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Brough Superior SS 100 1925
Lawrence of Arabia on a Brough Superior he called George V. Lawrence owned eight Broughs:
1922: Boa (short for Boanerges)
1923: George I
1924: George II
1925: George III
1926: George IV
1927: George V (RK 4907; see photo)
1929: George VI (UL 656)
1932: George VII (GW 2275) (the bike he died riding)
Undelivered: George VIII (still being built when Lawrence was killed).[1]
T. E. Lawrence's seventh Brough Superior, GW 2275, the one on which he had his fatal crash. It is at the Imperial War Museum.[2]

Brough Superior (/ˈbrʌf/ BRUF) motorcycles, sidecars, and motor cars were made by George Brough in his Brough Superior works on Haydn Road in Nottingham, England, from 1919 to 1940. The motorcycles were dubbed the "Rolls-Royce of Motorcycles" by H. D. Teague of The Motor Cycle newspaper. Approximately 3048 motorcycles (19 models) were made in the 21 years of production; around a third of that production still exists. T. E. Lawrence ("Lawrence of Arabia") owned eight of these motorcycles and died from injuries sustained when he crashed number seven; the eighth was on order.

In 2008, vintage motorcycle enthusiast Mark Upham acquired the rights to the Brough Superior name. In 2013 he met motorcycle designer Thierry Henriette and asked him to design a new Brough Superior motorcycle. Three months later a prototype of a new SS100 was shown in Milan. Serial production of the revived Brough Superior brand began in 2016.

History

[edit]

George Brough was a racer, designer, and showman - his father William E. Brough had been making Brough Motorcycles in Nottingham since 1908, and continued to do so until 1926. Convinced he could improve on his father's designs, George Brough ensured that all Brough Superior motorcycles were high performance and of superior quality. Most were custom-built to the customer's needs, and rarely were any two of the same configuration.

Each motorcycle was assembled twice. The first assembly was to fit all the components. Then the motorcycle was disassembled and all the parts painted or plated as needed. Finally, the finished parts were assembled a second time. Every motorcycle was test ridden to ensure that it performed to specification, and was personally certified by George Brough. The SS100 model was ridden at 100 mph (160 km/h) or more before delivery. The SS80 model was ridden at 80 mph (130 km/h) or more before delivery. If any motorcycle did not meet specification, it was returned to the works for rework until it performed properly. The fit and finish was comparable to a Rolls-Royce car, and they were the most expensive road-going motorcycles in the world.

Brough Superior motorcycles have always been rare and expensive. Prices for these motorcycles ranged from £100 to £185 in the 1920s and 1930s. Since the average annual salary in Britain during the 1930s was £200, only the wealthy could afford them.

In 1940, the Second World War brought an end to production as the factory was engaged on war work, completing crankshafts for Rolls-Royce Merlin engines. After hostilities had ceased there were no suitable engines available so the company was wound up.[3] In 2004, around 1,000 Brough Superior motorcycles still existed.[4]

Brough Superior motorcycles

[edit]

Early models include the Brough Superior Mark I Sidevalve, Mark I Overhead, Mark II Standard and Mark II Sports. Early to mid manufacture included the Overhead 500, 680 S.V. Junior, and 750 Side Valve, but these were not popular and were dropped from production.

The following four models represent the bulk of manufacture. Most were custom built to order and many variations were made:

  • The SS100 (Super Sports), powered by J.A.P. (J. A. Prestwich of Tottenham) or Matchless 1000 cc overhead valve V-twin engines. Approximately 383 were manufactured from 1924 to 1940.
  • The SS80 (Super Sports), powered by J.A.P. or Matchless 1,000 cc sidevalve V-twin engines. Approximately 1,086 were manufactured from 1922 to 1940.
  • The 680 O.H.V., powered by J.A.P. 680 cc overhead valve V-twin. Approximately 547 were manufactured from 1926 to 1936.
  • The 11.50, powered by J.A.P 1096 cc sidevalve 60° V-twin engines. These were primarily designed for sidecar and police use. Approximately 308 were manufactured from 1933 to 1940. The model name refers to the horsepower rating of the engine, 11 RAC (Royal Automobile Club), 50 bhp (37 kW). In reality these engines produced under 30 bhp (under 22 kW). Tax horsepower ratings were required by manufactures for tax purposes. RAC HP equals the piston diameter squared times the number of cylinders divided by 2.5.

Brough Superior produced many other experimental, show, and racing models. These include:

  • Golden Dream. This was powered by a vertically stacked twin crankshaft opposed four cylinder engine. George Brough called this a "flat vertical" engine, which used a shaft final drive. The bike was finished in gold paint for the London Motorcycle Show. It was unveiled at the motorcycle show at Earls Court in 1938.
  • Brough Superior Austin Four or BS4. This bike was powered by a modified Austin 7 automobile engine and transmission. As the prop-shaft of the automotive transmission emerged in the center of the motorcycle's driveline, George Brough used two rear wheels mounted to a central, cast final drive unit. As the rear wheels were within 24" of each other, the Brough Superior 3-wheeler was legally considered a 'motorcycle' in the UK. It remains the only motorcycle in history to use this configuration. The Brough-Austin Four was intended for sidecar use, although one was ordered without a sidecar by journalist Hubert Chantry, who had borrowed a factory show model for use in the Land's End Trial of 1932.[5] 10 examples were built.
  • Pendine. This was introduced in 1927 and had a guaranteed top speed of 110 mph (180 km/h). They were based on the SS100 model but with higher performance modifications to the engine. A well known racer, Barry Baragwanath, installed a supercharger on one, and it is now known as "Barry's Big Blown Brough". Noel Pope bought the motorcycle and in 1939 set two lap records with it at Brooklands; 107 mph (172 km/h) with sidecar, and 124 mph (200 km/h) in solo configuration, which exceeded the previous record set in 1935 by Eric Fernihough also on a Brough Superior. These records still stand as the track closed in 1939.

