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Clutch -BGM Pro Superstrong 2.0 CR80 Ultralube SPORT Alu, type Cosa2/FL - for primary gear 64/65 tooth - Vespa PX200, Rally200 - 22 tooth

BGM8322
Clutch -BGM Pro Superstrong 2.0 CR80 Ultralube SPORT Alu, type Cosa2/FL - for primary gear 64/65 tooth - Vespa PX200, Rally200 - 22 tooth
Clutch -BGM Pro Superstrong 2.0 CR80 Ultralube SPORT Alu, type Cosa2/FL - for primary gear 64/65 tooth - Vespa PX200, Rally200 - 22 tooth
Clutch -BGM Pro Superstrong 2.0 CR80 Ultralube SPORT Alu, type Cosa2/FL - for primary gear 64/65 tooth - Vespa PX200, Rally200 - 22 tooth
Clutch -BGM Pro Superstrong 2.0 CR80 Ultralube SPORT Alu, type Cosa2/FL - for primary gear 64/65 tooth - Vespa PX200, Rally200 - 22 tooth
Clutch -BGM Pro Superstrong 2.0 CR80 Ultralube SPORT Alu, type Cosa2/FL - for primary gear 64/65 tooth - Vespa PX200, Rally200 - 22 tooth
Clutch -BGM Pro Superstrong 2.0 CR80 Ultralube SPORT Alu, type Cosa2/FL - for primary gear 64/65 tooth - Vespa PX200, Rally200 - 22 tooth

Description


BGM PRO Superstrong 2.0 SPORT Alu
- the original, with Ultralube -
Extremely durable clutch, child's play to operate - Made in Germany

Since its market launch in 2012, the BGM PRO Superstrong clutch has been THE clutch solution for every Vespa rider. For the first time, the easy operation of a Cosa2 clutch has been combined with extreme durability and absolute reliability. This makes it the basis of every solid engine tuning. It can be used by touring riders who value high quality as well as ambitious racers who are looking for an extremely durable and stable clutch.

VERSIONS
The BGM PRO Superstrong 2.0 is available in two versions:

  • BGM PRO Superstrong 2.0 TOURING Alu

  • BGM PRO Superstrong 2.0 CR SPORT Alu

TOURING Alu
The touring version uses a CNC clutch basket for original Cosa2 pads. It therefore has the narrow plate width (14mm) so that the original clutch plates of the Vespa Cosa2 still fit. However, we use ultra-modern clutch linings as are commonly used in the motorcycle sector. The lining carrier is made of high-strength aluminum with thick plates and an extra-wide clutch lining. The lining itself is ultra-modern and cork-free. It is also used by Honda, among others. The wide lining ensures smooth clutch engagement and the large friction surface is extra durable. The material doubling on the plates, which engage in the clutch basket, are designed for extremely high mileage. Thanks to their large contact surface, the basket and linings remain in perfect condition over the long term.

CR SPORT Alu
The sports version uses a CNC clutch basket designed to accommodate the so-called CR80 linings. These pads, which originate from the motorcycle sector, have extra wide plates (17 mm). The width of the clutch lining itself is significantly narrower here. This means that the linings disengage more quickly and shifting operations are faster. The entire power transmission takes place on the larger outer radius of the facings. This guarantees the maximum possible grip of the linings (the available surface area is not physically important for this). The clutch is therefore lighter, engages somewhat more aggressively and offers better overall performance for very powerful engines. The basket is even stiffer than that of the Touring and can be recognized by the milled pockets on the outside. The material doubling on the lugs, which engage in the clutch basket, are designed for extremely high mileage. Thanks to their large contact surface, the basket and linings remain in perfect condition at all times

MANUFACTURING 100% MADE IN GERMANY
The very solid clutch basket and hub are precision CNC-machined exclusively for us by our reliable and competent partner MMW in Germany. In addition to excellent product quality, our many years of cooperation have resulted in continuous improvements, such as the Ultralube technology. The clutch basket has excellent concentricity and extremely high torsional rigidity. As a result, it offers perfect engagement behavior with a clearly defined grinding point and clean disengagement behavior.

We assemble each clutch by hand in Bergheim and assemble it with great attention to detail and then test it. This means we can guarantee consistently high product quality and are not dependent on external manufacturers.

ULTRALUBE
The latest generation of Superstrong 2.0 clutches now features an innovative new technology: Ultralube.
Ultralube delivers gear oil (through precisely defined holes and centrifugal force) both into the highly stressed hub profile (between the clutch basket and clutch hub) and to the clutch linings themselves.
This technology, which is unique in the Vespa sector, makes the legendary Superstrong 2.0 clutch even more stable than it already is. A clutch designed for eternity.

PERFORMANCE
The ready-to-install clutch is tuned for a power range of up to at least 35 hp / 30 Nm by means of the installed clutch springs.

VEHICLES
The bgm PRO Superstrong 2.0 replaces any conventional clutch type as used in the
Vespa Largeframe models with rotary intake valve control from around 1967.
Can be used in Vespa GL, Super, Sprint, Sprint Veloce, GT, GTR, TS, Rally, PX, Cosa and T5.

