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Since 1919

Table of contents SS100 Studio Part I- Brough Superiror- The History of the Marque Part II- SS100 Classic close-up Part III- Bonneville records Part IV- SS100 Design Part V- SS100 Engineering SS100 Studio SS100 Specifications

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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.

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

A.C. 10/2013

Brough Superior - The Worlds First Superbike

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 motorcycles 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 motorcycles 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 their fingerprints soiling the gleaming finish of these show bikes, the workers had donned white 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 visitor - 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 proprietary, 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 manufacture, allied with benchmark looks and rideability, that Brough Superior rivals could never aspire 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 functional beauty with 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 Superiror. is still driven by passion and innovation turned towards the future. Mark Upham CEO of Brough Superior, a Brough fanatic since 1977, continued the dream of G.B. by

making SS100 again in 2009 when his company acquired 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 in 2013, Brough Superior Motorcycles unveils its new SS100 high performance luxury bike, and this model will only be available in limited numbers. It p r e c e d e s a r a n g e o f e x c l u s i v e s motorcycles, which aims to become the new reference in t e c h n o l o g y, p e r f o r m a n c e a n d d i s t i n c t i o n .

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.

Brough Superior Haydn Road works in Nottingham

The first Brough Superior ever, the 1919 Mark I


Brough Superior - The History of the Marque

Part I

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

The Brough Superior history 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 models never overlapped, Williams humour at the split was not improved when G.B. called his new marque Brough Superior, commenting when the proposal to do so reached his ears that presumably this makes my product the Brough Inferior?! The first Brough Superior prototype was made in 1919, being available for the public in 1921 , and the new

The birth of a legend

marque swiftly built a formidable reputation for itself, based on a winning combination of unrivalled performance dazzling looks, competition success and clever marketing. Apart from the later fourcylinder 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 powered by J.A.P. engines. The lean build and record-breaking performance these embodied, allowed B.S. to knock the American marques 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 success in competition, excelling in every kind of race, sprint, trial and hillclimb, on tarmac,

sand, shale and even ice. At one extreme, in 1927, a Dutch B.S. owner named Sluymers actually climbed an extinct volcano 7500 feet high in Java called Mount Merapi, taking two days to complete the 18-mile climb - using bottom gear all the way! Brough Superior where sold in every continent of the world.

Brough Family Arms


Success in races
By contrast, Brough Superiors 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-successful competitor in trials and sprints aboard his own famous SS80-based machine n icknamed Old Bill - perhaps in a backhanded salute to his father?! - which became the first sidevalver to lap 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 rom his forearms! As well, Brough 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.

J.H. Barr winner of Southport 100 miles race,1931

The Leaping Lena supercharged SS100, 1932


Eric Fernihough at Brooklands SS100 with Blower, 1937

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 bikes 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 modern 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 Brough Superiors bought-in engines, these were modified in detail to Georges exacting requirements.


The first SS100 prototype from 1924


Above and bellow, the G.Bs 1925 SS100 801 Alpine Grand Sport

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 written guarantee that it 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 magnificent JTOR ohv motor employed from 1928 onwards on the SS100, which delivered 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 Alpine Grand Sports, the ultimate street version so named to commemorate G.Bs personal success with the prototype

in the gruelling eight-day Alpine Trial. Equipped with 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 performance, latterly with the option of rear 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 positive-stop foot gearchange, after 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 nobility, like Germanys Archduke Wilhelm of Hapsburg, who raced his Brough successfully and won the Baden Grand Prix on it; and legendary figures such as T.E. Lawrence (of Arabia),

who owned seven Broughs in a row. Speed addict Lawrence was also 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.