George Brough was known for his dedication to his vehicles and customers. He, and later Albert Wallis, continued to service Brough Superiors after production ceased, making parts until 1969. To all intents and purposes production of bikes did not resume after the Second World War.

Production figures

[edit]
  • 1919 - 1
  • 1920 - 1
  • 1921 - 3
  • 1922 - 103
  • 1923 - 119
  • 1924 - 195
  • 1925 - 168
  • 1926 - 95
  • 1927 - 226
  • 1928 - 155
  • 1929 - 139
  • 1930 - 131
  • 1931 - 117
  • 1932 - 58
  • 1933 - 121
  • 1934 - 104
  • 1935 - 94
  • 1936 - 187
  • 1937 - 173
  • 1938 - 159
  • 1939 - 118
  • 1940 - 10

To this list may be added thirteen motorcycles without a date on their build card. Many records are incomplete for the first few years of production and for some of the low production models. The estimated total production was 3,048 machines.

Racing

[edit]

Riders of Brough Superiors have won many races—sprints (drag racing), hillclimbs, and top speed. Victories include:

  • 1922, George Brough, First Sidevalve Motorcycle to lap Brooklands at 100 mph (160 km/h).
  • 1927, 11 June: R. E. Thomas, 2+1⁄2 Miles Sprint for Unlimited Capacity Solo Machines, Cefn Sidan Speed Trials. 1st place.[6]
  • 1927, 11 June: R. E. Thomas, 10 Miles for Unlimited Solo machines, Cefn Sidan Speed Trials. 1st place.[6]
  • 1927, 11 September: R. E. Thomas, 2+1⁄2 Miles Sprint for Unlimited Capacity Solo Machines, Cefn Sidan Speed Trials. 1st place.[6]
  • 1927, 11 September: R. E. Thomas, 10 Miles Unlimited Race for Solo Machines, Cefn Sidan Speed Trials. 1st place.[6]
  • 1927, 11 September: R. E. Thomas, 25 Miles Race for Unlimited Solo Machines, Cefn Sidan Speed Trials. 1st place.[6]
  • 1927, 11 September: R. E. Thomas, 50 Miles Race for Unlimited Solo Machines, Cefn Sidan Speed Trials. 1st place.[6]
  • 1928: George Brough, one mile (1.6 km) sprint, Pendine. 1st place.[6]
  • 1928: R. E. Thomas, one mile (1.6 km) sprint, Pendine. 2nd place.[6]
  • 1931: J.H. Carr, 50 Miles Any Power Solo, Pendine. 1st place.[6]
  • 1931: J.H. Carr, 100 Miles Any Power Solo, Pendine. 1st place.[6]
  • 1935: Eric Fernihough, Brooklands motor-cycle lap record for all classes, 123.58 mph (198.88 km/h).[7]
  • 1936: Eric Fernihough, Motorcycle Land Speed Record for the mile. 163.82 mph (263.64 km/h).[7]
  • 1937: Eric Fernihough, Motorcycle Land Speed Record for the flying kilometre. 169.8 mph (273.3 km/h).[7]
  • 1937: Eric Fernihough, Sidecar Motorcycle Land Speed Record for the flying kilometre. 137 mph (220 km/h).[7]

In 2013 Brough Superior said it would return to Grand Prix motorcycle racing with a prototype machine for Moto2, the Carbon2, a motorcycle made by California builders Taylormade and rebranded as a Brough Superior.[8]

Brough Superior sidecars

[edit]

Brough Superior also manufactured sidecars. The sidecars had coach-built bodies, and some carried a spare tyre, while others offered two seats for occasional use. The fit and finish of these sidecars were of the highest standard, as were the motorcycles. These sidecars all offered good protection from the elements. Many of the earlier sidecars were built to Brough Superior specification, while later sidecar frames were manufactured in the Brough Superior factory. Later sidecars were unique in the fact that the frame of the sidecar held fuel. The sidecar frame looped over the top of the sidecar body and had a filler cap at the topmost position. Fuel was pressurized by a hand pump that transferred fuel from the sidecar to the petrol tank on the motorcycle. Two different bodies could be ordered for the petrol tube sidecar; cruiser or sports. The various sidecars were offered in the yearly Brough Superior sales catalogs:[9]

