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1933 saw a resurgence of BS production, due to two new models. (11/50 & BS Junior)

There were 7 SS100s, against 11 in 1932, 13 SS80s against 15 in 1932, and just 16 OHV 680s from 24 in 1932.
The 680 remained very much as previous year. The SS80 benefited from the cradle frame given to the new 11/50 model. All the new cradle frame designs were fitted with the horizontally split cast alloy primary chaincase. The SS100 had a brand new engine design option, the “Two of Everything “, 8/75, JAP Engine. Twin magnetos, oil pumps and up draught carburettors, dry sump lubrication, and the bottom end being far more solid than previous. Mostly these were housed in Bentley and Draper Spring frames, or the latest cradle type.

Brough Superior 1150

The new boys in the fold were the 11/50 with 73 produced and the BS Junior, a limited run of 11 machines, though production was probably nearer 20, owing to missing records.

BS Junior 680cc Side Valve

The BS Junior was probably an exercise in using up the by now, obsolete frame and components, basically a 1923 open diamond design. The cheapest engine from JAP was the SV 680, which was chosen, along with Brampton girder forks. A high level exhaust system,similar in style to the 1925 SS100 gave a certain air of exclusiveness. Specification of the individual models varied more than average, as stock on the shelf was used up. Still a Brough bargain, being sold fully equipped with lights for £ 65.

The 11/50 was in a different league, 1100cc of 60 degree side valve v-twin, torque to climb the side of a house, enough for any sidecar exponent. Typical of George Brough flair was the name, 11/50. All JAP engines were similarly specified: - i.e. 8/30, 8/50 etc.This meant eight horsepower RAC rating, followed by the actual brake horsepower, 30 or 50 and so on. George promised power with that 11/50, 11 of RAC rating and 50 BHP from the engine. Or so it would seem. Actual engine power peaked at 32 bhp .You can see George smiling.

The new cradle frame was used, with either Castle or more likely Brampton Monarch Forks. A four speed Sturmey Archer gearbox with hand change. The engine had detachable aluminium cylinder heads, valve spring enclosures, & dry sump lubrication.
A specially tuned one reached a dizzy 101 mph. More likely was about 90 for the average.

A considerable percentage of 11/50 production went to Police Forces in England and abroad. (Australia and Canada).

( Text courtesy Miles Soppet with the assistance of Dave Clark - B.S. Club Technical Historian. )

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