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Since 1919

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Table of contents Page
SS100 Studio 4
Part I- Brough Superiror- The History of the Marque 11
Part II- SS100 Classic close-up 27
Part III- Bonneville records 49
Part IV- SS100 Design 69
Part V- SS100 Engineering 81
SS100 Studio 110
SS100 Specifications 120
90th anniversary of the SS100
Brough Superior is a legend in the motorcycle world, known for the highest level of quality, innovation and design in its product.
For 2014, Brough Superior Motorcycles unveils its SS100 high-performance luxury motorcycle, a V-twin 1000 cc sport classic bike
designed as a 90th anniversary evocation of the most famous Brough Superior models in the companys illustrious history,
replete with technical innovations and high-tech components.

www.brough-superior-motorcycles.com info@brough-superior-motorcycles.com

Brough SuperiorTM is a registered trade mark of BROUGH SUPERIOR MOTORCYCLES LIMITED UK
A.C. 10/2013
George Brough (G.B.) didnt have to coin
the cherished Rolls-Royce of Motorcycles
slogan himself that he used to promote the
prestigious range of performance motorcy-
cles built under the Brough Superior name
at his Nottingham works - a Motor Cycle
magazine road tester of one of his early
bikes did it for him first, in print. But its a
mark of the respect with which his motor-
cycles held until 1940 and the legend were
never questioned the validity of such
an implicit boast.
The Rolls-Royce of
motorcycles
Until, that is, one day A Man from Rolls
came calling, requiring Brough to cease
and desist from infringing his companys
trademark, else thered be legal retribution.
After an abortive attempt to talk his way out
of trouble, G.B. hit on the plan of showing
his visitor around the small factory, where
by chance his hand-picked team of skilled
artisans was preparing the bikes due to be
displayed on the Brough Superior (B.S.)
stand at the forthcoming Olympia Show in
London. To prevent thei r fi ngerpri nts
soiling the gleaming finish of these show
bi kes, the workers had donned whi te
gloves - allowing Brough Superiror. to infer
that this was the normal modus operandi
for such a high-class motorcycle operation,
well worthy of being likened to R-R. The vi-
sitor - a high-up executive in Rolls-Royce
- was so impressed, Brough got explicit
permission to continue using the slogan -
and so the tag stuck. In the past, Brough
Superiors were only ever propelled by pro-
prietary, bought-in engines and gearboxes
(bespoke engine achieved seven decades
later on for the new SS100).
But, this allowed Brough to focus completely
building their own frames, and delivering a
level of perfor-mance and quality of manu-
facture, allied with benchmark looks and
rideability, that Brough Superior rivals could
never aspi re even to equal .
For once, a much-vaunted product surely
lived up to its billing, combining superlative
workmanship with breathtaking performance
for the era, and functi onal beauty wi th
practical engineering. These were bikes that
demanded to be admired, but also to be
ridden - hard: the first true Superbikes in
motorcycle history. Nowadays Brough Supe-
riror. is still driven by passion and innovation
turned towards the future. Mark Upham CEO
of Brough Superior, a Brough fanatic since
1977, conti nued the dream of G.B. by
making SS100 again in 2009 when hi s
company acqui red Brough Superior
in 2008. Then the dream of rebirth came
true when he met Thierry Henriette from
Boxer Design making possible the
engineering of top-level motorcycle.
Now i n 2013, Br ough Super i or
Motorcycles unveils its new SS100 high
performance luxury bike, and this model
wi l l onl y be avai l abl e i n l i mi t ed
numbers. It pr ecedes a r ange of
excl usi ves motorcycles, which aims to
become the new reference in t echnol o-
gy, per f or mance and di st i nct i on.
Rolls Royce is a registered trademark of BMW A.G., named here to illustrate a common saying. Brough Superior does not have any relation with Rolls Royce.
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Brough Superior - The Worlds First Superbike
Brough Superior Haydn Road works in Nottingham
The first Brough Superior ever, the 1919 Mark I
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The birth of a legend
The Brough Superi or hi st ory
began In 1919, when Georges father W.E.