  • 1921: "Sporting Sidecar" manufactured by Montgomery Sidecars to Brough Superior Specifications.
  • 1922: "Sidecar" registered to the design of the manufacturer.
  • 1923: "Brough Superior Sidecar" registered to the design of the manufacturer.
  • 1924: "Brough Superior Sidecar", "Brough Superior Swallow Coupe", "Brough Superior Sporting", "Brough Superior Sporting Tourist".
  • 1925: "Brough Superior Sporting Sidecar", "Brough Superior Touring Sidecar".
  • 1926: "Brough Superior Super Sports Sidecar", and made mention of other sidecars available.
  • 1927: "Brough Superior Touring Sports" was mentioned in the 1928 catalog mentions the popularity of it in 1927. No mention of sidecars were in the 1927 catalog.
  • 1928: "Brough Superior Touring Sports", "Brough Superior Cruiser" are listed.
  • 1929: "Brough Superior Spring Frame Cruiser" Sidecar is introduced with reference to many other sidecars available.
  • 1930: "Brough Superior Spring Frame Cruiser" Sidecar, and "Brough Superior Rigid Frame Cruiser" Sidecar. Reference is also made to many other sidecars available.
  • 1931: "Brough Superior Cruiser Sidecar", available in spring frame or rigid frame configuration.
  • 1932: "Brough Superior Cruiser Sidecar", offered with the Brough Superior Straight 4 Combination. And another "Cruiser" sidecar shown with one of the V-twin models. The "Cruiser" is offered in spring frame or rigid frame configuration.
  • 1933: "Brough Superior Cruiser Sidecar" with mention of "Any type or make of Sidecar supplied. Send for lists."
  • 1934: "Brough Superior Cruiser Sidecar", "Brough Superior Occasional 2-seater Sidecar."
  • 1935: "Brough Superior Cruiser Sidecar", "Brough Superior Touring Sidecar."
  • 1936: "Brough Superior Touring Sidecar", "Brough Superior Cruiser Sidecar."
  • 1937: "B.S Alpine Grand Sports Sidecar", available with Cruiser or Sports body, this is also known as the Brough Superior Petrol tube sidecar. The sidecar frame holds fuel and is pressurized with an air pump allowing transfer of the fuel from the sidecar to the main petrol tank of the motorcycle without stopping.
  • 1938: "B.S. Alpine Grand Sports Sidecar". Cruiser or sports body available.
  • 1939: "B.S. Alpine Grand Sports Sidecar". Cruiser or sports body available.

Brough Superior cars

[edit]
1935 Brough Superior drophead coupé
Brough superior 1937

George Brough made approximately 85 cars named Brough Superior.[10] Built between 1935 and 1939, they were powered by Hudson engines and had a Hudson chassis. Three models were made, but only two reached production. Early cars did not carry Brough Superior badges as Brough thought the cars sufficiently distinctive in themselves.

The first car was the 4 litre made from May 1935 to 1936 using a 114 bhp (85 kW), 4,168 cc side valve, straight-eight engine. Performance was remarkable for the time with a top speed of 90 mph (140 km/h) and a 0-60 mph (97 km/h) time of under 10 seconds. Only a four-seat drop head was available with coachwork by W.C Atcherley of Birmingham. 19 were made and nine are known to have survived. This Brough designed, Atcherly coachwork of classic lines has steel guards, aluminium body over ash frame and is handsome, strong and durable. Unrestored examples are still roadworthy over 80 years later.

Hudson Canada stopped supplying the eight-cylinder engine and chassis kits in 1936, and subsequent cars had a 107 bhp (80 kW), 3,455 cc straight-six, still with side valves and called the 3.5 litre. A Centric supercharged version was also listed with a claimed output of 140 bhp (100 kW). The chassis was 4 inches (100 mm) shorter than the 4 litre at 116 inches. Saloon bodies were available but most were open cars. Approximately 80 were made between 1936 and 1939.

The final car, the XII made in 1938, used a Lincoln-Zephyr V12 engine of 4,387 cc and Brough's own design of chassis with Girling brakes and Ford axles. Only one was made with a saloon body built by Charlesworth. A large car with an overall length of 219 inches (5,600 mm) and width of 71 inches (1,800 mm), it still survives.

Journalist Bill Boddy[11] tested an early model Brough Superior Saloon in 1936 for Motor Sport magazine. Noting the car had a reserve fuel tank, he declined to fill up before the journey. Upon running out of petrol, he could not find the switch to activate the reserve. After begging petrol from a passing lorry Boddy then encountered a motorcyclist who had crashed, and offered to help. When asked, he told Boddy that his bike was a Brough Superior and asked what was, "...the nice car in which you are giving me a lift." When told it was a Brough Superior the motorcyclist was silent for the rest of the journey. Boddy presumed this was incredulity that a famed motorcycle maker could also manufacture cars, and supposed that the motorcyclist presumed he was concussed.

Etymology

[edit]

The Brough surname, as with many English surnames that look like placenames, probably arose because one of George Brough's male-line ancestors came from one of several places in Britain so called. It is originally a form of the word "borough". "Superior" was a claim by George Brough of his bike's superiority over all other motorcycles, including the original Brough Motorcycles manufactured by his father, William E. Brough.

Revival

[edit]
Modern S.S.100 (with modern Pendine in the background)

The Brough Superior make and name was purchased by a Jersey-registered corporation, operated by Mark Upham. He quickly asked Thierry Henriette to operate the development of new Brough Superior Motorcycles.[12][13][14] Thierry Henriette, CEO of the French design company Boxer Design is now the owner of the Brough Superior Factory. He financed and operated the development of a new S.S.100 in respect to the original ethos of the Brough Superior marque - innovation, excellent design, and superior construction and materials. The new Boxer-designed Brough Superior S.S.100 first appeared at the EICMA show in Milan in 2013; serial production began in 2016.[15]

The new Brough Superior S.S.100 features an 88degree, 990cc v-twin engine, with water cooling and DOHC four-valve cylinder heads, designed and built by Boxer Design. The engine produces 120 hp in standard tune, and the chassis uses the engine as a stressed member, with a Fior-based front fork with Öhlins shock absorber, with Öhlins monoshock rear suspension. The chassis is made entirely of exotic materials, including titanium, carbon fiber, and aluminum. The front brakes are from Beringer, with four rotors, sourced from the aircraft industry. The minimal bodywork is constructed of hand-hammered aluminum, including the fuel tank, seat cowl, fenders, and side covers. The dry weight of the S.S.100 is just under 400 lbs, making it among the lightest 'litre bikes' ever produced for street use.[16]

Press reaction to the new S.S.100 has been generally positive. Road tests have praised the smooth engine, excellent handling, and contemporary performance, with some journalist praising the overall design aesthetic.

