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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 SS100Brough 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 bikedesigned as a 90th anniversary evocation of the most famous Brough Superior models in the companys il lustrious history,replete with technical innovations and high-tech components.

www.brough-superior-motorcycles.com [email protected]

Brough SuperiorTM is a registered trade mark of BROUGH SUPERIOR MOTORCYCLES LIMITED UK

A.C. 10/2013


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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 Superior historybegan In 1919, when Georges father W.E.(William) Brough starting his own car andtricycle marque in 1898 under the familyname, and going on to build the first ofseveral flat-twin motorcycle models in1902. Initially, G.B. worked alongside hisdad, becoming a well known rider in racesand trials on Brough machines, before theyparted their ways in 1919, when G.B.wanted to build a luxury sports model andW. E. didnt. Though their rival ranges of

models never overlapped, Williamshumour at the split was not improved whenG.B. called his new marque BroughSuperior, commenting when the proposalto do so reached his ears that presumablythis makes my product the BroughInferior?! The first Brough Superiorprototype was made in 1919, being availa-ble for the public in 1921 , and the new

m a r q u e s w i f t l y b u i l t a f o r m i d a b l ereputation for itself, based on a winningcombination of unrivalled performancedazzling looks, competition success andclever marketing. Apart from the later four-cylinder sidecar model with twin rear wheelspowered by an Austin Seven car engine, andsolitary abortive prototypes of the Dream fourand a 500cc single, every Brough Superiorever constructed was a V-twin, mostly powe-red by J.A.P. engines. The lean build andrecord-breaking performance these embo-

died, allowed B.S. to knock the American mar-ques like Harley and Indian which owned theupper end of the British bike market in thosedays off their perch, as well as encourage theeventual demise of home-grown rivals likeZenith, McEvoy, NUT and Montgomery. Fromthe star G.B. rapidly achieved unrivalled suc-cess in competition, excelling in every kind ofrace, sprint, trial and hillclimb, on tarmac,

sand, shale and even ice. At one extre-me, in 1927, a Dutch B.S. owner namedSluymers actually climbed an extinct vol-cano 7500 feet high in Java called MountMerapi, taking two days to com plete the18-mile climb - using bottom gear allthe way! Brough Superior where sold inevery 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 IBrough Superior - The History of the Marque


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By contrast, Brough Superiorsrepeatedly broke the official two-wheeledLand Speed Record, starting with BertLe Vack at 119 mph in 1924 - a feat that,typically, prompted the astute George toswiftly market a Le Vack Replica for thestreet - and ending with Eric Femihoughs169.786 mph mark in 1937, after hed beentimed at an incredible 175 mph on a singleearlier one-way run on his SSI00-basedmachine. George Brough himself even

ranked unofficially as the worlds fastestrider at one stage, clocking 130.6 mph inone direction at Arpajon in 1928, butmelting a piston on the obligatory returnrun. However, G. B. was an ultra-succes-sful competitor in trials and sprints aboardhis own famous SS80-based machinenicknamed Old Bi l l - perhaps in abackhanded salute to his father?! - whichbecame the f i r s t s ideva lver to lap

Brooklands at over 100 mph, and took himto victory in literally dozens of trials andraces, as well as 51 of the 52 sprint raceshe competed in during the early 20s. Hemight well have won the 52nd, too - exceptthe front tyre burst at 100 mph close to thefinish line of the Clipstone Drive strip, andthough the bike crossed the finish line 2.2seconds faster than the eventual winner,the time didnt count because G.B. was no

longer in contact with it, but sliding alongthe tarmac alongside, busily removing skinf rom his forearms! As wel l , BroughSuperiors repeatedly broke the outrightmotorcycle lap record at Brooklands, beingthe first to lap Britains centre of speed atover 120 mph solo (Noel Pope, in 1935)and over 100 mph with sidecar (FreddieDixon, in 1930), as well as setting theultimate motorcycle lap record for all time

of 124.51 mph (Pope again, in 1939). Aswell, Australian Alan Bruce broke the WorldSidecar Speed Record in 1932 with hissupercharged B.S., a fire-breathingoutfit known as Leaping Lena, which wasclaimed to be the first motorcycle ever todevelop 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 byG.B., who had a ready flair for publicity and

