Showing posts with label Brough Superior. Show all posts
Showing posts with label Brough Superior. Show all posts

Wednesday, July 6, 2011

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Simon Mills: A V-Twin obsession "Part Two"

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-The Beach Racers


As i got older I discovered the old beach racers of the world, land speed records etc, Pendine in Wales and many other Southport Liverpool, those amazing big V twins, raced to hell on the beach, I dreamt of Broughs SS100, of course the longer I dreamt the more expensive they became, SS80's were just about affordable but not hugely inspiring although practical motorcycles for me, even there conflict arose as for much less money a similar performance machine such as an Indian or Harley WLA was available and up for stripping and racerising.

My old Mate Fiddy from Davida who I've been close to for years turned up at our house by the sea so that we could take some photos of Archeys beautiful Brough SS100, I was blown away, what a machine, totally unaffordable, many options where looked at, replicas, Sportster specials etc, then a friend told me of a gentleman rebuilding a Rapide from an old bike in pieces which had been gathered from many places, we spoke and I mentioned I wanted to build a stripped down racer style lightweight bike, he agreed to re-direct the project and focus more on less and function rather than pure originality.....






Archeys Brough in the Garden
Fiddy and Archeys Brough

The

Vincent C'est plus rapide, called NEMO at his builder, slightly stripped down from standard, black shadow spec, no electrics, maybe 25kg lighter than standard




Thanks to Gary Inman

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Thursday, December 2, 2010

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Under Sully Bridge

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Last month, on a working day morning and at rush hour effervescence, we had an appointment for a secret photo shooting.
Nick Clements and Mark Upham were waiting for us along the Seine river quays, where life seems like time stands still, five meters below cars traffic level, the roar above our heads seemed a murmur to us.

The machines were there, for real, for our eyes only... Four Brough-Superiors, set on the cobblestones by Mark and his team :

A wonderful antic SS100, a mutant monster: The Basil 1300cc, restored by Cris Williams, a racing machine usually coupled with a side-car for races whose frame is reinforced to hold the incredible power of the methanol fed engine.








Mark Upham brand enthusiast for a long time now, bought the name and relaunched a confidential production of machines based on SS100 1925 model, Jap 1000cc engine powered.

At that time, as it can be seen on the video (below), the rockers were still outside, lost oil lubrification was ensured by a semi automatic Pilgrim pump whose flow was adjusted manually.



Various versions can be found, that's how among the two others motorbikes there. There's the replica of Lawrence of Arabia 1925 Brough Superior, with its perfectly rebuilt wax cotton baggages, its little wind screen.... Mark went so far in the details that he reproduced the stick with a silver knob hung on the fork just like Lawrence would have done.






The last one is the SS100 "Pendine" replica named after the famous welsh city Pendine beach races of those days.

Georges Brough, himself rode the Pendine, the original model is now in Brooklands museum.



Thanks to the same Pendine hard sands, Sir Malcolm Campbell broke the world speed record in 1935 driving "Bluebird" at a speed of 484 Km/h.




We'll have to wait for issue number #5 of "Men's file" (July 2011) to discover Nick Clements' photographies.

I insist on thanking Mark Upham and Nick Clements for such a special moment.



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Thursday, September 9, 2010

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George Brough’s Genius: The Brough Superior Motorcycle

 

Can you imagine a time and place in history, where vehicles on the roadways are restricted by law to have a three man crew: a helmsman, a stoker and someone to walk 60 feet ahead with a red flagThis is what the engine builders and designers of the late 19th century in Great Briton were shackled with.  The law was known as Locomotives on Highways Act of 1865. 

The Locomotive Act 1865 (Red Flag Act)
  • Set speed limits of 4 mph (6 km/h) in the country and 2 mph (3 km/h) in towns.
  • Stipulated that self-propelled vehicles should be accompanied by a crew of three: the driver, a stoker and a man with a red flag walking 60 yards (55 m) ahead of each vehicle. The man with a red flag or lantern enforced a walking pace, and warned horse riders and horse drawn traffic of the approach of a self propelled machine.
Those were the restrictions George Brough’s father, (William Brough) was shackled to until George was six years old in 1896.  William Brough, started his business by building a car  in 1899 using a Dion engine. He then put together a motorized tricycle and finally a motorcycle in 1902. His motorcycles sported a flat twin engine and his bikes were a success in sprints and hill climbs of the day.  He began making production motorcycles in 1908. George and William (sons) were partners with their dad in the begining.