In 2017, Brough Superior presented a new model at the EICMA fair in Milan: the "Pendine Sand Racer". Reminiscing the times when Brough Superior competed on the sand beaches of Wales, the "Pendine Sand Racer" is a variation of the S.S.100 with a flat track style and higher exhausts and handlebar.

In 2019, to commemorate Brough Superior's centenary, the company launched the "Anniversary" model. Limited to 100 editions. The model is a success for Brough Superior's enthusiasts.

In November the same year, Brough Superior announced its partnership with Aston Martin to the World at the EICMA fair. Both brands gathered to present the AMB 001 (for Aston Martin Brough). Presented in the traditional Aston Martin Racing colours of Stirling Green and Lime Essence with Matte Black wheels, fork and brake assemblies, the AMB 001 features a combination of paint and bare carbon fibre. The AMB 001 boasts a turbo-charged output of 180 hp (134 kW) at just 180 kilograms (400 lb) dry weight. This turbo configuration is claimed to bring an engine response with huge torque in a wide range of engine rpm.

See also

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Notes

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Brough Superior

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from Grokipedia
Brough Superior is a historic British motorcycle manufacturer founded in 1919 by George Brough in , , celebrated for crafting high-performance, hand-built luxury s that earned the nickname "the Rolls-Royce of motorcycles" due to their superior engineering, styling, and reliability. The company produced around 3,000 motorcycles and 100 motor cars between 1919 and 1940, with standout models including the SS80 (introduced in 1922, guaranteeing a top speed of at least 80 mph) and the SS100 (launched in 1924 for the , powered by a 996cc J.A.P. V-twin engine and warrantied to reach 100 mph). These machines excelled in competitions, setting speed records such as 119 mph in the , and were customized for discerning buyers, incorporating advanced features like front forks and electric lighting as standard. Brough Superior gained legendary status through its association with (Lawrence of Arabia), who owned eight of the company's motorcycles, primarily SS100 models, which he used for high-speed escapes and personal reflection; tragically, Lawrence died in 1935 from injuries sustained in a crash on his eighth Brough Superior near his Dorset home. Production halted in 1939 amid , when the factory shifted to manufacturing components for aero engines, and the company was liquidated after George Brough's death in 1970. The brand was revived in 2008 under new ownership by Mark Upham, with the first modern SS100 unveiled in 2013, followed by limited-edition models like the SS100 Alpine Grand Sport and collaborations such as the 2019 AMB 001 and the 2024 RMB01, continuing its legacy of exquisite, collector-focused engineering today.

Origins and Early History

Founding and George Brough's Vision

George Brough, born on 21 April 1890 in , , developed a passion for from an early age, gaining hands-on experience as a racer and mechanic in his father William Edward Brough's business, which he joined in 1908. By his late teens, Brough had already achieved notable success in competitions, winning the London-Edinburgh trial in 1910, 1911, and 1912, which honed his expertise in high-performance engineering and reliability under demanding conditions. This background fueled his ambition to create motorcycles that exceeded the standards of the era, surpassing even the quality machines produced by his family's firm. In 1919, shortly after , George Brough founded Brough Superior in on Haydn Road, establishing it as an independent operation distinct from his father's Brough Motor Cycles, from which he had acquired a one-third share to fund his venture. Operating initially from a small garage, Brough's vision centered on assembling custom, high-performance motorcycles using select off-the-shelf components, meticulously hand-built to exacting standards of craftsmanship and innovation. He aimed to produce machines that were faster, more powerful, and more reliable than contemporaries, targeting affluent enthusiasts who valued superior over mass-produced alternatives. From the outset, Brough implemented a bold guarantee that certain models would achieve 100 mph performance, personally testing and riding every machine off the production line to ensure it met his rigorous criteria for speed, handling, and durability. Early pricing reflected this premium focus, starting at around £100 per motorcycle—substantially higher than average models—positioning Brough Superior as a luxury marque for discerning riders seeking unparalleled quality and prestige. This hands-on approach and commitment to excellence defined Brough's foundational philosophy, setting the company apart as a benchmark for bespoke motorcycle artistry in the post-war era.

Family Legacy and Distinction from Brough Motor Cycles

William Edward Brough established Brough Motor Cycles in 1902 in , , initially producing motorized bicycles and tricycles powered by engines such as the 3.5 hp De Dion unit, before expanding into full motorcycles with single-cylinder, V-twin, and flat-twin configurations. The company focused on high-quality engineering, manufacturing reliable machines that competed with established brands like and , and continued production through until 1926. These vehicles emphasized durability and conventional design, serving a broad market for practical transportation. George Brough, born in 1890 as the second son of , became involved in the family business from a young age, benefiting from access to prototype machines for testing and racing starting around 1908. His early racing career on Brough Motor Cycles models showcased the family's engineering prowess; notable successes included winning the of (MCC) London-Edinburgh Challenge Cup in 1910 aboard a 3.5 hp single-cylinder Brough, and winning the London-Exeter Trial in 1914, demonstrating the machines' speed and reliability in endurance trials. These achievements not only boosted the Brough name but also honed George's expertise in , which he later applied to his independent ventures. In 1919, following disagreements with his father over design philosophies, George Brough separated from the family firm by acquiring his share—valued at £1,000—and establishing an independent operation on Haydn Road in , ensuring clear operational autonomy to avoid market confusion. He deliberately named his new enterprise Brough Superior to evoke luxury and premium craftsmanship, akin to upscale branding in other industries, while distinguishing it from his father's "standard" Brough Motor Cycles line, which continued separately until 1926. This nomenclature underscored George's vision for motorcycles of superior performance and quality, positioning the brand as the pinnacle of British .