It was that kind of motorcycle: Brough f a c t o r y m a n a g e r I k e We b b , a n e x Grenadier guardsman who was Georges right-hand man from firs t 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 bikes. 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 crankshafts and other highp recision parts for the Rolls-Royc e Merlin aero engine built in nearby Derby, which powered the Spitfire fighter. How ironic that the Rolls-Royce of Motorcycles actually ended up building engine c omponents for R-R itself! Between 1946-1949, G.B. investigated resuming motorcycle production, but a shortage of suitable engines - which in any case were only available at prohibitive prices - made him drop the i dea, as well as the plan to resum e manufacture of the Brough Superior luxury car range, which had been built from 1935 onwards with either American straight-six or straight-eight Hudson e ngines, or the V-12 Lincoln moto r. Nevertheless, the company continued to f l ourish postwar, making precision i ndustrial parts for a wide range o f 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. To d a y, B r o u g h S u p e r i o r M o t o r c y c l e respects this heritage scrupulously by proposing alternatives without any c oncessions in term of technical solutions and design. A particular cho i c e of materials and quality components allowing to offer a true bespoke motorcycle as G.B. made in the past. In same goal, the engine and chassis geometry of the new SS100 are particularly studied to provide g r e a t p e r f o r m a n c e s c o m b i n e d w i t h unique handling .

SS100 Two of everything at Earls court show in 1934 (two cylinders, carburators, exhausts, magnetos...etc)

Catalog illustration from 1936



George Brough and Gentelman Dickson with SS100 AGS in Vienna before the 1925 Austrian Alpen Faut.

George Brough at speed, 1925 Alpen Faut



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 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 models in total which, in reference to the Brough Superior Works, they were Georges : - George I - George II - George III 1922 MK1 1000cc JAP SV 1923 SS80 1000cc JAP SV 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 involuntary 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 greatest fun in the world to drive and I say this after twenty years experience of cycles and cars.

T.E. Lawrence
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 activities in his autobiographic 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 such moderate speeds but gain 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

Left and bellow: T.E. Lawrence on his George V 1926 SS100



Colonel T. E. Lawrence and George Brough at Haydn Road



1929 Brough Superior SS100 Oct.22, 2010, Sparkford, HandH Auctions 1926 Brough Superior SS100 Alpine Grand Sports Oct 31, 2012, Battersea, RM Auctions 1934 Brough Superior SS100 Two of Everything April 2012, Stafford, Bonhams 1932 Brough Superior BS4 3-Wheel Austin-engine April 2013, Imperial War Museum, HandH 1929 Brough Superior SS100 Moby Dick October 2011, Stafford, Bonhams 1939 Brough Superior SS100 January 2011, Las Vegas, MidAmerica
SS100 Moby Dick

339 290 333 120 287 440 292 310 249 130 207 360 197 520 187 080 179 250 176 000

1934 Brough Superior 996cc SS100 April 2008, Stafford, Bonhams 1938 Brough Superior SS100 April 2010, Stafford, Bonhams 1938 Brough Superior 982cc SS100 September 2008, New Bond St, Bonhams

Left and bellow the ex George Broughs SS100 801 AGS sold in 2012 for an undisclosed price

1938 Brough Superior SS100 January 2011, Las Vegas, MidAmerica


Classic SS100 close-up

Part II




Bonneville Records

Part III

RETURN TO THE SALT Brough Superior now holds 7 records at Bonneville, two of which are FIM World Records. 49


Brough Superiror 1150cc - Tue Retro Brough

Class 1350-A-VG Rider: Eric Patterson This record still stands, set by us in 2011 Class 1350 APS-VF 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 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%

Average Speed 124.98 mph

Average Speed 113.668 mph

Average Speed 124.345 mph



Brough Superior 750cc Baby Pendine

Class FIM Mile 750 (World Record) Rider: Alan Cathcart 25.8.2013 97.447 mph 25.8.2013 105.210 mph Class FIM Kilometer 750 (World Record) Rider: Alan Cathcart 25.8.2013 97.447 mph 25.8.2013 105.210 mph Class 750 A-PS-VG Rider: Alan Cathcart 25.8.2013 97.447 mph 25.8.2013 105.210 mph Class AMA 750 A-VF Rider: Henry Cole 25.8.2013 104.298 mph 25.8.2013 95.619 mph AveragSpeed 101.3285 mph