marketing was reflected in healthy salesof Brough Superior road bikes, which fromthe very first adopted the wide, roundedsaddle tank which became their trademark,nickel-plated (chromium, later on) but withthe upper surface painted black, to avoiddistracting reflection.Brough Superiors were arguably the first bi-kes to use todays saddle-type fuel tanks,

an innovation matched by the fitment of thepatented easy on/off centre stand introduced

in 1926, at a time when other manufacturersused rear stands held in place by a mudguardclip. The more sporting Mark I model whichlaunched the new marque used a heavilyoversquare ohv JAP engine of nowadays mo-dern 90 x 77.5 mm dimensions, and at a timewhen transmission belts prone to slip in rainor break were still widely used in Britain, theB.S. used chains.

The Mark II launched alongside it wasmore quiet and refined, using a Swiss

MAG engine with enclosed rocker gearand pushrods - but like almost all Brou-gh Superiors bought-in engines, thesewere modified in detail to Georges exac-ting requirements.

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Eric Fernihough at Brooklands SS100 with Blower, 1937


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The first SS100 prototype from 1924

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The SS100

It was with the debut of the SS modelprefix indelibly associated with the marque,that Brough Superior sales really took off,

with the launch of the 1000cc JAP-enginedside-valve SS80 at the 1923 OlympiaShow, followed a year later by the evenfaster, more sumptuous and exclusiveohv SS100, both using cradle frames thatfitted snugly around the muscular motor.The numbers referred to the warrantedtop speeds of the bikes - from 1925 on,each SS100 road bike was supplied witha written guarantee that it had beentimed at 100 mph or better over the flyingquarter mile, before delivery. Fitted withprogressively more developed versionsof the JAP engines - latterly the magni-ficent JTOR ohv motor employed from1928 onwards on the SS100, which deli-vered a genuine 50 bhp in street guise -and with various updates which includedthe switch to quieter, smoother-runningMatchless V-twin engines for the SS100in 1936, these two models formed the

backbone of the B.S. range for most ofthe companys 20-year life span. Duringthis time, around 3000 motorcycles ofvarious types were built in all, includingthe most highly tuned SS100 variant, thePendine, essentially a racer, and the Alpi-ne Grand Sports, the ultimate street ver-sion so named to commemorate G.Bspersonal success with the prototype

in the gruelling eight-day Alpine Trial.Equipped with a home-grown copy ofHarley-Davidsons benchmark girder forks,

developed by G.B. and his engineer friendHarold Oily Karslake and marketed underthe Castle name (say Karslake quickly toyourself, and youll probably know why!),Broughs set new standards for superiorhandling as well as superlative performan-ce , la t te r ly w i th the op t ion o f rearsuspension, too, either at first of the B&Dcantilever type later copied by Vincent,then using plunger springing of G.B.s owndesign, which was standardised across therange in 1938. G.B. was also quick to fit aposi t ive-stop foot gearchange, af terVelocette introduced the idea, from 1931 on.

Except for a handful of smaller Broughs- models like the 6/80 sidevalvers or theeven rarer 500cc V-twin, whose productionin each case barely reached double figures- Broughs were all built big, and as suchthey became the motorcycle of choice forcognoscenti of speed. These included anEastern potentate, who insisted his bike besilver-plated all over, not only the fuel tank;European nobility, like GermanysArchduke Wilhelm of Hapsburg, who racedhis Brough successful ly and won theBaden Grand Prix on it; and legendary figuressuch as T.E. Lawrence ( of Arabia) ,

who owned seven Broughs in a row.Speed addict Lawrence was also amileage junkie, and would think nothing

of leaving Broughs Haydn Road worksin Nottingham on a Friday night aboardhis SSI00, and returning on Mondaymorning with the back tyre worn downto the canvas and 1000 extra miles onthe 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: Broughfactory manager Ike Webb, an ex-

G r e n a d i e r g u a r d s m a n w h o w a sGeorges r ight-hand man from f irstBrough motorcycle to last, notched upmore than 175,000 miles on the bike hebuilt for himself, using nothing but rejectparts which on inspection had failed tomeet Broughs rigorous standards forcustomer bikes. By 1940 the BroughSuperior workforce numbered just 19men, but then the Haydn Road workswas turned over to the ministry work. Itemployed over 330 people at its peak,the majority engaged on machiningcrankshaf ts and o ther h igh-precis ion par ts for the Rol ls-RoyceMerlin aero engine built in nearby Derby,which powered the Spitfire fighter. Howironic that the Rolls-Royce of Motorcy-cles actually ended up building enginecomponents for R-R itself !