(William) Brough starting his own car and
tricycle marque in 1898 under the family
name, and going on to build the first of
several flat-twin motorcycle models in
1902. Initially, G.B. worked alongside his
dad, becoming a well known rider in races
and trials on Brough machines, before they
parted their ways in 1919, when G.B.
wanted to build a luxury sports model and
W. E. didnt. Though their rival ranges of
model s never overl apped, Wi l l i ams
humour at the split was not improved when
G. B. cal l ed hi s new marque Brough
Superior, commenting when the proposal
to do so reached his ears that presumably
t hi s makes my product t he Brough
Inferior?! The first Brough Superior
prototype was made in 1919, being availa-
ble for the public in 1921 , and the new
mar que s wi f t l y bui l t a f or mi dabl e
reput at i on for itself, based on a winning
combi nati on of unri val l ed performance
dazzling looks, competition success and
clever marketing. Apart from the later four-
cylinder sidecar model with twin rear wheels
powered by an Austin Seven car engine, and
solitary abortive prototypes of the Dream four
and a 500cc single, every Brough Superior
ever constructed was a V-twin, mostly powe-
red by J.A.P. engines. The lean build and
record-breaking performance these embo-
died, allowed B.S. to knock the American mar-
ques like Harley and Indian which owned the
upper end of the British bike market in those
days off their perch, as well as encourage the
eventual demise of home-grown rivals like
Zenith, McEvoy, NUT and Montgomery. From
the star G.B. rapidly achieved unrivalled suc-
cess in competition, excelling in every kind of
race, sprint, trial and hillclimb, on tarmac,
sand, shale and even ice. At one extre-
me, in 1927, a Dutch B.S. owner named
Sluymers actually climbed an extinct vol-
cano 7500 feet high in Java called Mount
Merapi, taking two days to compl ete the
18-mi l e cl i mb - usi ng bottom gear all
the way! Brough Superior where sold in
every continent of the world.
Brough Family Arms
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George Brough as a young Man on his fathers 3.5 h.p. single cylinder Brough. These Broughs
were very reliable. He won the London to Edinburgh to London race in 1910-11-12
Part I
Brough Superior - The History of the Marque
By contrast, Brough Superi ors
repeatedly broke the official two-wheeled
Land Speed Record, starting with Bert
Le Vack at 119 mph in 1924 - a feat that,
typically, prompted the astute George to
swiftly market a Le Vack Replica for the
street - and ending with Eric Femihoughs
169.786 mph mark in 1937, after hed been
timed at an incredible 175 mph on a single
earlier one-way run on his SSI00-based
machine. George Brough himself even
ranked unofficially as the worlds fastest
rider at one stage, clocking 130.6 mph in
one direction at Arpajon in 1928, but
melting a piston on the obligatory return
run. However, G. B. was an ultra-succes-
sful competitor in trials and sprints aboard
his own famous SS80-based machine
ni cknamed Ol d Bi l l - per haps i n a
backhanded salute to his father?! - which
became t he f i r st si deval ver t o l ap
Brooklands at over 100 mph, and took him
to victory in literally dozens of trials and
races, as well as 51 of the 52 sprint races
he competed in during the early 20s. He
might well have won the 52nd, too - except
the front tyre burst at 100 mph close to the
finish line of the Clipstone Drive strip, and
though the bike crossed the finish line 2.2
seconds faster than the eventual winner,
the time didnt count because G.B. was no
longer in contact with it, but sliding along
the tarmac alongside, busily removing skin
f r om hi s f or ear ms! As wel l , Br ough
Superiors repeatedly broke the outright
motorcycle lap record at Brooklands, being
the first to lap Britains centre of speed at
over 120 mph solo (Noel Pope, in 1935)
and over 100 mph with sidecar (Freddie
Dixon, in 1930), as well as setting the
ultimate motorcycle lap record for all time
of 124.51 mph (Pope again, in 1939). As
well, Australian Alan Bruce broke the World
Sidecar Speed Record in 1932 with his
supercharged B.S., a fire-breathing
outfit known as Leaping Lena, which was
claimed to be the first motorcycle ever to
develop more than 100 bhp.
