However, this list narrows the field considerably, to a few ageing Brit bikes, exclusive Ducatis and the compromise of OHC Jap bikes. Then one day I came across a report on an up and coming Spanish import - the Sanglas. As I read conviction blossomed. It didn't look much, pretty strange in fact, but the reporter seemed to be writing just for me and I lapped up phases like: 'engineering throwback... high mileage... low maintenance... won't rot away... won't cost an arm and a leg... robust...'. I was hooked.
From that day on I searched for a Sanglas, but it was to be three years later that one surfaced and I had the cash to pursue it. A South London dealer smiled in a sort of friendly way, "Same indicators as my BMW," he said - a statement I now know to be grossly slanderous. No, there was to be no test ride, and no, he could not accept my CJ250T in part exchange. In fact, he seemed almost reluctant to sell, but watching the magnificent beast rocking gently on its stand, oil light flickering, gobs of raw exhaust gas fluttering around my knees. I had to have it, I would not be gainsaid. In spite of signs of neglect, I paid up, placed my trusty CJ on BR, and rode my prize home in triumph. An old story.
The 500cc motor has separate exhaust and inlet cams, gear driven from the left hand side of the crankshaft, acting on two pushrods which pass through tubes cast into the cylinder to the alloy head, where screw adjusted tappets control the valves via rockers mounted on bronze bushes.
At the bottom end, one cam drives the points and the other an oil pump and tacho drive. The heavy crankshaft has a plain bearing one side and a roller on the drive side, while the big-end is a large roller bearing and the small-end a bronze bush. Primary drive is a duplex chain, incorporating a cam-faced shock absorber which almost makes up for the presence of a chain! A single chain drives a car type alternator behind the cylinder. An excellent multi-plate clutch and a five speed box complete the picture.
The engine is vertically split and contains the engine oil. The castings are on the massive side and the angular sand castings would not displease a Laverda twin owner. An electric starter is provided by Bosch, mounted in front of the engine, which drives the flywheel via a Bendix drive. Power coming from a car size battery.
The duplex frame is heroic in construction and has some novel features like adjustable footrests and rubber bush swinging arm bearings. The rear wheel is quickly detachable. The front forks have the thickest stanchions I've ever seen and the rear shocks look trick but are very firm. Three cast iron discs with Brembo look-alike calipers confuse the image by looking rather modern. The brakes use the same pads as the Guzzi V50 and work well, but pad life is only 4000 miles, not helped by rusty discs after a damp night.
Bodywork paint is similar to CZ standard. Switches work well despite the shoddy construction, just so long as the damp is kept out. The GRP bits are mainly resin with the odd length of fibre laid in for show, as demonstrated by a helpful brother who pulled out the grab handle when putting the bike on the centre stand. He stood holding it in his hand, embarrassed, until I assured him it was easily fixed with Araldite and a large washer - just like the other one.
Once I got the Sanglas home and looked at it in the cold light of morning, I saw it was a dog. Three owners in three years and only 4000 miles. Someone had stripped the bike to respray the bike with one coat of easy peel Ford silver. He had rebuilt it by throwing away all the fiddly things like washers, spacers, the odd bolt and even the points cover. He also bent the damper rod of one shock and rerouted the wiring so that two wires shorted out and three more wore away. The rear caliper had been bled by the novel high speed drill method, then I resealed by snapping the bit off in the hole. And. the charge light showed discharge even when the ignition was off.
To prevent a flat battery I had to disconnect the +ve terminal when parked - fine until it wore away, disconnecting at 60mph one dark night and for one brilliantly lit moment I thought I was having a religious experience until all the bulbs blew simultaneously and I was finally escorted home by a severe (but merciful) policeman. Every time it rained the ignition went dead because the air scoop for cooling the alternator channelled the water straight onto the unprotected points, which compounded by general misuse led to a burnt out alternator and tears.
I worked hard at this machine determined to vindicate my choice but with a growing sense of doom. I rewired the bike and replaced all the switches with Jap stuff. Then the front brake caliper split where I thought it couldn't and my helmet and tank lost a lot of paint until I realised what was happening, so another bit of Jap alloy appeared. Anyway, my struggle continued. The leaking Tear shocks were replaced with Suzuki units that gave a better rider but were 3" too long and left the centre stand floating in the air.
Maintenance is straightforward but valve clearance critical, I once burnt out an exhaust valve 20 miles down a dual carriageway. The head and piston were cleaned up with a bit of emery cloth and an expensive valve fitted. The engine ran sweetly, but I became paranoid about valve clearance. The Spanish Amal is easy to remove and strip down. The oil easier to drain than fill, the filter easy to fit but difficult to buy (Norton Motors make an oil filter mount and element). The points are easy to reach but timing can only be done with a pencil down the plug hole as there are no marks on the rotor. Chain adjustment is only hampered by lack of vernier marks on the swing arm for precise alignment.
The final straw came when a car kicked up a stone that bent the rear wheel in a remarkable manner. When I discovered it wouldn't pop back under gentle hammering but split into jagged shards, I decided to cut my losses and ditch this Jonah before I got really hurt. After a number of bikes and a lot of time my mind turned back to the Sanglas and I sold a Yam XV750 for another one.
Climbing aboard the tall slim bike was like settling onto a gate - narrow and hard. The clunky starter gives way to a clattery top end, a sucking carb and flatulent wuffle from the exhaust. The front wheel shakes and there's the feeling you're holding the whole engine in your hands. The controls feel crude and vague, the clutch is light enough but there isn't the slickness of other bikes I've owned.
Forward motion isn't stunning but once in top it pulls from 30 to 85mph, although the combination of heavy flywheel and high compression means there's lots of chain clanking when pulling away at low speeds in high gears. Vibration is felt at all speeds, but up to 65mph the combination of massive crankcase and rubber engine mounts keeps things at a reasonable level. At 85+ mph, you're in the realms of distress, although nothing falls off or cracks and bulbs last well, so it can't be all that bad. It's just character.
The bike is non-standard with 5 gal alloy tank, wire wheels, rear drum and inboard front disc. There's ten grand on the clock and I've done 4000 miles, changing the oil 4 times, checking the valves twice and changing the filter twice. Rear tyre (Avon SM) goes 11000 miles, chains 10000 miles and pads about 15000 miles. Petrol consumption is around 70mpg.
Redline Motorcycles are the only source of spares I know, but the bike did come with enough bits to rebuild the whole machine. The Sanglas is not the ultimate bike, hell, it's not even a very good one, but there is a certain something about the whole thing. Brilliant ideas rub shoulders with stupid engineering shortcuts and tacky execution - it’s like that Condor moment - you know smoking is stupid, and yet....
Good low mileage bikes can be found occasionally in MCN, usually between £400 and £600 (they go down to £250 for poor runners - Ed). If you can get the parts it's the sort of bike you can hang on to and rebuild in best Brit bike tradition. To overcome the parts problems, the best idea would be to buy two of the beasts but well, that sounds like obsession.
R Arnot