MODIFICATIONS
Vehicles with less than 180cc (ex works) require the clutch cover for 200cc models, unless the original clutch cover is to be modified.
Vehicles built before 1998 must be minimally modified to fit the Superstrong 2.0 clutch (see documents under "Downloads").

DISTINCTIONS
Clutches with straight-toothed pinions can only be combined with the corresponding straight-toothed primary gear. The engine must be fully opened for this purpose. The extra-long primary reduction gears based on the 62/63-tooth primary sprocket are only available with straight teeth. The high torque of the motors, which require such a long reduction ratio, is transmitted directly to the gearbox via straight teeth without exerting any lateral forces on the bearing of the auxiliary shaft. Thanks to precise manufacturing, the straight-toothed drives are just as quiet as the helical-toothed drives.

TRANSMISSION
A primary drive consists of a clutch (pinion) and primary gear.
Piaggio has already combined 65, 67 and 68-tooth primary gears with different clutch pinions ex works.
This makes it easy to adapt the overall gear ratio to the engine power.
A distinction is made here between 67/68 and 65 teeth.
Due to the different so-called gear wheel module, the following wheel/pinion combinations can be used.
Please note: BGM is the only manufacturer to offer different 22T pinions for 67/68T and 65T primary gears. This is the only way to guarantee maximum stability.

Primary sprocket

Primary wheel originally installed in

Usable BGM Superstrong 2.0 clutches

62Z*

x

23T*, 24T*, 25T* (straight-toothed)

63Z*

x

24Z*, 24Z*, 25Z* (straight-toothed)

65Z

Rally200, PX200

22T*, 23T, 24T*

67Z

All 125-180cc models up to 1977

20Z , 21Z , 22Z, 23Z*

68Z

All 80-150cc models from 1978 onwards, all Cosa

20Z , 21Z , 22Z, 23Z*

*BGM sprocket with special toothing

EXAMPLES

  • Longer gear ratio:

    • PX80/PX125 riders use a clutch with 22 or 23 teeth to extend the gear ratio (suitable for primary gear 67/68)

    • PX200/Rally200 riders use a clutch with 24 teeth (suitable for primary wheel 64/65) to increase the gear ratio.

  • Shorter gear ratio:

    • PX200/Rally200 riders use a clutch with 22 teeth (suitable for primary wheel 64/65) to reduce the gear ratio.

  • TIP
    For the widest possible range of ratios, simply fit the special BGM 64-tooth primary gear (engine must be completely opened for this). The engine can then be geared up to a torque steamer for tame 177cc cylinders simply by changing the clutch pinion.

  • EXTRA LONG
    Engines with very high torque and an early power peak choose the straight-toothed clutches, which also require a straight-toothed primary gear (also available as a set). This allows very long reduction ratios to be achieved. Also ideal if the overall gear ratio is too short for very sporty engines with a modified auxiliary shaft and shorter gear steps (e.g. MHR). Also an option if the actual gearbox is very short (PX80) or the gear ratio is too low due to a small wheel diameter (PX200 engine with 8 inch tires in oldie).

  • SCOPE OF DELIVERY
    The scope of delivery includes the complete ready-to-install clutch with bgm PRO Cosa clutch facings and ten BGM PRO XL springs. A new O-ring for the clutch cover, the half-moon wedge and a new clutch nut are also included. We use a nut with clamping part (MBN13023, T2, strength class 10, DBL9440.40) as we have had the best experience with this in racing with over 40 hp shaft power. Tightening torque 70-75NM. We do not recommend other locking devices such as Nordlock, corrugated spring washers (DIN137) or serrated lock washers (DIN6798).

RECOMMENDATION
We also recommend a low-alloy gear oil of the API GL3/GL4 classes for high-performance engines in order to prevent the clutch from slipping even under extreme loads. This also applies to our BGM Superstrong 2.0 clutches. The old engine oil specification SAE30 corresponds to the current transmission oil specification SAE 85W/90. We recommend the BGM Pro Street transmission oil (BGM2025, corresponds to specification API GL-3) as a lubricant.

(US141223)

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bgm BGM8322
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Customers alternatively searched for
Kupplung | Typ Honda CR80 | CR | CR 80 | 110mm | Durchmesser | Ø=110mm |Kulu | Koppeling | Clutch | Schleuderbacken | Schleuderbackensatz | Kraftübertragung | Kupplungsrupfen | Kupplungsrutschen | Anfahren | Ruckeln | Anfahrruckeln | Durchgehen | Embrayage | Frizione | Embrague |

Available versions

Part no.: Number of teeth Price Stock Cart Save
Part no.: BGM8322 Number of teeth 22 teeth (for 64/65 teeth) Price
€266.00
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Part no.: BGM8323 Number of teeth 23 teeth (for 64/65 teeth) Price
€266.00
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Part no.: BGM8324 Number of teeth 24 teeth (for 64/65 teeth) Price
€266.00
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