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By 1919, George had become an accomplished sprinter and hill climber. Through his experiences in the field, he had ideas of improving the Brough Motorcycle, but his Dad; William argued with George over the ideas and refused to implement them into their machines.  Angered by his father’s refusal, George left his father’s business and opened a shop in the same city (Nottingham.)  George added Ike Webb to his team as “works manager”.  The two of them labored over their first bike design through late 1920 when they unveiled their bike at the Olympia Motor Exhibition in London.  The V-Twin held the interest of the public and production began in 1921.  It had a 986cc ohv J.A.P.  V-twin engine, three-speed Sturmey-Archer gearbox and a magneto supplied by ML Syndicate. The frame came with W. Montgomery and Company forks, and the fuel was delivered by an Amac carburetor.  As an alternative the customer was offered the Swiss 733CC IOE MAG V-Twin engine OR he could order the larger MAG 993CC.  If these engines weren’t large enough for the customers’ needs, George would offer a 999CC Bar and Stround V-Twin sleeve-valve engine!  To help you garner an inkling of George’s attention to detail and precision; each and every nut and bolt were manufactured on site.  Everything was crafted with precision and care. From the gas tank to the frame mounts, everything was hand crafted.   

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In 1922, George took his SS80 to Brooklands, where he achieved an unofficial speed of 100 MPH lap.  This led to many new orders and in 1923 he released the SS80 SV model to the public. He won a five lap “experts” and a scratch race which is the race they timed him @ 100MPH.  Unfortunately for him, during this race his front tire began chattering causing both him and the bike to slide down the track. Because he didn’t complete the return run, his time could not be “official”.  But the one run up told the tale, this bike could scream 100 MPH, any day of the week.


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In 1925 Brough introduced the SS100. This bike was developed in response to Le Vack’s Val Page-designed 8/45 ohv engine. This baby held the world record of 119.05 MPH, and George made sure the engine did this while wearing the Brough Superior designed gas tank. It didn’t matter the rest of the machine was a hodge podge of different parts. With the gas tank sporting his name, he was able to use the moment to his advantage in advertising and image.  With the Pendine SS100 design, George had realized his dream of speed and safe handling ability. He now guaranteed his Pendine SS100 model bike to exceed 110 miles an hour.  The Brough Factory also assured the engine had been test ridden at this speed as well! We all know they won’t do that much today!


This one has two magnetos and two carburettors: 


Bruce Bairnsfather's "Old Bill"
OLD BILL CARTOON CHARACTER

The SS100 was a racer whose frames were so light they had to be strengthened by adding struts from just forward of the crankcase back to the rear spindle. Without this further reinforcement, the bike would buckle in the middle when the wick was pulled back hard and the drive train pulled it’s torque through the rear wheel.  The engine was a side valve 1000, developed by JAP.  This was JAP’s answer and record holder for breaking the 100MPH.  George fine tuned the engine beyond what JAP knew, and developed a fine light weight racer. This engine’s bottom end ha the guts of a side valve and the top end REVS of an ohv. George named all his racers, this one was no exception. He called it “Old Bill” after Bruce Bairmsfather’s cartoon from World War I which featured a character named “Old Bill”.

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1925 SS100 Pendine racer, guaranteed to have been tested at 110mph before delivery.

It’s been reported Brough’s built a trike in 1932. It was powered by a four-cylinder heavily modified 796CC Austin Seven automobile engine. It’s said to have been shaft driven and was intended for a sidecar to be attached.  I’ve been looking around the internet for a photo of the trike, I believe this is it. 


Broughs last ride...
This picture is of George, riding against doctor's orders some time around 1968 or 69. George died in 1969.


Broughs produced motorcycles for 21 years.  Most sources cite his factory produced 19 different models and 3,048 units rolled from his factory during those years.  Each bike was assembled twice. The first time was to “fit” all the apparatus and engine to the frame, then the bike was torn down and parts were sent to the paint shed or to the plater.  When the paint was dry and the plating back and polished, all parts were reassembled for the final time.  

This one has two magnetos and two carburettors:



Broughs’ was credited with innovations like crash bars, twin headlamps and he designed a way to prop the bike in an upright position. Something that I can’t believe wasn’t on any previous motorcycles.  Can you imagine getting off your motorcycle and walking it up to a building so you can lean it against the wall to hold it up while you went inside and conducted your business?  It had to be a real pain in the butt.  I’ve tried propping my Sportster up like that once when my jiffy stand fell off.  Uh uh…I just didn’t trust that set up at all!