Original Motorcycles (1919-1940)

Key Models and Specifications

Brough Superior produced a select range of high-end motorcycles from 1919 to 1940, emphasizing luxury, performance, and customization, with a total of approximately 3,048 units across 19 models. Around 1,000 of these motorcycles are estimated to survive today, reflecting their robust construction and enduring appeal among collectors. The lineup evolved from early V-twin designs to include lighter touring options and experimental variants, all hand-built to exacting standards with performance guarantees that set industry benchmarks. The SS80, introduced in 1922 and produced until 1940, was the marque's foundational model, with 1,086 units built. It featured a 996cc sidevalve , initially sourced from (JAP) with 626 examples until 1935, followed by engines in the remaining 460 units. The engine delivered around 30 bhp, paired with a three-speed gearbox and a cradle frame offering 4.25 inches of ground clearance and a 26.5-inch saddle height. No. 2 forks provided front suspension without damping, and the model guaranteed a top speed of 80 mph, often verified at . details included cast aluminum silencers and exhaust port coolers for refined operation, positioning the SS80 as a versatile super sports tourer. Launched in alongside the SS80 and continuing until 1940, the SS100 represented the pinnacle of Brough Superior's performance offerings, with 383 units produced. It utilized a 996cc overhead-valve (OHV) V-twin , starting with JAP units in 281 machines before switching to powerplants. Output reached approximately 50 bhp in later iterations, backed by a four-speed gearbox from onward and enhanced suspension via girder . The 100 mph speed guarantee was a hallmark, achieved through aerodynamic refinements and a robust frame, making it ideal for high-speed touring and occasional racing adaptations. The 680 OHV, available from 1926 to 1936, offered a lighter alternative with 547 units manufactured, focusing on reliable touring for less demanding riders. Powered by a 674cc OHV V-twin JAP engine, it echoed the SS100's design in miniature form, producing around 25 bhp with a three-speed gearbox and standard cradle frame. Weighing less than its larger siblings, the model prioritized comfort and accessibility, often specified in "Black Alpine" guise with improved styling for long-distance travel. Introduced in 1933 as an economy-oriented option and built until 1940, the 11.50 saw 308 units produced, featuring a 1,096cc sidevalve V-twin JAP engine rated at 11 RAC horsepower but delivering up to 32 bhp. It included a four-speed Sturmey-Archer hand-change gearbox, detachable aluminum cylinder heads, dry sump lubrication, and Brampton Monarch forks on a new cradle frame. Averaging 90 mph with a tuned top speed of 101 mph, the model emphasized fuel efficiency and durability, gaining favor with police forces in England, Australia, and Canada. Among rarer variants, the 1927 Pendine was a high-speed derivative of the SS100, with 38 units produced in 1927 priced at £165, equipped with a KTOR 998cc OHV V-twin racing engine producing 45 at 5,000 rpm, Binks , and Lucas magneto ignition for record attempts. of 1938-1939 was an experimental model with five units built, featuring a 996cc DOHC flat-four engine, four valves per cylinder, gear-driven camshafts, and a claimed 100 mph top speed, showcased as a forward-looking luxury . The BS4 Austin Four, produced in 1932-1933 with 10 units, integrated a modified 747cc inline-four automobile engine and transmission, including reverse gear and twin rear wheels for superior stability.

Engineering Innovations and Production Details

Brough Superior motorcycles were meticulously custom-assembled in the company's workshops, drawing on components from esteemed suppliers including J.A.P. for V-twin engines, (and later A.M.C.) for powerplants in select models, and for three- and four-speed gearboxes. Frames were hand-fabricated by specialist firms, with George Brough directing proprietary enhancements such as reinforced tubing and custom geometry to optimize stability and performance. This bespoke approach prioritized over volume output, resulting in machines renowned for their superior build quality. A hallmark of Brough Superior's was George Brough's hands-on involvement in certifying each . He personally road-tested every bike on local roads, verifying performance thresholds—such as 80 mph for the SS80 and 100 mph for the SS100—before delivery, often engraving a plate attesting to the machine's capabilities and . This rigorous process underscored the brand's commitment to reliability, with each unit inspected for fit and finish to meet exacting standards. Key engineering innovations distinguished Brough Superior from contemporaries, including the adoption of robust girder forks—such as Webb or Castle designs—for enhanced front-end rigidity and reduced unsprung weight, alongside internal expanding drum that provided superior stopping power compared to earlier stirrup-style systems. The marque also transitioned from weather-prone belt drives in initial models to enclosed chain primary drives by the mid-1920s, offering better protection and efficiency; optional rear suspension via patented Draper systems further improved ride comfort on later variants like the 680 OHV. These advancements emphasized durability and rider control in an era of rudimentary technology. Production remained artisanal, with a peak in the yielding around 3048 motorcycles across 19 models by 1940, including 626 SS80s powered by J.A.P. engines and 281 SS100s; annual output rarely exceeded 150 units, supported by a compact workshop team focused on hand-finishing. Prices reflected this exclusivity, starting at approximately £100 for entry-level models in the early and rising to £175–£185 for high-specification variants like the SS100 by the 1930s. Materials such as chrome-plated fittings, full-leather saddles, and nickel-finished tanks contributed to the luxurious feel, prioritizing long-term reliability over mass-market affordability.

