Brief History of Brough Superior:

George Brough, Famous manufacturer of motorcycle history, had been building motorcycles for over 10 years when it was suggested he should produce a car.

In May 1935 Brough Superior announced the first of their production cars, which was built using the American Hudson Terraplane chassis and utilising the Hudson 8 cylinder, 4.2 litre, and 28.8HP engine.

The Drop Head Coupe body which was built by coachbuilder W C Atcherley of Birmingham was different to the Hudson and Railton cars, in that it has a heart-shaped radiator, unusual cooling vents along the bonnet, a scuttle which is unusually flat, bold chrome flashes along the top of the doors bearing the BS signature and long sweeping wing lines with a hood that folds down neatly.

The design was striking for the 1930’s, leaving many surprised that so few were ever built. No figures are available but there are around 13 of these cars left in existence and probably no more than 30 ever produced.

In 1936, for reasons unknown, the 8 cylinder engine became unavailable and Haydn Works in Nottingham announced the arrival of the 6 cylinder, 3.5 litre, DHC. Similar in shape and appearance to the 8 cylinder just leaving the bonnet a little shorter and setting the radiator slightly further back. The vents were missing from the scuttle and rear of the bonnet. Figures show that 50 of these cars were produced up until 1939.

On the breakout of war, the Brough Superior factory was used to produce munitions and George Brough’s very own car, WH 7238, was utilised to carry parts at high speed between factories. Sadly, no attempt was ever made to produce Brough Superior cars or motorcycles after the war.

History of our Car

Built in 1935 and believed to be one of the first 5 ever built, this is one of the rare and Beautiful Straight 8 cylinder, 28.8HP DHC Models.

            Owned by the family for nearly 50 years, this car has been rebuilt to its former glory by Ian Johns who resides in Cornwall.

            The following article was written by the present owner, after he collected the car in 1960.         

 My car is a Brough Superior, 1935 D.H.C 28.8HP registration number BYN 486. The car was owned before me by W/Cmdr R.S Sikes of Iver, Bucks and of Porthcurnick, Portscatho, Cornwall. He bought the damaged car in 1936/37 from an Assurance Company, the previous owner being an Oxford Undergraduate, who crashed the car on the Oxford Bypass, ran down a bank through a fence into a field and turned upside down. I have seen the photos, which Mr Sikes has of the car being towed out, very much bent, the owner being fined £25.

 Mr Sikes had the coachwork rebuilt and a front spring hanger replaced and ran the car until 1943, when petrol became scarce. Whilst on leave from the RAF he removed the 8 cylinder engine and replaced it with a 6 cylinder 16.9 HP which the Reverend A Morgan Derham now has. The 8 cylinder engine was placed in Mr Sikes’ barn at Iver, where it remained until 1961. This engine change also meant changing to 6 volt electrics. Mr Sikes also put in a wind tunnel arrangement to scoop in the air, also found the axle ratio high, so he replaced it with 16.9 crown wheel and pinion.

            I can remember riding in the car when only a small boy and always helped Mr Sikes to load a trailer with things to take up to Iver. He ran the car until 1950, then it also went into the barn, with the original engine where it stayed until Mr Sikes sold the main house, then it had to go outside under a tarpaulin. I will also add here that the chassis had also been straightened after the accident by Blaker’s Ltd of London, as it was also found slightly bent.

            I became interested in the car in September 1960, so I asked what sort of state it was in.  Mr Sikes assured me that with a bit of “fiddling” here and there, it would still go, but a lot of work would be required to put her back to original condition.  He had to move the car and also the engine from the barn, so told me that the next time he went to Iver, he would see if the engine would start.  I awaited his return, when he told me he had started the engine and as far as he could see it would motor down under its own power.  It was agreed that I rode up to Iver with Mr Sikes on an occasion to bring the car down to Cornwall.

            It was in September 1960, on a Thursday afternoon when we set off for Iver, arriving about 9pm, the first thing to do was to go around the back of the house where the Brough was under the tarpaulin. The tarpaulin was pulled back first a little and a torch shone in to show a very rusty spare wheel cover.  Next day we were up at 7.30am to inspect the Brough and prepare her for her journey after being laid up for 10 years.  The hood was no more, only tattered remains hung over the frame. One side was hanging off and the chromium was “rusty as an anchor” as we say in Cornwall! Anyway, the makings were there of a very stylish motorcar. 

            We put in an “ACC” and towed the car to start with the aid of a tractor.  After a few minutes, the engine was running.  We dashed in for water for the radiator and after this had been put in, we motored up to the local garage for petrol, oil and air for the tyres.  The mechanic of the garage said “Hello Mr Sikes, haven’t seen this one out for a long while!”  We put in 5 gallons in the main tank and some in Jerry cans, blew up the tyres and brought the car back to the house.  After bolting down breakfast, we were out again to carry out a more detailed inspection.  The starter would work, but was shorting out on the pole piece and would not supply the coil with juice so that was no good. The dynamo was not charging,  there were no lights, just the lamps in the front, nothing on the back and all devoid of wires.  Then the hoses started to leak, but tightening the clips cured this.

  After a wash, she looked much better, so I tried to get the lights working but it was taking too long for my liking and I had a long way to go!  So I decided to set off on my journey and to get as far as I could before dark.