Success in races
J.H. Barr winner of Southport 100 miles race,1931
The Leaping Lena supercharged SS100, 1932
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All this success - heavily promoted by
G.B., who had a ready flair for publicity and
marketing was reflected in healthy sales
of Brough Superior road bikes, which from
the very first adopted the wide, rounded
saddle tank which became their trademark,
nickel-plated (chromium, later on) but with
the upper surface painted black, to avoid
distracting reflection.
Brough Superiors were arguably the first bi-
kes to use todays saddle-type fuel tanks,
an innovation matched by the fitment of the
patented easy on/off centre stand introduced
in 1926, at a time when other manufacturers
used rear stands held in place by a mudguard
clip. The more sporting Mark I model which
launched the new marque used a heavily
oversquare ohv JAP engine of nowadays mo-
dern 90 x 77.5 mm dimensions, and at a time
when transmission belts prone to slip in rain
or break were still widely used in Britain, the
B.S. used chains.
The Mark II launched alongside it was
more quiet and refined, using a Swiss
MAG engine with enclosed rocker gear
and pushrods - but like almost all Brou-
gh Superiors bought-in engines, these
were modified in detail to Georges exac-
ting requirements.
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Eric Fernihough at Brooklands SS100 with Blower, 1937
The first SS100 prototype from 1924
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The SS100
It was with the debut of the SS model
prefix indelibly associated with the marque,
that Brough Superior sales really took off,
with the launch of the 1000cc JAP-engined
side-valve SS80 at the 1923 Olympia
Show, followed a year later by the even
faster, more sumptuous and exclusive
ohv SS100, both using cradle frames that
fitted snugly around the muscular motor.
The numbers referred to the warranted
top speeds of the bikes - from 1925 on,
each SS100 road bike was supplied with
a wri tten guarantee that i t had been
timed at 100 mph or better over the flying
quarter mile, before delivery. Fitted with
progressively more developed versions
of the JAP engines - latterly the magni-
ficent JTOR ohv motor employed from
1928 onwards on the SS100, which deli-
vered a genuine 50 bhp in street guise -
and with various updates which included
the switch to quieter, smoother-running
Matchless V-twin engines for the SS100
in 1936, these two models formed the
backbone of the B.S. range for most of
the companys 20-year life span. During
this time, around 3000 motorcycles of
various types were built in all, including
the most highly tuned SS100 variant, the
Pendine, essentially a racer, and the Alpi-
ne Grand Sports, the ultimate street ver-
sion so named to commemorate G.Bs
personal success with the prototype
in the gruelling eight-day Alpine Trial.
Equi pped wi th a home-grown copy of
Harley-Davidsons benchmark girder forks,
developed by G.B. and his engineer friend
Harold Oily Karslake and marketed under
the Castle name (say Karslake quickly to
yourself, and youll probably know why!),
Broughs set new standards for superior
handling as well as superlative performan-
ce, l at t er l y wi t h t he opt i on of r ear
suspension, too, either at first of the B&D
cantilever type later copied by Vincent,
then using plunger springing of G.B.s own
design, which was standardised across the
range in 1938. G.B. was also quick to fit a
posi t i ve- st op f oot gear change, af t er
Velocette introduced the idea, from 1931 on.

Except for a handful of smaller Broughs
- models like the 6/80 sidevalvers or the
even rarer 500cc V-twin, whose production
in each case barely reached double figures
- Broughs were all built big, and as such
they became the motorcycle of choice for
cognoscenti of speed. These included an
Eastern potentate, who insisted his bike be
silver-plated all over, not only the fuel tank;
European nobi l i ty, l i ke Germanys
Archduke Wilhelm of Hapsburg, who raced
hi s Brough successf ul l y and won t he
Baden Grand Prix on it; and legendary figures
such as T. E. Lawrence ( of Arabi a ),
who owned seven Broughs in a row.
