Clutch -BGM PRO Superstrong Ultralube Touring STD - lining Cosa2 (steel/cork)- for primary wheel 67/68Z - Vespa PX80, PX125, PX150, T5 125cc, Cosa, Sprint150, Rally180, GT125/GTR125, TS125, GL150, Super125 (VNC1 from Nr11001), Super150 -

BGM PRO Superstrong - the original
Extremely durable clutch, child's play to operate - Made in Germany
The Superstrong clutch combines extreme durability, absolute reliability and ease of 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 behavior with a clearly defined grinding point and clean disengagement. 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.

PERFORMANCE
The ready-to-install clutch is tuned for a power range of up to approx. 20 hp / 22 Nm by means of the fitted 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 replaces any conventional clutch type as used in the
Vespa Largeframe models with rotary intake valve control from around 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 clutch (see documents under Downloads).

COVER TYPES CR
In the CR version, we offer the clutch with the cover type of the Honda CR80/VFR400.
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.

RELATIVES
Clutches with straight-toothed pinions can only be combined with the corresponding straight-toothed primary wheel. The engine must be fully opened for this. 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	BGM Superstrong clutches that can be used
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 module!

EXAMPLES

• Longer gear ratio:
• PX80/PX125 riders use a clutch with 22 or 23 teeth (suitable for primary gear 67/68) to extend the gear ratio.
• PX200/Rally200 riders use a clutch with 24 teeth (suitable for primary wheel 64/65).
• Shorter gear ratio:
• PX200/Rally200 riders use a clutch with 22 teeth (suitable for primary wheel 64/65) to shorten 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 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).

(US)

We recommend BGM Pro Street gear oil (BGM2025, complies with API GL-3 specification) as a lubricant.