Racing Successes and Records

Brough Superior motorcycles achieved significant success in competitive events during the and , particularly at the circuit, where they demonstrated superior speed and reliability in sprints, lap records, and speed trials. George Brough himself was a key figure in these triumphs, riding a Brough Superior SS80 to become the first sidevalve motorcycle to lap at 100 mph in 1922. That same year, he secured victories in 51 out of 52 straight-line sprint events across Britain, showcasing the model's prowess in short-distance racing. These early achievements established Brough Superior as a dominant force at , with the brand continuing to excel in the track's high-speed events throughout the decade. In 1924, rider Bert Le Vack further elevated the marque's reputation by setting multiple world speed records on a 996cc Brough Superior, including the first sidecar mark exceeding 100 mph and a solo flying mile at 118.93 mph during trials at Arpajon, . The newly introduced SS100 model, a tuned evolution of the SS80, contributed to nine international speed records that year alone, validating its design for high-performance applications. Adaptations for racing included lightweight frames and highly tuned J.A.P. engines, which allowed these machines to compete effectively in both solo and configurations. The 1930s saw continued dominance at and beyond, with riders like Eric Fernihough and pushing boundaries. Fernihough set the lap record at 123.58 mph in 1935 on a supercharged Brough Superior, and in 1937, he captured the world motorcycle land speed record at 169.786 mph over the flying kilometer at Gyon, , aboard a 995cc SS100 variant. , riding a supercharged SS100, claimed the ultimate lap records in 1939: 124.51 mph solo and 107 mph with a . Other notable riders, such as H.D. Baughan, contributed to successes in European road races, including strong performances at the , where Brough Superiors secured class wins in the mid-1930s. These exploits, encompassing dozens of documented victories across sprints, hill climbs, and international speed events, underscored the excellence of Brough Superior models and directly enhanced the brand's prestige, driving sales among enthusiasts seeking proven .

Sidecars and Accessories

Design and Technical Features

Brough Superior sidecars were engineered to complement the luxury and of the brand's motorcycles, with designs emphasizing seamless integration and high-speed capability. The distinctive petrol tube frame, looping over the body, served as an auxiliary with a capacity of 1.5 gallons, pressurized by a to extend range without compromising aesthetics. Sidecars featured coach-built bodies that provided weather protection and elegant appearance, with some evolving in the 1930s to more enclosed cabins for enhanced passenger comfort. Technical highlights included wire-spoke wheels matching the motorcycle's, integrated systems, and mounting points designed for fitment with key models such as the SS80 and SS100. Capacities generally accommodated one , with some configurations offering an additional seat for two. These sidecars incorporated innovations like enhanced weatherproofing through sealed bodies and stability improvements via reinforced geometry, enabling the complete outfit to handle high speeds with confidence and reliability.

Integration with Motorcycles and Market Impact

Brough Superior sidecars were frequently integrated with the SS80 model, which was well-suited for touring due to its reliable side-valve engine and robust frame, creating complete outfits ideal for family . These pairings emphasized practicality, with coach-built bodies providing weather protection and optional seating for passengers, often featuring high-quality finishes matching the motorcycle's luxury standards. Sold as ready-to-ride ensembles, such configurations expanded the versatility of Brough Superior machines beyond solo sport riding. In the interwar market, sidecar-equipped Brough Superiors played a key role in broadening the brand's appeal to affluent buyers seeking elegant, high-performance transport for recreational purposes. Positioned as the "Rolls-Royce of motorcycles," these outfits attracted upper-class clientele. The emphasis on customization and superior craftsmanship helped differentiate Brough Superior in a competitive landscape, fostering a reputation for exclusivity that drove demand among discerning enthusiasts across Europe. Following the brand's cessation of production in 1940, surviving outfits have been adapted for participation in motorcycle events and rallies, preserving their historical significance while inspiring contemporary luxury designs. These restorations highlight the enduring influence of Brough Superior's on high-end two-wheeled , with examples frequently showcased at international classic vehicle gatherings.

Accessories

Brough Superior offered a range of accessories to enhance the functionality and luxury of their motorcycles, including custom tool kits, leather luggage racks, and electric lighting systems as standard on many models. Some outfits included spare wheels mounted on the sidecar for long-distance reliability. These items were often bespoke, matching the hand-built quality of the machines.

Automobiles

Development and Engineering

In 1935, George Brough diversified Brough Superior into automobile production, applying the company's established expertise in high-performance to create luxury assembled from premium proprietary components. This expansion occurred at the existing Brough Superior works on Haydn Road in , , where motorcycles had been built since 1919, allowing shared facilities and skilled labor to support the hand-built automotive venture. The core engineering of these automobiles centered on modified American chassis from Hudson, emphasizing performance and refinement through custom British bodywork and suspension. Initial models utilized a Hudson Terraplane-derived paired with a 4,168 cc producing 114 , delivering smooth power for a top speed approaching 90 mph, while later variants shortened the by 4 inches for improved handling. Custom features included four-seater drophead coupés bodied by W.C. Atcherley, with Brough's own adaptations to suspension and braking for enhanced road manners suited to British conditions. A notable engineering experiment was the one-off Brough Superior XII completed in 1938, which departed from Hudson components by incorporating a chassis design with Girling brakes and Ford axles, powered by a 4,387 cc rated at 110 hp for superior smoothness and torque. This V12, a 75-degree L-head unit, represented Brough's ambition to rival continental grand tourers, though it remained a singular without entering production. Overall, the automobiles were hand-crafted in limited numbers, totaling approximately 100 units between 1935 and 1939, prioritizing luxury, exclusivity, and excellence over mass output.