Speed addi ct Lawrence was al so a
mileage junkie, and would think nothing
of leaving Broughs Haydn Road works
in Nottingham on a Friday night aboard
his SSI00, and returning on Monday
morning with the back tyre worn down
to the canvas and 1000 extra miles on
the clock.
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Above and bellow, the G.Bs 1925 SS100 801 Alpine Grand Sport
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It was that kind of motorcycle: Brough
f act or y manager I ke Webb, an ex-
Gr e n a d i e r g u a r d s ma n wh o wa s
Geor ge s r i ght - hand man f r om f i r st
Brough motorcycle to last, notched up
more than 175,000 miles on the bike he
built for himself, using nothing but reject
parts which on inspection had failed to
meet Broughs rigorous standards for
customer bi kes. By 1940 the Brough
Superior workforce numbered just 19
men, but then the Haydn Road works
was turned over to the ministry work. It
employed over 330 people at its peak,
the majority engaged on machining
cr ankshaf t s and ot her hi gh-
pr eci si on par t s f or t he Rol l s- Royce
Merlin aero engine built in nearby Derby,
which powered the Spitfire fighter. How
ironic that the Rolls-Royce of Motorcy-
cles actually ended up building engine
component s f or R- R i t sel f !
Between 1946-1949, G.B. investigated
resuming motorcycle production, but a
shortage of suitable engines - which in
any case wer e onl y avai l abl e at
prohibitive prices - made him drop the
i dea, as wel l as t he pl an t o r esume
manufacture of the Brough Superior
luxury car range, which had been built
from 1935 onwards with either American
strai ght-si x or strai ght-ei ght Hudson
engi nes, or t he V- 12 Li ncol n mot or.
Nevertheless, the company continued to
f l our i sh post war, maki ng pr eci si on
i ndust r i al par t s f or a wi de r ange of
applications, with George Brough at
its helm until he passed away in 1970.
Thanks to continued appreciation of the
Rolls-Royce of Motorcycles, his name
lives on today.
Today, Br ough Super i or Mot or cycl e
respects this heritage scrupulously by
pr oposi ng al t er nat i ves wi t hout any
concessi ons i n t er m of t echni cal
solutions and design. A par t i cul ar choi -
ce of materials and quality components
allowing to offer a true bespoke motor-
cycle as G.B. made in the past. In same
goal, the engine and chassis geometry of
the new SS100 are particularly studied to
provide gr eat per f or mances combi -
ned wi t h unique handling .
SS100 Two of everything at Earls court show in 1934
(two cylinders, carburators, exhausts, magnetos...etc)
Catalog illustration from 1936
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George Brough and Gentelman Dickson with SS100 AGS in Vienna before the 1925 Austrian Alpen Faut.
George Brough at speed, 1925 Alpen Faut
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The legendary T.E. Lawrence (1888 -
1935) famous as Lawrence of Arabia was
a great enthusiast of Brough Superior
motorcycles. Thomas Edward Lawrence
was a British Army officer renowned for
his role in the British-Ottoman conflict
and Arab revolt during World War I. As a
writer, he describes so well his glorious
acti vi ti es i n hi s autobi ographi c book
Seven pillars of wisdom which has
inspired the world famous 1962 movie
Lawrence of Arabia.
As a poet, he writes about his pleasure
to ride :
Its usually my satisfaction to purr along
gently about 60 m.p.h. drinking in the air
and the general view. I lose detail even at
s u c h mo d e r a t e s p e e d s b u t g a i n
comprehension. When I open out a little
more, as for instance across Salisbury
Plain at 80 or so, I feel the earth moulding
herself under me. It is me piling up this
hill, hollowing this valley, stretching out
this level place. Almost the earth comes
alive, heaving and tossing on each side
like a sea. It is the reward of speed. I could
wri t e you pages on t he l ust f ul ness of
moving swiftly.
