 front and 295/30 rear.
The car features a high-end damper technology as standard: Audi magnetic ride adapts the characteristics of the suspension in milliseconds to the nature of the road surface and to the driving style. Suspended in the oil of the shock absorbers are tiny magnetic particles which, when a voltage is applied, rearrange themselves so as to slow down the flow of oil through the valves.
In the Audi R8 V10, deceleration is provided by an extremely muscular braking system - eight brake pistons at the front and four at the rear grasp the brake disks, which are ventilated and perforated to ensure unimpeded heat transfer. The brake disks on the front axle have a diameter of 380 millimeters (15 in); the rear discs span 356 millimeters (14 in).
The Audi R8 V10 5.2 FSI quattro is optionally available with a ceramic brake system whose disks are made of a composite material containing high-strength carbon fibers and abrasion-resistant silicon carbide. These are especially light: their combined weight is nine kilograms (19.84 lb) less than the weight of equivalent steel disks. The ceramic brakes can easily cope with the harsher requirements of racing, won't corrode, and have a typical service life of 300,000 kilometers (186,400 miles). Their calipers are painted charcoal gray and emblazoned with the inscription "Audi ceramic".
Typically Audi: Sharp lines and an elegantly curved roof
The wide, full shape of the Audi R8 V10 5.2 FSI quattro seems to hug the road. The brawny proportions and prominent wheel wells underscore its potential. The high-precision styling of the lines and the elegant curve of the roof are typical Audi features. A continuous contour optically connects the front, the wheel wells, the sides and the rear. Located well forward, the cab visually expresses the mid-engine design. The vertical air scoops (sideblades) on the sides are also indicative of the engine location. The massive aluminum gas cap is mounted flush within the right sideblade.
The design of the Audi R8 has already impressed experts, as evidenced by the double victory in the "World Car of the Year Awards 2008". In the ten-cylinder model, the styling has been sharpened up even more.
The front air inlets, which feed air to the coolers, and the lip of the front apron are painted in high-gloss black. The number of cross-braces has been reduced from four to two. The vanes of the single-frame grille have a striking chrome finish.
A very distinctive highlight of the Audi R8 V10 are the all-LED headlights as standard equipment. Audi is the world's first automaker to use LEDs for the high beam, low beam, daytime running lights, and turn signals. Each headlight integrates 54 of these high-tech light sources. With a color temperature of 6,000 Kelvin the LED light closely resembles daylight, which is less tiring to the eyes in night driving. Further advantages of the LEDs include brilliant illumination, low energy consumption, and a virtually unlimited service life.
Special details also distinguish the body of the Audi R8 V10. Its sideblades are more accentuated than in the eight-cylinder version. The side sills are more striking and wider; the exhaust grilles at the rear windows have a matt aluminum look. Through the large rear window, the ten-cylinder engine is clearly visible in its consummate technical beauty.
When in motion, this Audi high-performance sports car creates a downforce that keeps it in firm contact with the road - thanks to a rear spoiler which deploys automatically at 100 km/h and the fully enclosed underbody, which terminates in a sharply upward-curved diffuser. The dominant color at the rear end is high-gloss black, including the settings of the LED tail lights. The air outlets at the rear end also have only two cross-braces, and the exhaust system terminates in two large oval tailpipes.
The body of a sports car must be especially lightweight and rigid. Audi meets these requirements with the technology of the Audi Space Frame (ASF) and its high-tech aluminum construction. The body-in-white of the Audi R8 V10, which includes an engine frame made of ultra-light magnesium, weighs only 210 kilograms (463 lb), and the quality of its lightweight design - the relation of weight to torsional rigidity - is the best in the sports car segment. The body is composed of profile extrusions, sheet aluminum and very complex gusset castings, all held together by 99 meters (325 ft) of welding seams, 782 rivets, and 308 special screws.
The interior of the Audi R8 V10 provides a unique racing ambience at the luxury level. Its dominant element is the so-called monoposto - a wide arc that contains the steering wheel and the cockpit. As always in an Audi, the workmanship is of the highest quality. The surfaces of the dashboard and doors are lined with fine materials and adorned with precisely stitched decorative seams. Many customizing solutions are available: Audi supplies leather in a wide range of colors, packages with a carbon and piano-lacquer finish, or a made-to-measure luggage set. quattro GmbH, which has developed and is producing the Audi R8 V10, also provides solutions for unconventional requirements.
The great everyday utility of the Audi R8 V10 is based in part on its spacious interior made possible by the long wheelbase of 2.65 meters (8.69 ft). Drivers and passengers of any size will always find a perfect sitting position. Visibility too is surprisingly good. Slender hinge pillars optimize the obliquely forward field of view. Another advantage for convenient everyday use is the luggage space: 100 liters (3.53 cu ft) fit under the front hood, another 90 liters (3.18 cu ft) can be stowed behind the seats. There is also room for two golf bags.