Between 1946-1949, G.B. investigatedresuming motorcycle production, but ashortage of suitable engines - which inany case were only avai lable atprohibitive prices - made him drop theidea, as wel l as the p lan to resumemanufacture of the Brough Superiorluxury car range, which had been builtfrom 1935 onwards with either Americanstraight-six or straight-eight Hudson

engines, or the V-12 Lincoln motor.Nevertheless, the company continued tof lour ish postwar, making precisionindustr ia l par ts for a wide range ofapplications, with George Brough atits helm until he passed away in 1970.Thanks to continued appreciation of theRolls-Royce of Motorcycles, his namelives on today.

Today, Brough Super ior Motorcyclerespects this heritage scrupulously byproposing a l ternat ives wi thout anyconcessions in term of technicalsolutions and design. A p art ic ula r cho i-ce of materials and quality componentsallowing to offer a true bespoke motor-cycle as G.B. made in the past. In samegoal, the engine and chassis geometry ofthe new SS100 are particularly studied to

provide great performances combi-ne d wi th 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 wasa great enthusiast of Brough Superiormotorcycles. Thomas Edward Lawrencewas a British Army officer renowned forhis role in the British-Ottoman conflict

and Arab revolt during World War I. As awriter, he describes so well his gloriousactivities in his autobiographic bookSeven pillars of wisdom which hasinspired the world famous 1962 movieLawrence of Arabia.

As a poet, he writes about his pleasureto ride :Its usually my satisfaction to purr along

gently about 60 m.p.h. drinking in the airand the general view. I lose detail even at

s u c h m o 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

write you pages on the lustfulness of

moving swiftly.

Really keen on Brough motorcycles hecovered about 300.000 miles in 11 yearsof ownership from which he kept a detaileddiary of his motorcycling journeys. All theBrough Superiors from Lawrence, werecalled Boa , a short name for the Biblicalname of the Sons of thunder (Boanerges).He owned 7 models in total which, inreference 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 GeorgeBrough, like this one leaving no doubt

about his satisfaction : Yesterday I completed 100,000miles 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 SS100339 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 Everything287 440

April 2012, Stafford, Bonhams

1932 Brough Superior BS4 3-Wheel Austin-engine292 310

April 2013, Imperial War Museum, HandH

1929 Brough Superior SS100 Moby Dick249 130

October 2011, Stafford, Bonhams


January 2011, Las Vegas, MidAmerica

1934 Brough Superior 996cc SS100197 520




1938 Brough Superior 982cc SS100179 250

September 2008, New Bond St, Bonhams


January 2011, Las Vegas, MidAmerica

CLASSIC BROUGH SUPERIOR AUCTION RATES


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Part IIClassic SS100 close-up

SS101K ALPINESS101K PENDINE

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Part IIIBonneville Records

RETURN TO THE SALTBrough 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 PattersonThis record still stands, set by us in 2011

Class 1350 APS-VF Average Speed 113.668 mphRider: Eric Patterson25.8.2013 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 mphRider: Eric Patterson28.8.2013 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 - Tue Retro Brough


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Brough Superior 750cc Baby Pendine


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Class FIM Mile 750 (World Record) AveragSpeed 101.3285 mph

Rider: Alan Cathcart25.8.2013 97.447 mph

25.8.2013 105.210 mphClass FIM Kilometer 750 (World Record) Average Speed 101.329 mph

Rider: Alan Cathcart25.8.2013 97.447 mph25.8.2013 105.210 mphClass 750 A-PS-VG Average Speed 101.3285 mph

Rider: Alan Cathcart

25.8.2013 97.447 mph25.8.2013 105.210 mphClass AMA 750 A-VF Average Speed 99.78 mph

Rider: Henry Cole25.8.2013 104.298 mph25.8.2013 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

Purchasing, Brough Superior in 2008, we focused, in

taking up where George Brough left off. George realized thevalue of publicity, going to Bonneville, getting a world recordcould be use, to bring the famous mark, Brough Superior backinto production. Failing in 1949 at Bonneville with Noel Pope, heconcentrated on engineering, but never gave up on the idea. In2009 we decided to go to Pebble Beach, Concours dlgance,to show our Motorcycles, where we met Jay Leno. He rode theSS100 Pendine, returning again in 2010 for Jay to ride theDunlop replica SS100.