When the Midland Editor of  “The Motorcycle”  test rode the SS80, he was so impressed with its ride and precision build that he suggested it was “The Rolls Royce of Motorcycles.”  George picked up on this statement and ran with it in advertising his bikes.  It said more about his motorcycles than a thousand words ever could.  

I’ve read reports that say George Brough didn’t build motorcycles for the general public. He designed and built motorcycles to suit his taste; his sensibility of how a bike should feel and handle.  He cared not a whit for what was the going fad of the day in motorcycles. He only cared about what he could do to improve the bike he rode in sprints and hill climbs. What could he do to the motorcycle to improve stability at high speed, in turns and over unusual terrain? He then advertised these qualities about the bikes he built and sold the copies to riders who understood the complexities of the design improvements to enhance speed and safety.

In 1927, 1928, 1931 and once more in 1938, George built and sent to shows what some people call his “Fabulous Fours.” These were commercial failures costing him huge sums of money. The first was an in-line V. George then decided to work with a straight four, and lastly he built the twin rear wheeled, shaft driven Austin engine. The Austin had a production count of 10.  The last four cylinder engine George put in a motorcycle was a H O four:  another failure.  There are people who knew and worked with Brough who report George as having a recurring dream of the ultimate motorcycle.  He purportedly believed in order to reach finality in design and to help the general public readily accept the motorcycle:  it had to be four cylinders, maybe it should be shaft driven and have the silence and “refinement” of an automobile.  Good lord, aren’t you as a modern day biker happy as shit that isn’t how it worked out?  I am.

The most long lived and expensive bike built by Brough Superior is “The Dream”.  For this build, George brought in designer H.J. Hatch, formerly a Blackburne designer.  This motorcycle was the quintessential Rolls Royce of all motorcycles.  It was paired with flat twins mounted one atop the other with their cranks geared together. It design should have left it without vibration, and it’s “over-square” dimensions made it quite compact. It was estimated to put this design on the market it would cost between 80,000 to a 100,000. Pounds!  This was in an early World War II economy.  To help finance his dream the firm expanded by taking on war work.  Unfortunately this also meant forfeiting a prosperous precision engineering business.  The idea was SNAFU’ed with a final blow by the British government.  The materials to build this luxury motorcycle could only be gained by a promise of “export performance”.  I guess Great Briton, (like America) was rationing their materials by this time of the war.  George could see the days of the great expensive luxury motorcycles were coming to an end.  


Broughs riding "Old Bill"

The gentleman who bought George Brough’s motorcycle “Old Bill”, says that after it had served many years on the road, it was quite beat up and tired.  He spent many years and long hours trying to live up to the standards of George Brough.  Once the bike had been fully restored, he respectfully contacted George and asked him if he would like to come and give “Old Bill” a ride?  36 years after George had last seen "Old Bill" he is able to jump on the bike and and "Blast off in the manner it was born...no hesitant trial runs...WHAM just like that-leaving a cloud of dust and the reek of "R"

The gentleman also included this excerpt from a thank you letter from the elderly and retired George



" I thoroughly enjoyed my reunion with my dear old pal, "Old Bill ".............
the kick in the pants which you get when you turn up the wick was there as of yore."



Tuesday, June 16, 2009

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Thomas Edward Lawrence

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Its hard to know exactely what to think about him. This guy was crasy, he was rad and smart but he was at the same time mad and racist in a word he was Ambiguous.
F



Seven Pillars of Wisdom

Lieutenant Colonel Thomas Edward Lawrence CB, DSO (16 August 1888 – 19 May 1935), known professionally as T. E. Lawrence, was a British soldier renowned especially for his liaison role during the Arab Revolt of 1916–18. His vivid writings, along with the extraordinary breadth and variety of his activities and associations, have made him the object of fascination throughout the world as Lawrence of Arabia, a title popularised by the 1962 film Lawrence of Arabia based on his life.
Lawrence's public image was due in part to American journalist Lowell Thomas's sensationalised reportage of the Revolt, as well as to Lawrence's autobiographical account, Seven Pillars of Wisdom.





