The Michael ("Mick") Brough Collection, 1935 Brough Superior 982cc SS80

Gearbox no. (inner and outer) 13006 (central casing marked: EIV30F and B455A)

"In producing Brough Superior machines the maker's object is to provide motor cycling of as luxurious a character as possible, which means that comfort is not to be sacrificed for the sake of performance, but both these qualities must be present to the highest possible degree. Behind the production of the new SS80 there is an additional object, and that is to provide a machine completely equipped and possessing all the Brough Superior characteristics but selling at a comparatively low price." – The Motor Cycle, 1st August 1935.

This quotation comes from The Motor Cycle magazine's August 1935 road test of the very machine offered here, 'BTO 42'. It is the lowest engine-numbered Matchless-powered SS80 production model, excluding prototype and pre-production examples.

Brough had entered the 1930s with an entirely JAP-powered range and then, after a brief absence, the SS80 reappeared in 1935 as the SS80 Special, this time with an engine built by Associated Motor Cycles. Although broadly similar to that of the Matchless Model X, the 982cc sidevalve v-twin incorporated Brough's preferred 'knife-and-fork' big-end bearing arrangement instead of the side-by-side connecting rods of the Matchless. By now recast in the mould of luxury tourer or sidecar tug, the SS80 continued to use the AMC engine until production ceased in 1939, by which time 460 of Matchless-engined type had been built, of which some 300-or-so survive.

Although The Motor Cycle's road test (copy on file) of the SS80 (which was attached to a sidecar at the time) clearly shows the registration mark 'BTO 42', The Brough Superior Club Registrar advises that this should not be taken as conclusive proof of identity, as Brough often fitted whatever plates were to hand at the works at a given time! Nevertheless, the engine number '4070' is the lowest in the normal production series and although deliveries of the new SS80 commenced in July 1935, this particular machine was not despatched until 2nd November, which would appear to confirm its retention by the factory (see Brough Club correspondence and copy works record card on file).

One of its previous owners acquired the machine, which had been dismantled, in March 1998. 'BTO 42' came with a logbook, confirming that the frame and engine numbers matched, while the factory records later confirmed that the gearbox (B455A) too was original. Missing components included the front and rear hub internals; speedometer drive; headlamp; front fork suspension links; front wheel; carburettor; and assorted minor parts.

Restoration commenced with the commissioning of a new fuel tank from Ernie Rowe. This was made to the same pattern as the tank shown in the road test article (with two hinged filler caps) the one that had come with the machine being incorrect. The engine was rebuilt by Ken de Groome and the gearbox overhauled by Dave Clarke, who also provided a suitable carburettor, while the magneto and dynamo were sent away for reconditioning. Spraymaster in Bournemouth were entrusted with all repainting, including the fuel tank. Dave Clarke later supplied a Brough front hub, while the brake assembly that had come with the machine, although incorrect, was modified to the correct specification. Although 'BTO 42' had been road tested in 1935 attached to a Brough Cruiser 'chair', the works record card makes no mention of a sidecar and neither does the accompanying old-style logbook (issued 1959). When offered for sale as a dismantled project by Bonhams in 2008, we said: "As yet unfinished but with most of the hard work already completed, this historic Brough Superior SS80 is offered with the aforementioned documentation, sundry restoration invoices and copy/original V5 registration documents."

Michael Brough acquired the SS80 in February 2009 from a Mr Darroch of Birmingham, who had purchased it from Philip Stephen Gibbs of Halesowen in March 1998. Mr Gibbs appears to have in turn acquired the machine from an Edward Stanley Smith of Bromsgrove in February 1998. Three earlier owners are listed in the 1949 continuation logbook on file

September 2024 correspondence between Michael Brough and the BSOC gives a detailed report of Michael's restoration:

"Dear Mike I have been meaning to write to you on the subject of my SS80 BTO 42. As you may know BTO 42 was previously owned by Mr Darroch who owned the bike for a number of years and carried out work. The positive work was items that he farmed out especially the engine that he got completely rebuilt by Ken de Groome who did an excellent job and Ernie Rowe who made the tank. Initially I tried a number of people with Mike Smiths advice to restore the bike as I was busy working at the time but they all proved unsuitable so Mike agreed to help restore the bike to help a basic standard on the understanding I would complete the finishing and build up components.

