Brough Superior SS 100 MKII 2018 — Specifications

Imagine a jeweler's display case, but instead of rings and necklaces, you would find a motorcycle. That's roughly the effect the SS100 MKII has on anyone who encounters it for the first time. Brough Superior didn't return from the dead to play a cameo role. The brand founded by George Brough in the early 20th century had a reputation carved in granite: machines built with the rigor of a Rolls-Royce, favored by Lawrence of Arabia himself, limited in production and never mediocre. When Mark Upham bought the name in 2008, the pressure was immense. The result, entrusted to the Boxer Design bureau of Thierry Henriette, whose portfolio includes the VB1, the FB Mondial Nuda, and collaborations with Honda and Suzuki, delivers on almost every level.

The engine is a statement of intent. This 88-degree V-twin with a displacement of 997 cm3, developed with Akira, is liquid-cooled, equipped with a double overhead camshaft and four valves per cylinder. In standard configuration, it delivers 100 horsepower at 9,800 rpm and 89.2 Nm of torque at 7,450 rpm, which remain measured figures for a twin cylinder of this displacement. Ducati long outperformed it with the 999. But an optional track map boosts power to 130 horsepower from 8,000 rpm and increases torque beyond 120 Nm. The SS100 doesn't seek to dominate the superbike rankings; it caters to a buyer for whom performance is one argument among others, far from being the only one. An important nuance. The only technical criticism one can make is regarding the cooling hoses, which are too visible among parts machined from solid with watchmaking precision.

The chassis deserves as much attention as the mechanics. The tubular titanium frame, reduced to its bare geometric minimum thanks to the structural role of the engine, almost disappears behind the mechanics it frames. Weighing 186 kg dry with such a noble material is not insignificant. The front suspension adopts a Fior geometry, with a magnesium-aluminum double triangle that ensures guidance independently of the damping, an Öhlins installed at the center of the steering column. This kinematics limits the nose-diving effect during braking, a concrete advantage beyond aesthetics. The rear swingarm, reinforced at the top and bottom, receives the same Öhlins treatment. The tires are fitted to 18-inch rims, in 120/70 at the front and 160/60 at the rear, a choice that anchors the motorcycle in an assumed dimensional tradition. For braking, Brough abandoned Brembo in favor of Beringer and its 4D system, with small 230 mm discs equipped with four-piston calipers and three pads. Reduced gyroscopic inertia and contained weight are the arguments put forward. The visual result vaguely recalls the drums of the era, which is probably not a coincidence.

Three hundred units, three finishes. The Traditional version combines black, gold, and silver in a balance close to the original spirit. The Full Black pushes the monochrome to obsession, allowing only the metal straps of the tank to escape. The Titanium exposes the bare chassis, unpainted, with polished rims and an anthracite treatment on the bodywork elements. Each is consistent, each defends a precise aesthetic point of view. At €63,395, the SS100 MKII does not target the Sunday rider or the track rider in search of lap times. It caters to the demanding collector, to those who know the difference between a motorcycle and a rolling heritage object, and who accept to pay for that distinction at a high price. In this narrow segment where Avinton is the only comparable French reference, Brough Superior proves that the resurrection of a legendary name can be more than a marketing operation. The announced top speed of 200 km/h is here just one figure among others. What matters is what the machine tells you when it’s stopped.