Models Produced and Performance

The primary automobile model produced by Brough Superior was the 4-litre saloon and variant, introduced in and built until 1936. This model utilized a Hudson straight-eight side-valve engine of 4,168 cc capacity, delivering 114 at 4,000 rpm, paired with a four-speed gearbox. was notable for the , with a top speed of 90 mph and acceleration from 0-60 mph in under 10 seconds. Approximately 19 to 25 units were manufactured, all to custom specifications on a modified Hudson chassis with British coachwork, primarily four-seater drophead coupés by W.C. Atcherley of Birmingham. In 1936, Brough Superior introduced a 3.5-litre variant to offer greater economy while maintaining similar styling and luxury. Powered by a downgraded Hudson straight-six side-valve engine of 3,455 cc producing 107 , with an optional Centric boosting output to 140 , this model featured a shortened by 4 inches compared to the 4-litre. Production ran from 1936 to 1939, with approximately 50 to 80 units built, mostly as open-top drophead coupés or saloons, emphasizing versatility for touring. Exact production figures are uncertain due to incomplete records. A singular highlight was the V12 special, a one-off completed in as the culmination of Brough's automotive ambitions. This model employed a 4,387 cc in a bespoke arc-welded —the first of its kind in the British motor industry—equipped with Girling hydraulic brakes and Ford axles. Showcased at the London Motor Show, it featured Charlesworth saloon coachwork with razor-edge styling for enhanced refinement and silence. Only one example was finished before production ceased, with three prepared but unbodied. All Brough Superior automobiles shared premium features including wire wheels, hydraulic braking systems, Luvax shock absorbers, leather-trimmed interiors, and Lucas electrical components, with pricing ranging from £500 to £700 for standard models and up to £1,250 for V12 saloons. Total output across variants was around 100 custom-built units from 1935 to 1939, underscoring their exclusivity; today, approximately 20 survive, prized for their rarity and engineering.

Brand Hiatus and Legacy (1940-2008)

World War II Impact and Closure

With the outbreak of in , Brough Superior suspended all civilian motorcycle production at its factory to support the British war effort. The facility on Haydn Road was quickly re-equipped with machinery loaned from the , shifting focus to munitions manufacturing, including the precision machining of crankshafts for aero engines used in fighter aircraft such as the Spitfire and Hurricane. By autumn 1942, the workforce had expanded to 333 employees—many of them women—operating extended shifts totaling 147 hours per week to meet wartime demands. This transition marked the end of the company's pre-war output, with the final Brough Superior motorcycle, an 11-50 model, dispatched in July 1940; over its 21-year run from 1919, the firm had built approximately 3,025 motorcycles and 100 automobiles. Following the war's end in 1945, George Brough made no attempt to restart production, citing prohibitive retooling costs, shortages, and a transformed market dominated by cheaper, mass-produced alternatives that clashed with Brough Superior's of hand-built luxury. Instead, Brough maintained a small operation producing tools and spare parts for existing owners, fulfilling ongoing demand for components to keep the roughly 3,000 surviving machines operational. This spares business sustained the company through the 1950s and 1960s, with George personally overseeing restorations of vintage Brough Superiors at the works. George Brough continued this limited enterprise until his death on January 12, 1970, at the age of 79, at his home in . Following his passing, the remaining company assets, including inventory of parts and tools, were liquidated, effectively closing the original Brough Superior operations. The Haydn Road factory site was later sold and repurposed for industrial use before being demolished by local authorities in 1980.

Cultural Significance and Collectibility

Brough Superior motorcycles earned the enduring nickname "the Rolls-Royce of Motorcycles" in the 1920s, a moniker coined by H. D. Teague, editor of The Motor Cycle newspaper, in recognition of their unparalleled luxury, engineering precision, and performance. This reputation was amplified by the ownership of prominent figures, most notably —better known as Lawrence of Arabia—who acquired eight Brough Superiors between 1922 and 1935, using them for high-speed escapes from life; tragically, he died from injuries sustained in a crash on his seventh machine near in Dorset. The collectibility of original Brough Superiors has surged since the brand's closure, driven by their rarity and historical prestige, with auction values escalating notably in the late 20th and early 21st centuries. For instance, a 1934 SS100 fetched £166,500 at Bonhams' sale in 2008, reflecting a trend where well-preserved examples routinely exceed £200,000 by the , underscoring their status as blue-chip investments among vintage motorcycle enthusiasts. Organizations like the Brough Superior Club, established in the early to preserve the marque's legacy, foster this market through registries, events, and technical support, maintaining a global community dedicated to authentication and upkeep. Culturally, Brough Superiors have permeated and cinema, symbolizing adventure and mechanical artistry; they feature prominently in of Lawrence, such as Jeremy Wilson's Lawrence of Arabia: The Authorized Biography (1989), and in the 1962 epic film Lawrence of Arabia, where the opening sequence depicts the protagonist riding an SS100 along English lanes. Approximately 1,000 original machines survive today from the roughly 3,000 produced, many preserved in museums or private collections, which has sustained their iconic status in motorcycle heritage. During the hiatus from 1940 to 2008, dedicated enthusiasts sustained the through meticulous restorations, often challenged by the of original parts, which led to innovative fabrication techniques and reliance on suppliers. These efforts, documented in club publications and restoration accounts, ensured that surviving Broughs remained roadworthy and exhibited, bridging the gap to the marque's revival while emphasizing their hand-built exclusivity.