Real l y keen on Brough motorcycl es he
covered about 300.000 miles in 11 years
of ownership from which he kept a detailed
diary of his motorcycling journeys. All the
Brough Superiors from Lawrence, were
called Boa , a short name for the Biblical
name of the Sons of thunder (Boanerges).
He owned 7 model s i n t ot al whi ch, i n
reference to the Brough Superior Works,
they were Georges :
- George I 1922 MK1 1000cc JAP SV
- George II 1923 SS80 1000cc JAP SV
- George III 1924 SS80 1000cc JAP SV
(with sidecar).
- George IV 1925 SS100 1000cc JAP OHV
- George V 1926 SS100 1000cc JAP OHV
AGS (Alpine Grand Sport)
- George VI 1929 SS100 1000cc JAP OHV
AGS
- George VII 1934 SS100 1000cc JAP OHV
(the accident bike).
- George VIII 1935 SS100 1000cc JAP
OHV(was never delivered).
He wrote many letters with George
Brough, like this one leaving no doubt
about his satisfaction :
Yesterday I completed 100,000
miles since 1922 on five successive
Brough Superiors, and I am going
aboard very soon, so that I think I must
make an end, and I thank you for the
road pleasure I have got out of them. In
1922, I found George I (your Old Mark
I) the best thing Id ridden, but George
V (the 1926 SS100) is incomparably
better. In 1925 and 1926 (George IV
and George V), I have not had an invo-
luntary stop, and so have not been able
to test your spares service, on which I
drew so heavily in 1922 and 1923. Your
present machines are as reliable and
fast as Express Trains, and the grea-
test fun in the world to drive and I say
this after twenty years experience of
cycles and cars.
Left and bellow: T.E. Lawrence on his
George V 1926 SS100
T.E. Lawrence
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Colonel T. E. Lawrence and George Brough at Haydn Road
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Left and bellow the ex George Broughs SS100
801 AGS sold in 2012 for an undisclosed price
SS100 Moby Dick
1929 Brough Superior SS100
339 290
Oct.22, 2010, Sparkford, HandH Auctions
1926 Brough Superior SS100 Alpine Grand Sports
333 120
Oct 31, 2012, Battersea, RM Auctions
1934 Brough Superior SS100 Two of Everything
287 440
April 2012, Stafford, Bonhams
1932 Brough Superior BS4 3-Wheel Austin-engine
292 310
April 2013, Imperial War Museum, HandH
1929 Brough Superior SS100 Moby Dick
249 130
October 2011, Stafford, Bonhams
1939 Brough Superior SS100
207 360
January 2011, Las Vegas, MidAmerica
1934 Brough Superior 996cc SS100
197 520
April 2008, Stafford, Bonhams
1938 Brough Superior SS100
187 080
April 2010, Stafford, Bonhams
1938 Brough Superior 982cc SS100
179 250
September 2008, New Bond St, Bonhams
1938 Brough Superior SS100
176 000
January 2011, Las Vegas, MidAmerica
CLASSIC BROUGH SUPERIOR AUCTION RATES
Part II
Classic SS100 close-up
SS101K ALPINE
SS101K PENDINE
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Part III
Bonneville Records
RETURN TO THE SALT
Brough Superior now holds 7 records at Bonneville, two of which are FIM World Records.