The first major problem was that it appeared the frame had been involved in a front end impact (more on this later) at some point and the top tube and front tube were slightly bent. This was not initially evident as the frame had been very nicely enamelled and the eye was drawn to the condition not the fault. Mike and I sat and looked at the frame and noticed it immediately from a distance and measurements confirmed the same. The oil tank was also missing a boss so we agreed that Dave Clark was probably the best person to tackle both jobs. Dave removed the headstock and both tubes and noticed that the original wire locating pins used at the works to hold lugs and tubes in place were sitting in the bottom of the frame so he reused them, when all was straightened, to braze back the lugs. The oil tank was interesting as it was immaculately painted but Dave had to open it up to put in a new boss for the oil way. On opening it up he noticed that there was half an inch of crud lying at the bottom that had it gone on the bike would probably have circulated round destroying the oil pump and engine!! Mike slowly over 10 years in his spare time put back together the main elements of the bike with the help of a local machinist and I supplied any parts not available in the Club spares. What I did note in the files that the general consensus was that the bike had been put together by the works in 1939 using a later frame albeit numbered correctly as the first Matchless frame and engine. However Mike pointed out that the frame does not have any lugs for a battery holder at the rear which a late bike would have had. Also noted was the lack of any locating holes for the 'D' Tube which tidy the cables. Mike confirmed the frame was an early one without the rear battery carrier lug. Also from the files I could see hat BTO 42 had been used for the August 1935 edition of The Motorcycle and I contacted Morton Media who got the original photos out of the archive and printed them for me. I have had these enlarged printed and framed which is interesting as you can see the cobbles and background of what I assume is the works. The valve covers are the large covers only used in 1935 and obviously BTO 42 retains its correctly numbered Sturmey Archer gearbox as well as a numbered stand and one footpeg. Last year I got a call out of the blue from an 81 year old Keith Little who's opening line was 'I crashed your Brough into a brick wall'. His name is the last listed on the original RF60 buff logbook and apparently he purchased the bike in 1966 when he was 21. He said he had had a Bantam prior to this and was not experienced enough to handle the power and lost control of the bike hitting a brick wall head on completely wrecking the forks and destroying the front wheel and this must have been when the frame was bent. Ian said he sold BTO 42 to a motorcycle dealer in Halesowen from whom he bought another Bantam off, which he promptly seized after 2 weeks riding it in the style he had done on his Brough. On inquiring what the chap had done with BTO he said he had stripped the bike down to bits and Keith never saw it again. Coincidentally, Ian Darroch bought the bike off a chap from Halesowen who claimed he had owned it since the late 1960's as a crated box of bits. I have not managed to reunite Keith with BTO 42 as of yet but he came to The Banbury Run this year which I could not make but Keith had a good chat to Howard who explained my current predicament. Keith rode to the Banbury run on his current BMW R65 and he reports he has never hit a wall since. Another name on the RF60 as the original owner is a Ron Storey Holder which sounds familiar to me but perhaps that is because I am thinking of Ron Storey. I hope the story is of interest and adds to the history of BTO 42."

The machine is offered with an extensive history file containing the following:

• V5C Registration Certificate
• 1990s 'as found' and restoration images
• BSOC correspondence
• 1939 reproduction Brough range brochure
• 1998 final £4,500 payment (received by Gibbs)
• 1999 list of works
• 2009 British Only Austria mudguard invoice
• 2009 BSOC parts invoice
• Continuation logbook (1949)
• Edward Stanley Smith: photocopy old V5
• Invoices
• Old V5 copies: Darroch and Gibbs
• Photocopy old V5C
• Previous owner's account of finding the machine
• Previous owner's breakdown of purchase and restoration
• Starting Instructions for a 1937 Matchless SS80
• The Motor Cycle, 1st August 1935, Featuring BTO 42
• Works Record Card (photocopy)

Sympathetically rebuilt following its acquisition, this SS80 was reported to run well and was last started in early July 2026. The odometer shows 286 miles, which is believed to be the distance covered since the rebuild. Following a period of inactivity, this motorcycle will require recommissioning and/or restoration to a greater or lesser extent before returning to the road and thus is sold strictly as viewed. Prospective purchasers should satisfy themselves with regard to this motorcycle's completeness, history, authenticity, originality and mechanical condition prior to bidding.

As the believed first production Brough Superior SS80 fitted with a Matchless engine, this highly significant 1935 example represents a rare opportunity to acquire a landmark machine in Brough Superior history. Combining fantastic provenance, a high degree of originality, well-documented ownership history, and sympathetic restoration, it stands as an important and highly collectible example of the marque.
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