  The time was about 1pm on a Friday afternoon, all went well for a mile or two and then I stalled her on a cross-road and had to get some workmen to give me a push start.  So after that I had to maintain revs at all costs when approaching lights etc.  I had covered about 63 miles and all seemed to be going well, speed increased with growing confidence and I was making good time.  I was getting near Andover when, splutter splutter and I pulled in.  Got out and opened the bonnet and prodded the starter carburettor, and after seeing the complex rods and linkages, convinced myself that all was well here.  I then checked the spark, which was OK so I thought I would try again.  I ran her off and she started, all went well for about 2 miles when the same started again.  This time I was going up-hill and just managed to get to a lay-by, where this time I blew through the petrol pipe, but it was blocked at the tank end, and only air pressure would move it.  So I got a passer-by to send out a breakdown from Andover.  After about three quarters of an hours wait, a Morris pick-up arrived from Wessex Motors and towed me into Andover.  As soon as I arrived, the old Brough drew a crowd of people and we had a job getting it into a garage.  The pipes were blown through and with a push start, I was off again.  By this time it was nearly dark, so just outside of Andover, I pulled into a transport café for the night.

            Of course next morning, I needed running ground for starting, but there was none around.  At last I got a crew of men to push me off, not until after a mobile policeman, had gone on his way escorting a tank transporter.  I thought my old Brough was an outstanding case to be picked up, but he didn’t take much notice of her.  Anyway, the crew of men didn’t appreciate the privilege that was awarded them of pushing the Brough, and as it didn’t start on the first clutch-out, they just walked away and left me.  I then had to walk back to Andover and get the Andover Motor Company to tow me to start.  It only needed a yard or two and she was away.  The time was now about 10am and I wondered if I would make home that day because after a mile or so, the petrol starvation was with me again.  However, I had got the drill by this time, it was as follows:  left hand seeking for spanner, right hand on door handle, out of car, bonnet up, take off pipe from pump, suck up juice, reconnect, get back into car and run off! Uphill or down, she would start in forward or reverse and so it went on like this all the way to Cornwall.  I stopped a dozen times or so.  On reaching St Austell, my last stop, I noticed the front tire going down; however, I decided to press on.  About 3 miles from home, some children pointed to the tyre, indicating that it had gone down.  I didn’t feel anything on the steering, so on I went.  However, on getting home, the tyre was flat, and I was thoroughly “cheesed” The time was 4.30pm when I left the Brough and went in for tea. 

            After tea, I was in a better frame of mind and went out to have another look at her, and we, as by this time, had some on-lookers, got some polish and cut away at the chrome.  It was surprising how the rust came off and left in some places some good chrome.

            It was in February 1961 that I divided to dismantle the car completely; I removed the body, took out the 16.9 engine and dismantled the chassis, cleaned off the rust, painted it and gradually re-built.  Mr Sikes sent down the 8-cylinder engine as I had decided to fit this back again to restore it to its original condition.  The axel was also fitted.  The engine, after standing all those years, would turn over OK, the bores didn’t seem too bad, but you should have seen the sludge in the sump, it was about 6 inches deep and stank something awful.  Anyway, I fitted the pistons with new rings.  Has anybody ever come across these pistons with the rings gapped all in one line by a pin?  The big ends were remetalled, valves ground in, and engine built up.  Mine has a sandwich type head, which is cracked across the middle, but a fibre glass repair keeps the water in OK.  I had to make a new water jacket cover.  The clutch is OK, but I would like some “compound” if somebody could let me know where to get it from.  Do Hudson’s still sell it?  The gearbox used was the old one, which was on the 16.9, but works OK.  This seems the same as the original one, the ratio being changed by change of back axel ratio.  Am I correct in this?  I have rebuilt some woodwork in places, resprayed the body, made a new hood myself and had a lot of plating done.  I am awaiting the arrival of the radiator cowl at the moment.  The original radiator core was also missing, but I saw that a 1936 car had been scrapped at Fremington, North Devon, so I went there one weekend and got a radiator core and side windows etc. as mine had gone yellow.  At the moment I have got some final paint touching in and some trimming, although the carpets are all in good condition. 

            One more question about the manifold.  When I got the 8-cylinder engine, the carburettor, which was single choke, was missing.  However, in a local scrap yard, I came across a 1938-9 Hudson with a twin choke carburettor.  I removed the manifolding: expecting to fit it to mine, but it was different, the ports were bigger and studs further apart.  Anyway, I assumed the engines were both 28 h.p. so I enlarged the ports in the block to suit the manifold and bolted it on.  I enlarged the holes for the studs to fit.  I have left it so that I can refit the original manifold should I require it, but the new manifold is larger so is the exhaust which I have also fitted and I should think she should breathe better.  Anyhow, she starts on the button, the auto choke works OK and she run very smoothly.  I have also fitted bumpers.  I think the Reverend Morgan Derham’s is the same year as mine, and I wonder if his has bumpers.  They add to the appearance anyway.  I have also to find a spare wheel cover as I think mine got “creased” in the smash, also mine is fitted with a water gauge, yet the reverend Morgan Derham says his is not. 

            I hope to visit the open air meeting this year.  I wish I lived nearer in some ways so as to be able to attend the meetings.  I look forward to inspecting some Railtons also, if I can this year.

Ian Johns

 (This article was first published in the April 1965 Railton Bulletin.)