Clutch -BGM PRO Superstrong Ultralube Sport CR80 - lining CR80 (aluminum/sintered)- for primary wheel BGM Pro 62/63Z (straight toothed) - Vespa PX80, PX125, PX150, T5 125cc, Cosa, Sprint150, Rally180, GT125/GTR125, TS125, GL150, Super125 (VNC1 from Nr1100

BGM PRO Superstrong 2.0 CR - the original, now with Ultralube
Extremely durable clutch, child's play to operate - Made in Germany
The Superstrong 2.0 CR clutch combines extreme durability, absolute reliability and easy operation.
It is the basis of every solid engine tuning.
The solid, CNC-machined clutch basket has excellent concentricity and extremely high torsional rigidity. It therefore offers perfect clutch engagement with a clearly defined grinding point and clean disconnection. 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.

ULTRALUBE
The latest generation of Superstrong 2.0 CR 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 CR 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 up to approx. 20 hp / 22 Nm by means of the installed clutch springs. Reinforced springs (available separately, BGM PRO XXL) extend the power range of the clutch to over 40 hp. It still remains easy to operate.

VEHICLES
The bgm PRO Superstrong 2.0 CR replaces any conventional clutch type as used in the
Vespa Largeframe models with intake rotary valve control from approx. 1956.
Can be used in Vespa VNA, VNB, VBA, VBB, T4, 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 CR clutch (see documents under Downloads).

COVERTYPE CR
We supply the Supertrong 2.0 CR with the Honda CR80/VFR400 cover type.
These have a larger effective radius, less weight, wider plates and a very resilient lining material. The advantages are a lighter clutch that separates faster and is still extremely resilient. The traditional cork coverings with a wide contact surface offer no advantages whatsoever, which is why we no longer use them in the Superstrong 2.0 CR.

RELATIVES
Clutches with straight-toothed sprockets 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.

*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 by simply changing the clutch pinion to suit tame 177cc cylinders.
• 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 nut 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 CR 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.

(US8719)