BGM PRO Superstrong 2.0 CR - the original, now with Ultralube
Extreme loadable coupling, very easy to use - Made in Germany

H2> The Superstrong 2.0 CR coupling combines extreme durability, absolute reliability and easy operation. The solid, CNC manufactured clutch basket has an excellent concentricity as well as an enormously high torsional stiffness. It thus offers perfect clutch engagement with a clearly defined grinding point and clean cutting. It is suitable for the touring rider who values high quality as well as the ambitious racer who is looking for an extremely strong and stable clutch.

ULTRALUBE
The latest generation of Superstrong 2.0 CR clutches now features an innovative new technology: Ultralube.
Ultralube pumps (through precisely defined bores and centrifugal force) gear oil both into the highly loaded hub profile (between clutch basket and clutch hub) and to the clutch linings 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.

PERFORMANCE
The clutch is supplied ready for installation and is tuned for a power range up to approx. 20PS / 22Nm by means of the mounted clutch springs. Reinforced springs (available separately, BGM PRO XXL) extend the power range of the clutch to over 40 HP. At the same time it still remains easy to operate.

VEHICLES
The bgm PRO Superstrong 2.0 CR replaces every conventional type of clutch as used in the
Vespa large frame models with inlet rotary vane control from about 1967 onwards.
Usable in Vespa GL, Super, Sprint, Sprint Veloce, GT, GTR, TS, Rally, PX, Cosa and T5.

MODIFICATIONS
Vehicles with less than 180ccm (ex works) require the clutch cover of the 200ccm models, unless the original existing clutch cover is to be modified.

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

TOOTHINGS
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 ratios based on the 62/63 tooth primary gear are only available with straight teeth. The high torque of motors requiring such a long reduction is transmitted directly to the gearbox via straight teeth without exerting lateral forces on the auxiliary shaft bearing. Due to the precise manufacturing process, the straight-toothed drives are nevertheless just as quiet as the helical-toothed drives.

transmission
A primary drive consists of a clutch (pinion) and primary gear.
Piaggio has 65, 67 and 68 teeth primary gears already combined ex works with different clutch pinions. A difference is made here between 67/68 and 65 teeth.
Due to the different so-called gear modules, 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 guarantee maximum stability.

primary wheel	primary wheel originally installed in	Usable BGM Superstrong 2.0 CR couplings
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 up to year of manufacture 1977	20Z , 21Z , 22Z, 23Z*
68Z	All 80-150cc models from year of manufacture 1978, all Cosa	20Z , 21Z , 22Z, 23Z*

*BGM pinions with special gearing

examples

• longer gear ratio:
• PX80/PX125 Drivers use a 22 or 23 tooth clutch (suitable for primary 67/68 wheel)
• PX200/Rally200 Drivers use a 24 tooth clutch (suitable for primary 64/65 wheel) to increase the transmission ratio.
• Shorter gear ratio:
• PX200/Rally200 drivers use a clutch with 22 teeth (suitable for primary wheel 64/65) to shorten the gear ratio.
• TIPP
  For the greatest possible gear ratio range, simply install the special BGM 64 tooth primary wheel (motor must be completely opened for this). Then, by simply changing the clutch pinion, the engine can be reduced in size to suit a tame 177cc cylinder up to a torque steamer.
• EXTRA LANG
  Engines with a lot of torque and early power peak choose the straight-toothed clutches that also require a straight-toothed primary wheel (also available as a set). This allows very long gear reductions to be achieved. Ideal even 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 tyres in Oldie).
• COMPLETION 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 40PS shaft power. Tightening torque 70-75NM. We do not recommend other safety devices such as Nordlock, corrugated spring washers (DIN137) or serrated lock washers (DIN6798).

RECOMMENDATION
We also recommend a low-alloy gear oil of the classes API GL3/GL4 for high performance engines to avoid slipping of the clutch even under extreme loads. This also applies to our BGM Superstrong 2.0 CR couplings. The old engine oil specification SAE30 corresponds to the current gear oil specification SAE 85W/90. As lubricant we recommend the BGM Pro Street gear oil (BGM2025, corresponds to specification API GL-3).

(US8719)

_{AI-translation}