Modern Revival (2008-Present)

Acquisition, Relocation, and Initial Projects

In 2008, British motorcycle enthusiast and businessman Mark Upham acquired the rights to the Brough Superior brand name, with an initial emphasis on preserving the marque's heritage through the production of high-quality replicas and new designs inspired by its pre-war legacy. Upham, who had built a career in classic motorcycle parts and dealerships, reorganized the company under Netherton Industries to revive the iconic English brand after nearly seven decades of dormancy. This acquisition laid the groundwork for the modern revival, focusing on maintaining the engineering excellence and luxury appeal that defined George Brough's original creations. By 2013, Upham partnered with French motorcycle designer Thierry Henriette, CEO of Boxer Design in Toulouse, leading to the relocation of Brough Superior's operations from the UK to southern France near Toulouse, where the brand established its new headquarters and manufacturing facility. Henriette, a veteran designer with experience at major manufacturers, financed much of the revival effort and assumed leadership, shifting production to leverage French expertise in precision engineering and aerospace-inspired materials. Just three months after their collaboration began, they unveiled a prototype of the revived SS100 at the EICMA motorcycle show in Milan—a modern homage to the 1924 original, featuring a bespoke 997cc liquid-cooled 88-degree V-twin engine with DOHC and eight valves, paired with a lightweight titanium tubular trellis frame for enhanced performance and rigidity. Serial production of the SS100 commenced in , with the model entering limited-series at the facility, powered by the same 997cc developed in collaboration with Akira Engineering and tuned to deliver approximately 100 horsepower. The engine, designed by Boxer Design, emphasized smooth power delivery and reliability while honoring the brand's V-twin heritage. In a key ownership transition in that solidified the French direction, Henriette fully acquired the marque from Upham, underscoring a commitment to artisanal French craftsmanship in all future projects. This period marked the successful reestablishment of Brough Superior as a boutique producer of ultra-premium motorcycles, blending historical reverence with contemporary innovation.

Contemporary Models and Design Philosophy

The contemporary lineup of Brough Superior motorcycles, launched following the brand's revival, centers on a select array of handcrafted models that honor the marque's heritage while incorporating advanced engineering. The SS100, entering production in 2016 with full market introduction in 2017, serves as the model, featuring a proprietary 997cc liquid-cooled 88° with DOHC and eight valves, delivering 100 horsepower at 9,600 rpm and 87 Nm of torque at 7,300 rpm. Its lightweight machined frame, combined with a Fior-style aluminum front suspension and twin rear shocks, ensures agile handling and a dry weight of approximately 189 kg, with production limited to around 100 units annually to maintain exclusivity, priced at approximately €100,000 including options. The Pendine Sand Racer, also debuted in 2017 as a limited-edition variant of the SS100 platform, pays homage to the original Pendine models used in 1920s beach racing at , with retro-inspired styling including knobby tires, a raised exhaust, and exposed mechanical elements for a desert-racer aesthetic. Powered by a detuned version of the 997cc V-twin producing 80 horsepower, it emphasizes off-road prowess through its titanium chassis and adjustable suspension, while retaining road-legal components like four-piston brakes. In 2021, Brough Superior introduced the Nefud, a street scrambler variant designed for dual-sport versatility, utilizing the same 997cc for 102 horsepower and off-road capability via enhanced ground clearance, spoked wheels with dual-purpose tires, and a rugged subframe. Limited to just 37 units, the Nefud draws inspiration from T.E. Lawrence's Arabian exploits, offering a blend of adventure-ready and premium finishes. The Lawrence Original, entering production in the early , represents a customizable pillion-focused model with modular components allowing in seating, luggage, and , inspired by the fluid lines of a for its elegant two-up touring design. Built on the established 997cc V-twin architecture, it prioritizes luxury and adaptability, with options for extended range and comfort features. At the core of these models lies Brough Superior's design philosophy of artisanal craftsmanship in , , where each is hand-assembled from high-grade materials like and aluminum, merging classic proportions—such as teardrop tanks and girder forks—with contemporary technologies including LED lighting, ABS braking, and electronic fuel injection for refined performance and safety. Overall production remains and low-volume, totaling 50 to 100 units per year, ensuring every machine is tailored to the owner's vision while upholding the brand's legacy of superior engineering.

Collaborations, Innovations, and Recent Milestones

In 2022, Brough Superior collaborated with to produce the AMB 001 Pro, a track-only hyperbike that combined 's design expertise with Brough Superior's engineering prowess. This limited-edition model features a supercharged 997cc delivering 225 horsepower and a of 1.28 hp/kg, emphasizing extreme track performance through a CNC-machined aluminum frame and carbon fiber bodywork. Building on this success, Brough Superior partnered with luxury watchmaker in 2025 to unveil the RMB01, an ultra-light prototype motorcycle that integrates watchmaking precision into its construction. Limited to 150 units, the RMB01 employs a forged carbon frame and a 997cc water-cooled machined from 160 kg of raw material to achieve a lightweight 23 kg powerplant, with design elements like gear-inspired wheels and a visible drawing from Richard Mille's horological heritage. The collaboration, revealed at the event on July 3, 2025, pushes boundaries in materials and aesthetics, positioning the RMB01 as a track-focused blending mechanical artistry and performance. Key innovations in Brough Superior's modern lineup include extensive use of carbon fiber for bodywork and chassis components, enhancing strength-to-weight ratios while maintaining bespoke craftsmanship. Electronic aids such as traction control, ABS, and ride modes are integrated into models like the SS100 and Lawrence, providing modern safety and adjustability without compromising the brand's hand-built ethos. The Nefud, introduced in 2021 as the first variant based on the Lawrence platform, features off-road-capable suspension revisions, high-mounted exhausts, and a frame with magnesium elements for desert-inspired adventure riding. Recent milestones underscore the brand's resurgence under full ownership by Thierry Henriette and Boxer Design since 2018, with production now centered in , . The 2025 Anniversary Edition of the SS100 celebrates the centennial of the original model's debut, incorporating fluted CNC-machined bodywork and updated aesthetics to honor its heritage while delivering contemporary performance. At the Motorcycle Show in April 2025, Brough Superior staged its largest-ever public display of over 20 original SS100 motorcycles, including rare variants like the 1929 JTOR owned by , drawing global attention to the marque's legacy. By 2024, the company reported sustained sales growth, reflecting increased demand for its limited-production across international markets. On November 15, 2025, Brough Superior launched a new official website, enhancing global accessibility to its heritage and models.

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