Junkyards are places where time stands still. Places where you can walk quietly without any dependent approaching you asking if you need help, what's more, it will be difficult for you to get the help of any dependent. It is still a market for things that stopped working, that saw better times and inexorably wait for their time to run out, in the form of a scrap shredder, or for someone to find them and give them a second chance.



Since I can't go to the workshop every weekend, sometimes, to kill the bug, I walk around the scrapyard in my city, looking for parts that can be used for restorations. I have to admit that most of the time I return empty-handed, since almost all of the motorcycles buried in that cemetery are low-displacement scooters, of which, although I could take advantage of some part, they are not my objective.

Even so, on long and entertaining rides, and looking under other more modern bikes, I have managed to find the odd old gem.



A scrapyard is, for example, a place of retirement for many Vespas, which will undoubtedly suffer greater luck than most of their sisters, being so fashionable today. This was the case with all the ones I came across.

I also found other more classic motorcycles, for which I was interested, however, in scrapping, and with good judgment, they had no intention of selling them for parts, and the tasks accumulated for me before I could buy another new motorcycle.

There were many, many large displacement road bikes that had ended up there after some sad accident. It was on them that I turned my attention, looking for a pump that could solve our problem with the Sanglas brakes .

I focused on those that had a double front brake disc, as they would be the ones that mounted pumps capable of moving more brake fluid flow. With the exception of one radial, for which they asked me a fortune, all of them were square in shape, less showy than the one mounted by the Sanglas, but if I wanted to pass the ITV, I would have to give up aesthetics for the functionality that I hoped to achieve from these bombs.



I finally settled on the pump from a 600cc Honda CBR. If that pump could stop a CBR at 250km / h it would have to drive the Sanglas to the asphalt. I chose it because it seemed to be in good condition and because the handle maintained a classic line despite the 20-year difference.

Fingers crossed that the visit to the motorcycle cemetery had not been in vain. Some of the blood of a modern CBR would now run through the veins of an old Sanglas.

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