The Audi R8 V10 5.2 FSI quattro combines its colossal performance with a generous complement of standard equipment. Highlights include heatable seat covers made of Fine Nappa leather, a driver information system, the navigation system plus and the Bang & Olufsen sound system along with deluxe automatic air conditioning and an alarm system. The instruments and the gearshift knob are decorated with red rings; the footrests and the rocker switches of the R tronic have an aluminum finish.
The list of options includes other highly attractive features - such as the Audi parking system advanced with its integrated rearview camera or numerous Audi exclusive customization options. Various leather packages provide a luxurious touch, while the bucket seats from the Audi exclusive program bring a highly concentrated racing atmosphere into the Audi R8 V10.
Powered by the sun, the plane that flew all day... and all night in 26-hour test.
0 comments Posted by Unknown at 4:30 PM
Touch down: Solar Impulse stands still after its first successful night flight attempt at Payerne airport. It landed at 8am after a flight of 26 hours and nine minutes, setting the longest and highest flight ever made by a solar plane. A solar-powered plane yesterday completed a record-breaking 26-hour flight - paving the way for an aircraft that could potentially stay airborne for ever.The Solar Impulse, which flies using four propeller engines powered by solar panels on its huge wings, landed in Switzerland after an epic flight.It collects so much energy from the sun during the day that it can store electricity to power it through the night.Engineers behind the experimental single-seat aircraft, which circled Swiss airspace yesterday, are planning to fly it over the Atlantic and eventually around the world, claiming: 'We are now on the verge of perpetual flight.'
Solar Impulse's team chief Bertrand Piccard, left, and the team's CEO and pilot Andre Borschberg celebrate after successfully landing the at Payerne airport, Switzerland. 'Everybody is extremely happy. The night is quite long, so to see the first rays of dawn and the sun returning in the morning - that was a gift.'
The plane's wings are covered with solar panels housing thousands of cells designed to collect the energy of the sun's rays and power four electric motors driving wing-mounted propellers.
Clear blue skies meant the prototype aircraft could soak up plenty of solar energy as it flew over the Jura mountains to the west of the Swiss Alps.
But Mr Borschberg still kept within gliding range of his home runway and wore a parachute - just in case. He began cruising at 9,850ft (3,000m) in an attempt to avoid the turbulence and thermal winds that are frequent in the mountains.
He then took the Solar Impulse up to 27,900ft (8,500m) by Wednesday evening, at which point a decision was made to continue through the night using solar power stored in its batteries.
The pilot slowly descended to 4,920ft (1,500m) before midnight, where he stayed until his early-morning landing.
Pilot Andre Borschberg and his engineers on the ground cheered loudly as the plane clocked up 24 hours in the air shortly before 7am Swiss time yesterday.Former fighter pilot Mr Borschberg then flew back to Payerne airfield, south-west of Bern, and touched down at 9am, 26 hours and nine minutes after he had taken off from the same runway.
It was the longest and highest flight in the history of solar aviation, and reached top speeds of 75mph
While he was airborne Mr Borschberg, 57, had to use all his skill to avoid lowlevel turbulence and thermal winds over Switzerland's mountains before enduring freezing conditions during the night.He ended the test flight with a picture-perfect landing to cheers and whoops from hundreds of supporters on the ground as he eased the craft on to the runway.
Helpers rushed to stabilise the plane as it touched down to stop its massive wingspan scraping the ground and toppling over.
After touchdown Mr Borschberg said: 'It was unbelievable, success better than we expected. We almost thought to make it longer.
'But we demonstrated what we wanted to demonstrate so they made me come back. So here I am.' 'We achieved more than we wanted.
The propeller plane with its giant wingspan is powered by four electric motors and designed to fly round the clock.The first 24-hour test flight proves that the aircraft can collect enough energy from the sun during the day to stay aloft indefinitely, because the solar panels began collecting energy again at dawn, team co-founder Bertrand Piccard said.
'The goal of the project is to have a solar-powered plane flying day and night without fuel,' he added.
After landing, Mr Borschberg embraced Mr Piccard before gingerly unstrapping himself from the bathtub-size cockpit in which he had spent more than a day.
'You land in a new era where people understand that with renewable energy you can do impossible things,' Mr Piccard told the pilot.
The project co-founder, who completed the first non-stop circumnavigation of the globe in a balloon, the Breitling Orbiter III, in 1999, said the next step will be an Atlantic crossing in a second, lighter prototype.
The team aims to fly around the world by 2012. Although the goal is to show that emissions-free air travel is possible, the team has said it does not see solar technology replacing conventional jet-powered planes any time soon.
Instead, the project is designed to test and promote new energy-efficient technologies.
Former NASA chief pilot Rogers E. Smith, one of the project's flight directors said: 'We ended up with perhaps 20 per cent more energy than we in the most optimistic way projected.'