BGM PRO Touring Evo Crankshaft – 60 mm stroke, 110 mm connecting rod, rotary valve
The BGM PRO Touring Evo Crankshaft (BGM031801G ) is designed for high-performance Vespa PX200 rotary valve engines capable of withstanding continuous heavy loads. It combines a 60 mm stroke with a 110 mm connecting rod, forged crankshaft journals, high-quality connecting rod bearings, and the latest Touring Evo joining technology at the crankpin.
Touring Evo represents the consistent further development of the well-known BGM PRO Touring series. Special emphasis is placed on the connection between the crankpin and the crankpin shoulders: In addition to a precisely defined press fit, an additional chemical lock is applied using high-strength anaerobic Loctite adhesive. This increases the resistance to twisting of the crankshaft assembly under high loads.
BGM PRO Touring Evo
60 mm long stroke
110 mm connecting rod
Rotary valve
Spliced forged connecting rod
Chemically Hardened Connecting Rod Journal
Key advantages
Touring Evo: Advanced manufacturing and joining technology
Forged crankshaft journals: a robust foundation for high-performance engine designs
Copper-plated forged connecting rod: robust connecting rod design with a distinctive copper surface
High resistance to twisting: precise press fit and additional chemical crankshaft journal locking
Optimized connecting rod bearing lubrication: large lubrication slots and additional lateral pockets
Tuning-friendly intake layout: practical rotary valve timing instead of extremely long intake duration
Touring Evo – the current stage of evolution
The designation “Touring Evo” denotes the current stage of development within the BGM PRO Touring crankshafts. Over the years, material selection, machining, press fit, and assembly processes have been consistently refined.
What is crucial here is not only the material quality of the crankshaft journals but, above all, the connection at the crankpin. The mechanical press fit is additionally secured with a high-strength anaerobic Loctite bonding adhesive. This additional chemical lock complements the press fit and increases protection against crankshaft journal rotation under high torques and rapid load changes.
What “Touring Evo” Means Technically
Forged crankshaft webs: robust base structure
Defined press fit: precise mechanical connection between the crankpin and the crank arms
Loctite bonding: additional chemical securing of the joint
High resistance to twisting: for high-performance, high-torque street engines
Copper-plated, drop-forged connecting rod
The connecting rod in this Touring Evo version features the characteristic copper-plated surface. At the same time, the connecting rod is drop-forged according to BGM PRO specifications. These two features are not mutually exclusive: the copper plating refers to the surface treatment, while the forging refers to the manufacturing process of the connecting rod’s base body.
With a connecting rod length of 110 mm, this version corresponds to the geometry intended for the PX200. Combined with a 60 mm stroke, this results in a crankshaft assembly tailored to this engine type.
60 mm Long Stroke – Greater Displacement and Additional Setup Flexibility
With a 60 mm stroke, the Touring Evo offers 3 mm of additional total stroke compared to the stock 57 mm version. With the same bore, this increases the displacement. At the same time, the long stroke alters the geometric position of the piston at TDC and BDC.
Depending on the cylinder used, the additional stroke is accommodated by appropriate base and/or head spacers or gaskets. This allows the cylinder position to be precisely defined and provides additional flexibility when tuning the compression edge, intake, and exhaust valve timing.
60 mm long stroke—more than just additional displacement
Increased displacement: for the same cylinder bore compared to a 57 mm stroke
More tuning flexibility: Cylinder position can be adjusted using spacers and gaskets
Variable valve timing angles: intake and exhaust valves can be precisely positioned depending on the cylinder configuration
Important: Always measure the compression edge, piston position, and valve timing angles after assembly
Intake layout for high-performance rotary engines
Compared to a stock crankshaft, the BGM PRO Touring Evo features an intake layout that is significantly more tuning-friendly. On a typical PX engine case, the rotary valve closes at approximately 65° after TDC with this crankshaft family. The actual value depends on the specific engine case and its intake port.
If the intake port on the intake side is machined appropriately, approximately 110–115° before TDC has proven to be a practical starting point for many street and touring setups. This results in an intake duration that’s easy to tune without unnecessarily locking the engine into extremely long valve timing.
Always measure intake timing on your own engine case
The angles specified are guidelines. Vespa engine cases differ in their intake ports, and existing modifications also alter the actual valve timing. For a precise engine build, the intake start and intake end should therefore always be measured on the assembled engine.