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Class 1350-A-VG Average Speed 124.98 mph
Rider: Eric Patterson
This record still stands, set by us in 2011
Class 1350 APS-VF Average Speed 113.668 mph
Rider: Eric Patterson
25.8.2013 110.454 mph time 12.27 temp 71.5 Humidity 49%
25.8.2013 116.882 mph time 14.21 temp 81.6 Humidty 29%

Class 1350 A-VF Average Speed 124.345 mph
Rider: Eric Patterson
28.8.2013 122.614 mph time 15.14 temp. 84.8F Humidity 33%
28.8.2013 126.075 mph time 15.44 temp 84,8F Humidity 32%
Brough Superiror 1150cc - The Retro Brough
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Class FIM Mile 750 (World Record) AveragSpeed 101.3285 mph
Rider: Alan Cathcart
25.8.2013 97.447 mph
25.8.2013 105.210 mph

Class FIM Kilometer 750 (World Record) Average Speed 101.329 mph
Rider: Alan Cathcart
25.8.2013 97.447 mph
25.8.2013 105.210 mph

Class 750 A-PS-VG Average Speed 101.3285 mph
Rider: Alan Cathcart
25.8.2013 97.447 mph
25.8.2013 105.210 mph

Class AMA 750 A-VF Average Speed 99.78 mph
Rider: Henry Cole
25.8.2013 104.298 mph
25.8.2013 95.619 mph
Brough Superior 750cc Baby Pendine
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Mark Upham Brough Superior CEO
Jay Leno at the L.A. Brough Superior Party 2013
After purchasing Brough Superior in 2008, we focused on taking up
where George Brough left off. George realized the value of publicity,
and of going to Bonneville to get a World record that could helpful in
bringing the famous Brough Superior marque back to production. After
failing to achieve that at Bonneville in 1949 with Noel Pope, he afte-
rwards concentrated on engineering, but never gave up on the idea.
In 2009 we decided to go to the Pebble Beach Concours dlgance
in California to show our new Brough Superior motorcycles, and there
we met Jay Leno who rode our the SS100 Pendine. We returned again
in 2010 for Jay to ride the Brough Superior Dunlop replica SS100. It
was at Pebble Beach that we decided to go to Bonneville in 2011 to
try to establish some new Brough Superior records, and we appointed
as project manager the ex-Formula 1 race engineer, Alastair Gibson. It
was decided to build a Brough Superior to compete in the 1350 A-GV
class for normally aspirated Unstreamlined Vintage bikes.
We were advised it could take up to three years to break any records at
Bonneville. Planning started in September, to create a Brough
Superior with rigid rear end, Castle forks, JAP engine and, naturally,
as the crowning glory, a Brough Superior petrol tank. The idea was to
get the hang of it all in 2011, and go back in 2012 to finish the job. With
Jay Lenos support and the use of his Big Dog Garage in Burbank, we
compl eted prepari ng the Brough Superi or, and set off for the
Bonneville Salt Flats. We arrived a day early to acclimatise the team,
and to re-jet the bike for the 4,300ft altitude.
Day One, and people smiled and commented on what they believed
to be an eccentric bunch of no-hopers wasting their time. After our
first run our rider Eric Patterson was only 2mph slower than the
existing AMA record, and the disparaging comments stopped.
Day Two, and we found oursel ves goi ng 2mph faster than the
record, and after the return run, we confirmed Brough Superiors
first ever land speed record at Bonneville. It was a moving
moment.
Day Three, and being overzealous we burnt the clutch out. Having
no spar e cl ut ch, we had t o become r esour cef ul . We wer e
del i veri ng a Brough Superi or t o one of our sponsors, t o be
collected from the Salt Flats. We took the clutch from this bike,
and prepared for a new record attempt the following day.
Day Four saw us push the record up to 124.98 mph a record that
still stands today in 2013. I believe this would have brought a smile
to George Broughs face.
The fol l owi ng year we started to prepare for a return vi si t to
Bonneville in 2013. We built a second bike for the 750cc class, to
be ridden by motorcycle journalist Alan Cathcart. With this Brough
Superi or he cl ai med the outri ght 750cc FIM Worl d record for
unstreamlined, unsupercharged twin-cylinder bikes over both the
Kilometre and Mile, as well as an AMA Vintage record. And our
second rider, TV presenter Henry Cole, rode the bike to claim ano-
ther AMA record.
Meanwhile, the first day on the Salt for our 1150cc Brough Superior
r i dden by Er i c Pat t er son yi el ded anot her AMA t i t l e f or t he
Unstreaml i ned category, after whi ch the bi ke was compl etel y
rebuilt to add the bodywork which made it eligible for the Partially
Streamlined class. But the rest of the week was a battle for both bi-
kes just fighting the elements - wind, rain and sodium distortion, all.