Average Speed 101.329 mph

Average Speed 101.3285 mph

Average Speed 99.78 mph


Day Three, overzealous we burnt the clutch out. Having no spare clutch, we had to become resourceful. To one of our sponsors we were delivering a Brough Superior, to 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 a 124.98 mph - this record stands today in 2013. I believe this would have brought a smile to George Broughs face. In 2012, we started to prepare for Bonneville 2013. We built a second bike, for the 750 class, to be ridden by Alan Cathcart. With this bike he claimed the 750 FIM record for Kilometer and Mile and an AMA record. The second rider, who road to claim another AMA record, was Henry Cole, Film producer, TV presenter and Star. The 1150, to be ridden by Eric Patterson was completely rebuilt adding the stream lining. The first day on the salt another AMA title, the rest of the week was a battle for both bikes, fighting the elements, wind, rain and sodium distortion. Day four, the last day, just before the rainstorm, the last Bike to run of any motorcycles at Bonneville 2013 is the Brough Superior, we were able to claim another AMA record, in the 1350 classes. Giving Brough Superior a Total of seven records, for the end of the 2013 season. George Brough is still smiling. Mark Upham

Mark Upham Brough Superior CEO

Purchasing, Brough Superior in 2008, we focused, in taking up where George Brough left off. George realized the value of publicity, going to Bonneville, getting a world record could be use, to bring the famous mark, Brough Superior back into production. Failing in 1949 at Bonneville with Noel Pope, he concentrated on engineering, but never gave up on the idea. In 2009 we decided to go to Pebble Beach, Concours dlgance, to show our Motorcycles, where we met Jay Leno. He rode the SS100 Pendine, returning again in 2010 for Jay to ride the Dunlop replica SS100. At Pebble we decided to go to Bonneville in 2011, this we confirmed in September finding the project manager ex F1 engineer Alastair Gibson. It was decided to build a Brough Superior, to compete in the 1350 AGV Class. We were advised it could take up to 3 years, to get a title at Bonneville. Planning started in September, to create the Brough Superior, with rigid rear end, Castle Forks, Jap Engine, and naturally as crown and glory, a Brough Superior petrol tank. The idea was to practice in 2011 and go back in 2012 to finish the job. With Jay Lenos support and the use of the Big Dog Garage, we completed the Brough Superior 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 to be, a no hopers wasting time. On our first run we found ourselves 2 miles under the existing AMA record, the comments stopped. Day Two, we found ourselves 2 miles over the record and on the backwards run, we confirmed Brough Superiors first record at B onneville. It was a moving mome n t .

Jay Leno at the L.A. Brough Superior Party 2013






Part IV The new SS100 Design













Part V The new SS100 Engineering


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.

Franoise Henriette, materials and style manager

Thierry Henriette, Boxer Design CEO

Boxer Design gathers more than 25 years experiencing motorcycle design and development. Focussed on high 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 main design field is motorcycles but Boxer has fulfilled designprojects for cars, motorboats, aircraft industry, architecture,furniture, and recently following the market mutation, Boxer has developed EVs projects for major manufacturers. Since 1999, Boxer design acts as a multi level 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.








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 mechanical 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










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. Well 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 his makes sense, as the famous C a s t l e f o r k g a v e 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.



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 u l f i l t h e a i m o f l i g h t n e s s t h e o t h e r s s t r u c t u r a l components are mainly made from Titanium trellis 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 with top-level processes such as aluminiummagnesium alloy swing arm and progressive link rear suspension damped by a fully adjustable hlins shock.


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 drum looking). The main features of the 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 distances 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.











Brough Superior SS100 specifications

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

Frame type: Front suspension: Rear suspension: Steel and Titanium tubular trellis Fior double wishbone Ohlins Shock 120 mm (4.72) travel 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: Front rim: Rear rim: Front tyre: Rear tyre: 18 spokes (aluminum) 3.50 x 18 4.25 x 18 120/70 ZR 18 160/60 ZR 18

Wheelbase: Steering angle: Trail: Front wheel: Rear wheel: Dry weight: 1 550 mm (61.02) 24,6 96,7 mm (3.80) 18 18 180 kg (395 lb)