Clutch BGM PRO 24 teeth for Vespa PX200, Rally200

BGM Pro Superstrong 2.0 Sport CR80 Ultralube clutch with 24 teeth (64/65T primary gear), suitable for Vespa PX200 and Rally200. Including friction discs with CR80 lining (aluminum 16mm/sinter).

BGM PRO Superstrong 2.0 CR – the original, now with Ultralube
Extremely resilient 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-manufactured 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 separation. 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.
MANUFACTURING 100% MADE IN GERMANY
The very solid clutch basket and hub are precision CNC-machined exclusively for us in Germany. The clutch basket has excellent concentricity and extremely high torsional rigidity. As a result, it offers perfect clutch engagement with a clearly defined grinding point and clean separation 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 CR clutches now features an innovative new technology: Ultralube.
Ultralube delivers transmission 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 designed for a power range of up to at least 35 hp / 30 Nm thanks to the clutch springs fitted. The use of stronger springs offers the possibility of transmitting significantly more power/torque without any problems.

RIDING VEHICLES
The bgm PRO Superstrong 2.0 CR replaces every conventional clutch type as used in the
Vespa largeframe models with intake rotary valve control from around 1967 onwards.
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 CR clutch (see documents under "Downloads")

SPORT CR80 aluminum/sinter
The Sport version uses a slightly different CNC clutch basket than the STD/CR types, also made of high-strength nitrided steel. However, it is designed to accommodate the so-called CR80 linings. These clutch facings, which originate from the motorcycle sector, have extra-wide plates (16 mm). The width of the clutch lining itself is significantly narrower here. This means that the facings release 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. Perfect for the sporty rider who prefers the fastest possible gear changes.

COMPATIBILITIES
Clutches with straight-toothed sprockets 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 gear 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 the 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 wheel.
Piaggio has already combined 65, 67 and 68-tooth primary wheels with different clutch pinions ex works.
This makes it easy to adapt the overall transmission 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 22T pinions for 67/68T and 65T primary wheels. This is the only way to ensure maximum stability.

Primary wheel	Primary wheel originally installed in	Usable BGM Superstrong 2.0 CR clutches
62Z*	x	23Z*, 24Z*, 25Z* (straight-toothed)
63Z*	x	24Z*, 24Z*, 25Z* (straight-toothed)
65Z	Rally200, PX200	22Z*, 23Z, 24Z*
67Z	All 125-180cc models built 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 (suitable for primary wheel 67/68)
• PX200/Rally200 riders use a clutch with 24 teeth (suitable for primary wheel 64/65) to extend the gear ratio.
  
• 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 gear ratio range, simply fit the special BGM 64-tooth primary wheel (engine must be opened completely 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 a lot of 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 linings 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 clutch slippage 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. Other recommendations are Castrol MTX and Motul 4100.