BGM PRO Superstrong 2.0 CR - the original, now with Ultralube The Superstrong 2.0 CR clutch combines extreme durability, total reliability and ease of use.
Extremely strong clutch, very easy to use - Made in Germany
It is the foundation of any solid engine tune.
The solid CNC machined clutch basket has excellent concentricity as well as an enormously high torsional stiffness. Thus, it offers perfect clutch engagement behavior with clearly defined grinding point and clean separation. It can be used by touring riders who value high quality, as well as by ambitious racers who are looking for an extremely resilient and stable clutch.
The latest generation Superstrong 2.0 CR clutches now feature an innovative new technology: Ultralube .
Ultralube delivers gear oil (through precisely defined holes and centrifugal force) both to the highly loaded hub profile (between clutch basket and clutch hub) and to the clutch facings themselves.
This technology, 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.
The ready-to-install clutch is tuned for a power range up to approx. 20HP / 22Nm by means of the mounted clutch springs. Reinforced springs (available separately, BGM PRO XXL) extend the power range of the clutch to over 40hp. At the same time it still remains easy to operate. Please also note the information regarding the helical 24 tooth sprocket under the point `Gearings`.
The bgm PRO Superstrong 2.0 CR replaces any conventional clutch type as used in the
Vespa large frame models with intake rotary valve control from about 1967 on.
Can be used in Vespa GL, Super, Sprint, Sprint Veloce, GT, GTR, TS, Rally, PX, Cosa and T5.
Vehicles with less than 180cc (from factory) need the clutch cover of the 200cc models, unless the original existing clutch cover is to be modified.
Vehicles prior to 1998 require minimal modification to install the Superstrong 2.0 CR clutch (see documents under "Downloads").
COATING TYPE CR
We deliver the Superstrong 2.0 CR with the Honda CR80/VFR400 coating type.
These have a larger effective radius, less weight, wider lugs and a very resilient lining material. The advantages are a lighter clutch that separates faster and is still extremely resilient. The old-fashioned cork linings with a wide bearing surface offer no advantages, which is why we no longer use them in the Superstrong 2.0 CR.
Clutches with straight-toothed pinions can only be combined with the corresponding straight-toothed primary wheel. To do this, the motor must be fully opened. The extra long primary reduction gears based on the 62/63 tooth primary gear are only available with straight teeth. The high torque of the motors that require such a long reduction is fed directly into the gearbox via straight gearing, without exerting lateral forces on the bearing of the auxiliary shaft. Due to the precise manufacturing the straight geared drives are nevertheless as quiet as the helical geared ones.
Please note that we recommend a straight-toothed primary drive for engines with a power above approx. 25HP/25Nm. The straight toothed drives offer maximum safety. With the same possible reduction (by using a different pinion pairing) they have a much more stable tooth base in direct comparison to the helical geared drives. Instead of a helical-toothed 24/65 reduction, we recommend, for example, the straight-toothed 23/63 BGM primary. The reduction ratio is almost identical in both cases, but the 23/63 is the perfect choice for sporty engines because it is virtually indestructible. If the 23/63 ratio is too short for you, you can choose a 62 tooth primary gear and extend it even further with the individually available clutch pinions (with 24 or 25 teeth).
The helical 24 teeth special pinion is perfect for plugged setups such as Polini 210 or Malossi Sport. With this, the available speed band can be stretched again and a higher top speed can be achieved. However, we expressly do not recommend it for heavily revised engines whose power is above 25PS/25Nm. This is not possible due to the design of the 24/65 pinion pairing.
A primary drive consists of clutch (pinion) and primary gear.
Piaggio has already combined 65, 67 and 68 tooth primary gears with different clutch pinions at the factory.
This makes it easy to adjust 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 module, the following wheel / pinion combinations can be used.
Please note: BGM is the only manufacturer to offer different 22Z pinions for 67/68Z and 65Z primary gears. This is the only way to ensure maximum stability.
Primary wheel originally installed in
Usable BGM Superstrong 2.0 CR clutches
23Z*, 24Z*, 25Z* (straight toothed)
24Z*, 24Z*, 25Z* (straight toothed)
22Z*, 23Z, 24Z*
All 125-180cc models up to year 1977
20Z , 21Z , 22Z, 23Z*
All 80-150cc models from 1978 on, all Cosa models
20Z , 21Z , 22Z, 23Z*
*BGM sprocket with special teeth
- Longer gear ratio:
- PX80/PX125 riders use a clutch with 22 or 23 teeth (suitable for primary wheel 67/68) to extend the gear ratio.
- PX200/Rally200 riders use a 24 tooth clutch (suitable for primary wheel 64/65) for ratio extension.
- Shorter gear ratio:
- PX200/Rally200 riders use a 22 tooth clutch (suitable for primary wheel 64/65) for ratio reduction.
For the widest possible gear ratio range, simply install the special BGM 64 tooth primary gear (engine must be completely opened for this). Then, by simply changing the clutch pinion, the engine can be stepped down to suit tame 177cc cylinders, right up to the torque steamer.
- EXTRA LONG
Engines with a lot of torque and early power peak choose the straight-toothed clutches which also need a straight-toothed primary gear (also available as a set). This allows very long reduction ratios to be achieved. Also ideal when the overall gear ratio is too short for very sporty engines with modified auxiliary shafts 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).
Included is the complete ready to install clutch with bgm PRO Cosa clutch plates 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) because we have had the best experience with this in racing with over 40HP 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).
We recommend a low alloy gear oil of the classes API GL3/GL4 even for high performance engines to avoid slipping of the clutch even under extreme loads. This also applies to our BGM Superstrong 2.0 CR clutches. The old engine oil specification SAE30 corresponds to today`s transmission oil specification SAE 85W/90. As lubricant we recommend the BGM Pro Street transmissi