Day four, the last day, just as the skies darkened to deliver a tor-
rential rainstorm that turned the Bonneville Salt Flats into Lake
Bonneville, the last bike of any kind to run at BUB Bonneville 2013
was the 1150 Brough Superior, and as the lightning flashed and
thunder rolled we were able to claim another AMA record for in the
1350 class, giving Brough Superior a total of seven records for the
2013 season. George Brough is still smiling.
Mark Upham
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Part IV
The new SS100 Design
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Part V
The new SS100 Engineering
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The new SS100 design and engineering by Boxer Design
The SS100 is a dream come true project for Boxer Design.
The team is keen on classic motorcycles and has always
considered the Brough Superior SS100 as the best bike ever.
Outstanding design passing over trends and years, technical
refinement appearing in a minimalist simplicity... The epitome
of motorcycles that was always in Thierry Henriettes mind, at
the top of his motorcycle career.
Boxer Desi gn gathers more than 25 years experi enci ng
motorcycl e desi gn and devel opment. Focussed on hi gh
performance and innovation Boxer was already offering small
series of dream bikes in the early 80s as the rare 1000cc
Lamborghini (200 units). Solicited by manufacturers, that
naturally evolved to a more industrial activity, taking into
account the industrial constraints as a challenge.
The mai n desi gn f i el d i s mot or cycl es but Boxer has
f ul f i l l ed desi gnproj ect s f or cars, mot orboat s, ai rcraf t
industry, architecture,furniture, and recently following the
market mutation, Boxer has developed EVs projects for major
manufacturers.
Si nce 1999, Boxer desi gn acts as a mul ti l evel partner
offering engineering at any step of an industrial project. Boxer
design is organised with designers, engineers and technicians
to provide complete services from preliminary design sketches
to functional prototype realization. All steps could be internally
managed as: feasibility study, benchmarking, design, sourcing,
prototyping, testing, improvement, homologation, pre serial
assembly...
Trough the Brough Superior project Boxer Design expressed
its passion : real motorcycles in a modern way, facing the
challenge of the SS100 legend rebirth.
Thierry Henriette, Boxer Design CEO
Franoise Henriette, materials and style manager
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BROUGH SUPERIOR V-TWIN ENGINE
The new SS100 is built around its specifically designed V-Twin
engine. Designed in collaboration with Boxer Design and
Akira, it is achieving the dream of a Brough Superior SS100
fitted with a bespoke engine.
Akira is a skilled company involved in engine design and
development, dealing with the major manufacturers as well on
racing engine development as mass production projects.
The facility includes all the needed means from first drawings
to engine testing, figuring the company global know-how:
- Mechanical design
- Electronic engine management
- Engine building and maintenance
- Dyno testing
- Track and road testing
The search of optimization and performances is practised since
years in prestigious championships as WSBK, with the 2013
world title proving a high level in racing engineering. In close
collaboration with Brough Superior, Akira has brought mecha-
nical refinement suitable for such top-positioning bike. Its a 88
V-Twin of 997cc with cylinders integrated into a horizontal seal
plan semi-dry motor casing. This motor is designed to provide
great sensations through wide engine speed, as a bespoke
engine it could provide from 100 to 140 hp depending on ECU
settings following the customer request.
Akira 2014 Moto GP engine featuring pneumatic distribution
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Sylvain LOUME, Akira Technologies
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CHASSIS
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Front fork
Based on the Fior concept (moto GP engineer in 80s and
90s), this front suspension solution have been chosen by
Brough Superior for two reasons, it gives to the new SS100
a technical advantages with a perfect matching in its general
design.
A Technical advantage
The double triangle fork allows to dissociate braking and
steering to offer a stable but reactive geometry while riding
trough curves sequences. Wel l adapted to urban area
(important steering angle) it offers precision and comfort for
any kind of ride. The hlins mono-shock offers settings in
preload and hydraulics to adapt suspension reactivity to riding
habits.