Sophisticated Bearing and Lubrication System
The lower connecting rod bearing is lubricated via two large lubrication slots and a total of four additional lateral pockets. The SSC racing bearing and the lateral thrust washers form a bearing assembly designed for high continuous loads.
The upper connecting rod bearing is supplied via two lubrication holes. An INA piston pin bearing is included in the scope of delivery.
Proven for high-performance street engines
The BGM PRO Touring Evo is designed for engines that are meant to perform not only on the test bench. Forged components, sophisticated bearing arrangements, and the chemically sealed connecting rod journal connection create a robust foundation for powerful touring, street, and sport setups.
Rather than focusing on a rigid power limit, the Touring Evo centers on the field-proven design of the entire crankshaft assembly. Especially with high-performance engines, the flywheel mass, ignition, clutch, and RPM range should be sensibly coordinated.
Practical Tip: Shaft Seal
The oil seal seat on the BGM PRO shaft is wider than on many stock shafts. This allows for the use of a double-lip FKM oil seal measuring 24×35×7, such as the one used on the Gilera Runner.
Technical Specifications
| Manufacturer | BGM PRO |
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| Series | Touring Evo |
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| Item Number | BGM031801G |
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| Engine Type | PX200 |
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| Intake Principle | Rotary vane |
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| Stroke | 60 mm (long stroke) |
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| Connecting rod length | 110 mm |
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| Piston pin | Ø16 mm |
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| Crank arms | Drop-forged |
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| Connecting rod | Drop-forged, copper-plated surface |
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| Lower connecting rod bearing | SSC racing bearings with optimized lubrication |
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| Upper connecting rod bearing | INA piston pin bearing included |
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| Connecting rod journal | Precision press fit with additional chemical Loctite locking agent |
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| Typical intake valve closure | Approx. 65° after TDC, depending on the engine block |
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| Practical value for intake start | Approx. 110–115° before TDC as a possible starting point |
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| Compatible | Vespa PX200 |
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Installation and Setup
Check the crankshaft for full freedom of movement before final assembly
Inspect the rotary valve sealing surface and the intake port of the engine housing
Measure the intake valve timing on the specific housing
For long-stroke variants, determine the cylinder position, compression edge, and timing angle appropriate for the cylinder being used
Select shaft seals and bearings appropriate for the engine type and install them properly
Match the flywheel, clutch, and ignition system to the engine’s power output and intended application
Conclusion
The BGM PRO Touring Evo BGM031801G combines proven PX geometry with consistently refined manufacturing. Forged crankshaft journals, the copper-plated forged connecting rod, the sophisticated bearing arrangement, and the additional chemical protection of the crankpin form a robust crankshaft assembly for high-performance Vespa engines designed for continuous use.
The “Evo” designation clearly reflects the technical advancement: The focus is not on a cosmetic model update, but rather on advanced joining technology and high torsional rigidity.
FAQs about the BGM PRO Touring Evo BGM031801G
Touring Evo denotes the current stage of development for the BGM PRO Touring crankshafts. This includes advanced manufacturing processes, a precise press fit at the crankpin, and additional chemical locking with high-strength Loctite bonding adhesive.
Yes. According to BGM PRO specifications, the connecting rod is drop-forged. The visible copper plating is a surface treatment and does not conflict with the forged construction of the connecting rod’s base body.
On a typical PX engine block, this camshaft family closes at approximately 65° after TDC. The actual value depends on the intake port of the engine block being used. A starting point of approximately 110–115° before TDC has proven effective for a machined intake port.
The crankpin is mechanically connected to the crankcase halfs via a precise press fit and is additionally chemically secured with high-strength anaerobic Loctite adhesive. This combination is a central component of the Touring Evo assembly technology.
57 mm corresponds to the standard stroke close to stock specifications. 60 mm is a long stroke and increases displacement for the same bore. In addition, the piston position changes, which—depending on the cylinder—may require adjustment via gaskets or spacers or can be utilized for valve timing tuning.
Yes. The Touring Evo design is specifically engineered for high-performance, high-torque street engines. Forged components, high-quality bearings, and the chemically sealed crankshaft journal connection provide a robust foundation for this.
Due to the wider shaft seal seat, a double-lip FKM shaft seal in size 24×35×7 can be used. It is crucial that the seal fits the specific engine housing and the chosen installation method.
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