Lawrence was born at Gorphwysfa in Tremadog, Caernarfonshire (now Gwynedd), Wales. His Anglo-Irish father, Sir Thomas Robert Tighe Chapman, who in 1914 inherited the title of seventh Baronet of Westmeath in Ireland, had abandoned his wife Edith for his daughters' governess Sarah Junner (born illegitimately of a father named Lawrence, and who styled herself 'Miss Lawrence' in the Chapman household). The couple did not marry.
Thomas Chapman and Sarah Junner had five illegitimate sons, of whom Thomas Edward was the second eldest. The family lived at 2 Polstead Road (now marked with a blue plaque) in Oxford, under the names of Mr. and Mrs. Lawrence. Thomas Edward (known in the family as "Ned") attended the City of Oxford High School for Boys, where one of the four houses was later named "Lawrence" in his honour; the school closed in 1966. As a schoolboy, one of his favourite pastimes was to cycle to country churches and make brass rubbings. Lawrence and one of his brothers became commissioned officers in the Church Lads' Brigade at St Aldate's Church.







Lawrence claimed that in about 1905, he ran away from home and served for a few weeks as a boy soldier with the Royal Garrison Artillery at St Mawes Castle in Cornwall, from which he was bought out. No evidence of this can be found in army records.
From 1907 Lawrence was educated at Jesus College, Oxford. During the summers of 1907 and 1908, he toured France by bicycle, collecting photographs, drawings and measurements of castles dating from the medieval period. In the summer of 1909, he set out alone on a three-month walking tour of crusader castles in Syria, during which he travelled 1,000 miles on foot. Lawrence graduated with First Class Honours after submitting a thesis entitled The influence of the Crusades on European Military Architecture – to the end of the 12th century based on his own field research in France, notably in Châlus, and the Middle East.



On completing his degree in 1910, Lawrence commenced postgraduate research in medieval pottery with a Senior Demy at Magdalen College, Oxford, which he abandoned after he was offered the opportunity to become a practicing archaeologist in the Middle East. In December 1910 he sailed for Beirut, and on arrival went to Jbail (Byblos), where he studied Arabic. He then went to work on the excavations at Carchemish, near Jerablus in northern Syria, where he worked under D. G. Hogarth and R. Campbell-Thompson of the British Museum. He would later state that everything that he had accomplished, he owed to Hogarth. As the site lay close to the Turkish border, near an important crossing on the Baghdad Railway, knowledge gathered there was of considerable importance for military intelligence. While excavating ancient Mesopotamian sites, Lawrence met Gertrude Bell, who was to influence him during his time in the Middle East.
In late 1911, Lawrence returned to England for a brief stay. By November he was en route to Beirut for a second season at Carchemish, where he was to work with Leonard Woolley. Prior to resuming work there, however, he briefly worked with William Flinders Petrie at Kafr Ammar in Egypt.




Lawrence continued making trips to the Middle East as a field archaeologist until the outbreak of World War I. In January 1914, Woolley and Lawrence were co-opted by the British military as an archaeological smokescreen for a British military survey of the Negev Desert. They were funded by the Palestine Exploration Fund to search for an area referred to in the Bible as the "Wilderness of Zin"; along the way, they undertook an archaeological survey of the Negev Desert. The Negev was of strategic importance, as it would have to be crossed by any Ottoman army attacking Egypt in the event of war. Woolley and Lawrence subsequently published a report of the expedition's archaeological findings, but a more important result was an updated mapping of the area, with special attention to features of military relevance such as water sources. Lawrence also visited Aqaba and Petra.
From March to May 1914, Lawrence worked again at Carchemish. Following the outbreak of hostilities in August 1914, on the advice of S. F. Newcombe, Lawrence did not immediately enlist in the British Army; He held back until October, when he was commissioned on the General List.



Arab revolt
At the outbreak of World War I Lawrence was a university post-graduate researcher who had for years travelled extensively within the Ottoman Empire provinces of the Levant (Transjordan and Palestine) and Mesopotamia (Syria and Iraq) under his own name. As such he became known to the Turkish Interior Ministry authorities and their German technical advisors. Lawrence came into contact with the Ottoman-German technical advisers, travelling over the German-designed, -built and -financed railways during the course of his researches.

Even if Lawrence had not volunteered, the British would probably have recruited him for his first-hand knowledge of Syria, the Levant, and Mesopotamia. He was eventually posted to Cairo on the Intelligence Staff of the GOC Middle East.
Contrary to later myth, it was neither Lawrence nor the Army that conceived a campaign of internal insurgency against the Ottoman Empire in the Middle East, but rather the Arab Bureau of Britain's Foreign Office. The Arab Bureau had long felt it likely that a campaign instigated and financed by outside powers, supporting the breakaway-minded tribes and regional challengers to the Turkish government's centralised rule of their empire, would pay great dividends in the diversion of effort that would be needed to meet such a challenge. The Arab Bureau was the first to recognise what is today called the "asymmetry" of such conflict. The Ottoman authorities would have to devote from a hundred to a thousand times the resources to contain the threat of such an internal rebellion compared to the Allies' cost of sponsoring it.