At Pebble we decided to go to Bonneville in 2011, this weconfirmed in September finding the project manager ex F1 engi-neer Alastair Gibson. It was decided to build a Brough Superior,to compete in the 1350 AGV Class. We were advised it couldtake up to 3 years, to get a title at Bonneville. Planning startedin September, to create the Brough Superior, with rigid rear end,Castle Forks, Jap Engine, and naturally as crown and glory, aBrough Superior petrol tank. The idea was to practice in 2011and go back in 2012 to finish the job. With Jay Lenos supportand the use of the Big Dog Garage, we completed the BroughSuperior and it was taken to the Bonneville Salt Flats. We arrived

a day early to climatise the team and rejet the bike for 4500 ft.Day one, people smiled and commented on what they believe tobe, a no hopers wasting time. On our first run we found ourselves2 miles under the existing AMA record, the comments stopped.Day Two, we found ourselves 2 miles over the record and on thebackwards run, we confirmed Brough Superiors first record atBonnevi l le . I t was a moving moment.

Day Three, overzealous we burnt the clutch out. Having nospare clutch, we had to become resourceful. To one of oursponsors we were delivering a Brough Superior, to be collectedfrom the Salt Flats. We took the clutch from this bike and pre-pared for a new record attempt the following day.

Day four saw us push the record up to a 124.98 mph - thisrecord stands today in 2013. I believe this would have broughta smile to George Broughs face.

In 2012, we started to prepare for Bonneville 2013. We built asecond bike, for the 750 class, to be ridden by Alan Cathcart.With this bike he claimed the 750 FIM record for Kilometer andMile and an AMA record. The second rider, who road to claimanother AMA record, was Henry Cole, Film producer, TV pre-senter and Star.

The 1150, to be ridden by Eric Patterson was completely rebuiltadding the stream lining. The first day on the salt another AMAtitle, the rest of the week was a battle for both bikes, fighting theelements, wind, rain and sodium distortion.Day four, the last day, just before the rainstorm, the last Biketo run of any motorcycles at Bonneville 2013 is the Brough Su-perior, we were able to claim another AMA record, in the 1350classes. Giving Brough Superior a Total of seven records, for theend of the 2013 season. George Brough is still smiling.

Mark Upham


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P t IV


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Part IV

The new SS100 Design


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Part V


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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 alwaysconsidered the Brough Superior SS100 as the best bike ever.Outstanding design passing over trends and years, technicalrefinement appearing in a minimalist simplicity... The epitomeof motorcycles that was always in Thierry Henriettes mind, atthe top of his motorcycle career.

Boxer Design gathers more than 25 years experiencingmotorcycle design and development. Focussed on highperformance and innovation Boxer was already offering smallseries of dream bikes in the early 80s as the rare 1000ccLamborghini (200 units). Solicited by manufacturers, thatnaturally evolved to a more industrial ac tivity, taking intoaccount the industrial constraints as a challenge.

The main design f ie ld is motorcycles but Boxer hasfulf i l led designprojects for cars, motorboats, aircraftindustry, architecture,furniture, and recently following themarket mutation, Boxer has developed EVs projects for majormanufacturers.Since 1999, Boxer design acts as a multi level partneroffering engineering at any step of an industrial project. Boxer

design is organised with designers, engineers and techniciansto provide complete services from preliminary design sketchesto functional prototype realization. All steps could be internallymanaged as: feasibility study, benchmarking, design, sourcing,prototyping, testing, improvement, homologation, pre serialassembly...Trough the Brough Superior project Boxer Design expressedits passion : real motorcycles in a modern way, facing thechallenge 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-Twini D i d i ll b ti ith B D i d


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engine. Designed in collaboration with Boxer Design andAkira, it is achieving the dream of a Brough Superior SS100fitted with a bespoke engine.