A better integration in design
Regarding the typical front suspension systems from the 30s
t hi s makes sense, as t he f amous Cast l e f or k gave a
particular looking to the classic SS100. The new fork system
is clearly an evocation of that fitting, but without any technical
regression compared to the actual state of art. Due to modern
technology (e. g. specific hlins shock) this would be a better
compromise as it was for the classic Brough Superiors.
The front fork system is made from top-level materials and
processes as Aluminium-Magnesium alloy for the fork legs
and titanium for the triangles.
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Chassis components
Due to global design direction, the V-twin engine have been
designed as the main structural chassis component, it makes
the link between the front and rear suspensions systems.
To f ul f i l t he ai m of l i ght ness t he ot her s st r uct ur al
component s are mai nl y made f rom Ti t ani um t rel l i s as
suspension triangles and the seat structure. This concept
allows a nice and complete vision on the engine with good
results in both lightness and stiffness.
The swing arm is designed in reference to the classic SS100
but wi th top-l evel processes such as al umi ni um-
magnesi um al l oy swi ng arm and progressi ve l i nk rear
suspension damped by a fully adjustable hlins shock.
BERINGER 4D CMM AEROTEC BRAKES
The new Brough Superior SS100 has an outstanding brake
system from Beringer. This high tech 4 discs ceramic brake
system gathers top level performances and design with better
proportions suiting the SS100 neoclassical design (a nice kind
of dr um l ooki ng) . The mai n f eat ur es of t he 4D CMM
AEROTEC system: to reduce the gyroscopic effect and the
weight while increasing the braking power.
Etienne BOCARD sales & technical manager BERINGER SAS
THE ADVANTAGES OF THE QUADRUPLE CMM DISCS
Power Increase of 20% compared to a single 320 mm cast iron
disc, which allows to the riders to shorten their braking distan-
ces significantly. Some comparative tests have shown evidence
of this gain as well as a lower temperature of the discs.
Manoeuvrability Improvement: The gyroscopic inertia of the
Quadruple Disc is 3 times less than the inertia of 320 discs
and 30% less the inertia of carbon discs: it represents the
decisive advantage of this system. For example, the time spent
through a chicane or the time necessary to lean on angle is
highly reduced
Weight saving is significant compared to the standard systems
320 mm cast iron discs weight: 1950 g
230 mm quadruple discs weight: 800 g
The 1150 g saved in non-suspended weight improve the grip
of the front Wheel
A much longer working life: tests have shown very little wear
of the system which allows to consider a working life equal to a
full racing season.
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Engine
Engine type : Four stroke 88 V-twin, DOHC, 4 valves
per cylinder, water and oil cooled
Bore x stroke: 94 mm x 71,8 mm
Capacity : 997 cc
Power : From 73 kW (100 hp) to 102 kW
(140 hp) @ 10 000 rpm, depending on
bespoke settings
Torque: 125 Nm @ 8 000 rpm
Compression ratio: 11: 1
Dimensions
Wheelbase: 1 550 mm (61.02)
Steering angle: 24,6
Trail: 96,7 mm (3.80)
Front wheel: 18
Rear wheel: 18
Dry weight: 180 kg (395 lb)
Chassis
Frame type: Steel and Titanium tubular trellis
Front suspension: Fior double wishbone
Ohlins Shock 120 mm (4.72) travel
Rear suspension: Progressive system
Ohlins Shock 130 mm (5.11) travel
Front brake: 4D Ceramic Beringer
2x floating double discs, aluminum-ceramic
composite material, diameter 230 mm (9,05),
2x four pistons calipers with radial fixation and
special sintered metal pads
Rear brake : Single disc brake, aluminum-ceramic com
posite material, diameter 230 mm (9,05),
2 pistons caliper with special sintered metal
pads

Wheels: 18 spokes (aluminum)
Front rim: 3.50 x 18
Rear rim: 4.25 x 18
Front tyre: 120/70 ZR 18
Rear tyre: 160/60 ZR 18
Brough Superior SS100 specifications
www.brough-superior-motorcycles.com info@brough-superior-motorcycles.com