How many ariel atoms have been sold

It's a vehicle with a tubular-metal spaceframe that has no function beyond providing the necessary mounting points for its mechanical components and a protected space for two occupants.

The fundamentals have remained unchanged, and this Atom is still absolutely free from frills or distractions, but the car itself has evolved steadily alongside the company that builds it. Saunders now runs Ariel with his two sons, and the company employs 26 people at its factory in Crewkerne, Somerset, England, with TMI Autotech in Virginia building cars for the United States market under license.

It has diversified into other areas, notably the Nomad off-roader and the Ace motorcycle, but the Atom remains the heart of the company's business. This latest version is the fourth generation, and the company says the only components carried over are the brake pedal, clutch pedal, and gas cap. The biggest change sits under the plastic cover at the back of the car: the turbocharged 2. Ariel previously used a naturally aspirated Honda four-cylinder, with an optional supercharger, but the new Atom will have the Type R engine as standard.

Beyond a custom engine computer that Ariel says lets the mill produce horsepower at rpm up from horses at revs , it is effectively identical to the engine in the Civic and turns the rear wheels through the hatchback's gearbox with unchanged ratios. Weight has increased by about 45 pounds over the last-generation car, but with fluids Ariel says this Atom still weighs just under pounds.

As seems to be traditional for our first experience of new Ariel products, we arrive at the company's modest factory in Crewkerne under a gray sky and with the threat of imminent rain.

Protective clothing is important to drive an Atom, with layers chosen to provide required levels of both warmth and waterproofing. In the U. You don't need to wear a full-face helmet to drive one, but you're likely to ingest a significant quantity of bugs and road debris if you choose not to.

The cockpit is empty and uncluttered enough to make most race cars seem positively baroque. The seats are plastic shells; padding is provided by clothing and subcutaneous fat. The steering wheel has a microfiber-wrapped rim, and behind it is a digital display screen set into a small console that contains all controls other than the pedals, gearshift, and parking brake. This display is clear and easy to understand, but there's a more compelling view to be had by casting your eyes downward to see the connection between the steering column and the rack that is mounted to the floor, as well as the view of the front control arms and steering knuckles.

There's no inside rearview mirror—the engine's high-mounted air intake would block it—and you soon realize it is important to adjust the small side mirrors before fastening the six-point harnesses, which are restrictive enough to lock everything out of reach save for the primary controls.

Although the car has evolved in significant ways, the fundamentals of the Atom driving experience remain uncorrupted. The motorcycle analogy holds true through pretty much everything you do with the car, from the fizzing vibration that comes through the structure when the engine is running to the ability you soon develop to gauge velocity through rising air pressure on one's chest and head.

Still a tubular steel frame, albeit wider to create more room inside. Ariel has to run its own ECU, and is currently deciding on final power figures. The test car had three switchable maps likely to be an optional extra that varied power between bhp, bhp and bhp.

Acceleration is predictably vivid: mph in 2. A top speed of mph is achieved by a huge reduction in aero drag, which also benefits high speed acceleration. But it comes with a major concern. Ariel has moved the whole lightweights game on.

The impression you take away from the Atom 4 is of a much more broadly capable and usable car. Still colossally fast, with ridiculous grip, but now a calmer approach to life. I have some tiny reservations about turbos in lightweights, but this has done more to eradicate them than any other. It feels like Honda themselves have done the install. The question is, of course, whether this calmness has a place in a car that has no doors and windscreen, that trades on being extreme.

To drive the Atom 4 is to be convinced. This is still a deeply exciting car, one that I suspect will prove deeply, deeply fast around any given racetrack, but is now way more usable on the road. Thank you for subscribing to our newsletter. Immediately noticeable is the disappearance of the familiar central Atom roll hoop, now enclosed under the air intake bodywork, which itself has been reduced in size.

This has greatly improved air passing over the rear bodywork and controls air speed going through the ram-air system. Similarly, the new nose cone has smaller openings and internal ducting to reduce drag and decelerate air speed, maximising efficiency through the front mounted radiator.

The intercooler mounted behind the tub, in a low pressure area, keeps the unit close to the engine and is also supplied with air from under the car, optimising cooling efficiency. The mudguards on all four wheels also feature an aero device to give downforce directly to tyres negating any lift from mudguards. Keeping the Atom true to its roots but making such big strides with the aero has been a long haul, but it has paid off. Atom 4 is a highly-sophisticated design that has improved the performance in many different ways and on a number of levels.

Ambient light sensors allow auto light functionality. Additional storage space has been included under the removable front body cover, extending the cubby box, together with access to the new hydraulic system. Individually adjustable single seats replace the twin seat unit of previous Atoms and a comprehensive study into ergonomics has subtly repositioned pedals, steering wheel and instruments.

Already a comfortable space for most drivers, an additional 50mm of cabin length and 20mm width has been added to accommodate the very widest range of users. The new switch cluster, again designed to EUSSTA standards, features all controls within finger reach of the mm suede steering wheel including lighting, indicators, adjustable traction and launch controls. The instruments also have gear position and shift lights as standard plus provision for real time race track data-logging.

Atom 4 is the fastest standard Atom produced so far. With the dramatic increase in torque, as well as bhp as standard, both standing start and in gear acceleration times are the fastest yet for a standard Atom: mph in 2.

The cost of the Atom 4 compares with a supercharged Atom 3. Over the 18 years that we have been making the Atom it has proved itself with extraordinarily low running costs and phenomenal reliability, even when used hard on track.

History As one of the very oldest names in automotive history, Ariel was started in by James Starley, also inventor of the differential and rack-and-pinion steering, with an Ordinary Penny-Farthing bicycle. Suspension and Steering Retaining the inboard, pushrod operated damper system the Atom 4 features all new suspension geometry. Brakes The all-new standard braking system increases in size, due to the higher power of Atom 4, with mm vented discs and cast two-piston caliper on the front with mm discs on the rear and integrated hand brake caliper.

Bodywork The Atom 4 features an all-new look and while recognisably an Atom, every panel on the car is new. Performance and Price Atom 4 is the fastest standard Atom produced so far. Share and save this page.