Moto sanglas guardia civil

Moto sanglas guardia civil

50th anniversary of the traffic g.c.

Those of you who know me know that I have friends in the G.C. de Tráfico, with whom I have gone out on more than one occasion on a motorcycle. Some of them are very bikers… and others not at all, but even so I think it is lawful that we name here those who patrol on motorcycle. As I have a relationship, I will try to be neutral with La Agrupación, so I will only write about motorcycles, uniforms… and at the end a little of their work.

I understand as Guardia Civil doing service on motorcycle instead of horse or correrías. But it is that the article is about the Agrupación de Tráfico in particular, not «GC en moto». That’s why there are no TT/Seprona patrols, escorts or citizen security in my lines. But I love the photo and I’m going to put it.

Moto sanglas del año 1972 en fitero (navarra) 1

La historia de la marca se remonta a 1942, tres años después de la Guerra Civil española, pero los primeros documentos sobre la venta formal de motocicletas datan de 1947. Fue fundada por dos jóvenes estudiantes de ingeniería de Barcelona, los hermanos Javier y Martín Sanglas con el respaldo financiero de su padre, un empresario textil.

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Los modelos Sanglas eran un híbrido de modelos ingleses y alemanes. El chasis estaba basado en el concepto de BMW y el motor, monocilíndrico de 4 tiempos, tipo OHV, estaba inspirado en la marca DKW. La primera motocicleta tenía una cilindrada de 347,75 cc. y una potencia de 14,4 CV a 4.800 rpm.

Las Sangla fueron diseñadas como máquinas de turismo, podían alcanzar velocidades considerables y eran capaces de recorrer largas distancias. Los modelos 350/4 y 500/3 incluían motores con mayor potencia, un silenciador mejorado y tambores de freno de aleación ligera, entre otras mejoras. Sin embargo, el coche Seat 600, sólo ligeramente más caro que el Sanglas, redujo el mercado de este último.

En 1958 la producción anual alcanzó las 500 unidades, lo que motivó el traslado de Poble Nou a una fábrica más moderna situada en El Hospitalet. Durante la crisis financiera y política de esos años, la plantilla se redujo de 200 a 50 personas y muchos de los componentes se subcontrataron; por ejemplo, el nuevo motor del Sanglas 400 era una unidad británica (Villiers 250cc 2-strokw) con la marca «Rovena».

Sanglas biker

The Sanglas models were a hybrid of German and English models. The frame was based on the BMW concept and the engine, a 4-stroke, single-cylinder, OHV type, was inspired by DKW. The first motorcycle had a displacement of 347.75 cc and a power output of 14.4 hp at 4,800 rpm.[1] In 1970 a multi-stroke model was planned.

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In 1970, a 49 cc folding multi-purpose model[1] with a low-maintenance cardan shaft secondary transmission weighing only 28 kg was planned, but as no funding was found for it, the project was abandoned.

Among Sanglas’ own technology developments, the disc brake (Ut. Mod. No. 0195467, 1971; www.oepm.es) installed on the Sanglas 500 S, which, with an external appearance similar to that of drum brakes, was actually similar to disc brakes; the brand’s customers in the British Isles praised the qualities of this brake in wet weather. They also developed a «System for balancing inertial vibrations in combustion engines», (Pat. No. 0430577, 1974), and a «Procedure for the construction of brake drums for motor vehicles», (Pat. No. 0217565, 1954).

Sanglas 400

The agents are still cold, but now, without a doubt, conditions have improved. José shows Alberto the first helmet used by those bikers, a half-sphere helmet with leather earmuffs. Nothing to do with the current one, which weighs about two kilos and protects the head completely. Something similar happens, for example, with radio equipment. In the past, they used to carry two heavy bags, one as a battery and the other for transmitting. The radios they use today are like a cell phone. And of course, when it comes to ticketing, the new technologies help. «There used to be a car with a system to take photos if you exceeded the speed limit, but only eight or ten of a roll of 36 were useful,» recalls José. Now cars are photographed at 200 kilometers per hour.

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Five decades after the birth of this Traffic section, motorcycles are still the main working tool of this group. «Even if someone thinks that we spend the day sitting down, it’s eight hours of constant stress and an average of 250 kilometers a day, rain, thunder or sweltering heat,» says Alberto.

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