At that point in the Foreign Office’s thinking they were not considering the region as candidate territories for incorporation in the British Empire, but only as an extension of the range of British Imperial influence, and the weakening and destruction of a German ally, the Ottoman Empire.
During the war, Lawrence fought with Arab irregular troops under the command of Emir Faisal, a son of Sherif Hussein of Mecca, in extended guerrilla operations against the armed forces of the Ottoman Empire. He persuaded the Arabs not to make a frontal assault on the Ottoman stronghold in Medina but allowed the Turkish army to tie up troops in the city garrison. The Arabs were then free to direct most of their attention to the Turks' weak point, the Hejaz railway that supplied the garrison. This vastly expanded the battlefield and tied up even more Ottoman troops, who were then forced to protect the railway and repair the constant damage.



In 1917, Lawrence arranged a joint action with the Arab irregulars and forces under Auda Abu Tayi (until then in the employ of the Ottomans) against the strategically located port city of Aqaba and was promoted to major in the same year. Aqaba was heavily defended on the seaside but lightly defended in the rear, because the desert was considered uncrossable. On 6 July, after a surprise overland attack, Aqaba fell to Arab forces. The following year, Lawrence was involved in the capture of Damascus in the final weeks of the war and was promoted to lieutenant-colonel in 1918. In newly liberated Damascus – which he had envisioned as the capital of an Arab state – Lawrence was instrumental in establishing a provisional Arab government under Faisal. Faisal's rule as king, however, came to an abrupt end in 1920, after the battle of Maysaloun, when the French Forces of General Gouraud under the command of General Mariano Goybet, entered Damascus, breaking Lawrence's dream of an independent Arabia.



As was his habit when travelling before the war, Lawrence adopted many local customs and traditions (many photographs show him in the desert wearing white Arab garb and riding camels), and he soon became a confidant of Prince Faisal.
During the closing years of the war he sought, with mixed success, to convince his superiors in the British government that Arab independence was in their interests.



In 1918 he co-operated with war correspondent Lowell Thomas for a short period. During this time Thomas and his cameraman Harry Chase shot much film and many photographs, which Thomas used in a highly lucrative film that toured the world after the war.
Lawrence was made a Companion of the Order of the Bath and awarded the Distinguished Service Order and the French Légion d'Honneur, though in October 1918 he refused to be made a Knight Commander of the British Empire.



At the age of 46, a few weeks after leaving the service, Lawrence was fatally injured in a motorbike accident on a Brough Superior SS100 in Dorset, close to his cottage, Clouds Hill, near Wareham. Situated in East Street, Wareham Town Museum has an interesting section on T. E. Lawrence. A dip in the road obstructed his view of two boys on their bicycles; he swerved to avoid them, lost control and was thrown over the handlebars of his motorcycle. He died six days later. The spot is marked by a small memorial at the side of the road. The circumstances of Lawrence's death had far reaching consequences. One of the doctors attending him was the neurosurgeon Hugh Cairns. He was profoundly affected by the incident and consequently began a long study of what he saw as the unnecessary loss of life by motorcycle dispatch riders through head injuries and his research led to the use of crash helmets by both military and civilian motorcyclists. As a consequence of treating Lawrence, Sir Hugh Cairns would ultimately save the lives of many motorcyclists.



Some sources mistakenly claim that Lawrence was buried in St Paul's Cathedral; in reality, only a bust of him was placed in the crypt. His final resting place is the Dorset village of Moreton. Moreton Estate, which borders Bovington Camp, was owned by family cousins, the Frampton family. Lawrence had rented and subsequently purchased Clouds Hill from the Framptons. He had been a frequent visitor to their home, Okers Wood House, and had for many years corresponded with Louisa Frampton.
On Lawrence's death, his mother wrote to the Framptons asking whether there was space for him in their family plot at Moreton Church. At his funeral there T. E. Lawrence's coffin was transported on the Frampton estate's bier; mourners included Winston and Clementine Churchill and Lawrence's youngest brother, Arnold. The famous stone effigy of Lawrence by Eric Kennington can be seen in the Saxon church of St Martin, Wareham.