Ak ira is a sk il led company invo lved in engine design anddevelopment, dealing with the major manufacturers as well onracing engine development as mass production projects.The facility includes all the needed means from first drawingsto 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 2013world title proving a high level in racing engineering. In closecollaboration with Brough Superior, Akira has brought mecha-nical refinement suitable for such top-positioning bike. Its a 88V-Twin of 997cc with cylinders integrated into a horizontal sealplan semi-dry motor casing. This motor is designed to providegreat sensations through wide engine speed, as a bespokeengine it could provide from 100 to 140 hp depending on ECUsettings following the customer request.

Akira 2014 Moto GP engine featuring pneumatic distribution

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CHASSIS


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Front forkBased on the Fior concept (moto GP engineer in 80s and

90s), this front suspension solution have been chosen byBrough Superior for two reasons, it gives to the new SS100a technical advantages with a perfect matching in its generaldesign.

A Technical advantageThe double triangle fork allows to dissociate braking andsteering to offer a stable but reactive geometry while ridingtrough curves sequences. Well adapted to urban area(important steering angle) it offers precision and comfort forany kind of ride. The hlins mono-shock offers settings inpreload and hydraulics to adapt suspension reactivity to ridinghabits.

A better integrat ion in designRegarding the typical front suspension systems from the 30sth is makes sense, as the famous Cast le fork gave aparticular looking to the classic SS100. The new fork systemis clearly an evocation of that fitting, but without any technicalregression compared to the actual state of art. Due to moderntechnology (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 andprocesses as Aluminium-Magnesium alloy for the fork legsand titanium for the triangles.


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Chassis componentsDue to global design direction, the V-twin engine have been

designed as the main structural chassis component, it makesthe link between the front and rear suspensions systems.To fu l f i l the a im o f l igh tness the o thers s t ruc tu ra lcomponents are mainly made from Titanium trel l is assuspension triangles and the seat structure. This conceptallows a nice and complete vision on the engine with goodresults in both lightness and stiffness.

The swing arm is designed in reference to the classic SS100but with top-level processes such as aluminium-magnesium alloy swing arm and progressive l ink rearsuspension damped by a fully adjustable hlins shock.


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BERINGER 4D CMM AEROTEC BRAKES


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BERINGER 4D CMM AEROTEC BRAKESThe new Brough Superior SS100 has an outstanding brakesystem from Beringer. This high tech 4 discs ceramic brakesystem gathers top level performances and design with betterproportions suiting the SS100 neoclassical design (a nice kindof drum looking) . The main features of the 4 D CMMAEROTEC system: to reduce the gyroscopic effect and theweight 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 irondisc, which allows to the riders to shorten their braking distan-ces significantly. Some comparative tests have shown evidenceof this gain as well as a lower temperature of the discs.

Manoeuvrability Improvement: The gyroscopic inertia of theQuadruple Disc is 3 times less than the inertia of 320 discsand 30% less the inertia of carbon discs: it represents thedecisive advantage of this system. For example, the time spentthrough a chicane or the time necessary to lean on angle ishighly reduced

Weight saving is significant compared to the standard systems 320 mm cast iron discs weight: 1950 g 230 mm quadruple discs weight: 800 gThe 1150 g saved in non-suspended weight improve the grip

of the front Wheel

A much longer working life: tests have shown very little wearof the system which allows to consider a working life equal to afull racing season.

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Engine

Engine type : Four stroke 88 V-twin, DOHC, 4 valvesper cylinder, water and oil cooled

Bore x stroke: 94 mm x 71,8 mmCapacity : 997 ccPower : From 73 kW (100 hp) to 102 kW (140 hp) @ 10 000 rpm, depending on

bespoke settingsTorque: 125 Nm @ 8 000 rpmCompression ratio: 11: 1

Dimensions

Wheelbase: 1 550 mm (61.02)

Chassis

Frame type: Steel and Titanium tubular trellisFront suspension: Fior double wishbone

Ohlins Shock 120 mm (4.72) travelRear 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 composite material, diameter 230 mm (9,05),

2 pistons caliper with special sintered metalpads

Brough Superior SS100 specifications

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