The performance level and ground clearance have been significantly increased compared to the previous version.
The new Touring revs significantly higher than the previous BBT.

The exhaust pipe has been expanded from Ø18 mm to Ø20 mm. However, to reduce noise levels, the BBT2 is equipped with an exhaust pipe inserted inside the Ø20 mm one with Ø18 mm.
This section is sufficient for almost all engines up to 190cc and about 22-25HP (this value varies depending on the engine structure and the achievable RPM).
Those who drive a very powerful setup with high continuous RPM can remove the Ø18mm exhaust pipe, which is fixed with only one weld point, and thus have the full Ø20mm section.

Increase the main jet by 4-6 points

Silent block--> 35x30x14mm
Tube--> 44x15x9.3mm

To complete the conversion, it is necessary to purchase:

- Stator BGM PRO HP V2.0 code 07-FU-031-S
- Voltage regulator code 05-GE-018-IR
- CDI unit code 07-AF-018-IR

Reinforced silent blocks for greater driving stability, mount dry (at most using talcum powder as an aid).
WARNING--> Directional silent blocks must be mounted according to the direction of travel
in the following manner: Left direction of travel: red mark,
right direction of travel: green mark.

6 volt alternating current, 3 coils, 5 wires (green-black-red-yellow-blue)
Warning--> Only for models WITHOUT battery

The Superstrong 2.0 CR joint combines extreme durability, absolute reliability, and ease of use. It is the foundation of every solid engine tuning.
The solid CNC-machined clutch basket has excellent
concentricity and enormous torsional rigidity. It therefore offers a perfect
clutch engagement with a well-defined bite point and a clean cut. It is suitable both for the touring rider who appreciates high quality,
and for the ambitious racer looking for an extremely robust and
stable clutch. ULTRALUBE The latest generation Superstrong 2.0 CR clutches are now equipped with a new innovative technology: Ultralube. Ultralube
delivers (through precisely defined holes and centrifugal force)
gear oil both into the high-load hub profile (between the
clutch basket and the clutch hub) and into 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 supplied ready for installation is adjusted for a
power range of up to approx

The BGM 200cc cylinder is an improved version of the already reliable and powerful original cylinder. Suitable for 200cc engines of the Rally200, PX200, Cosa200, and the Spanish models DS/DN/TX/Iris, the BGM cylinder offers an additional advantage in terms of safety and performance thanks to an exact honing of 9/100 operating distance and slightly larger transfer ports. This makes it slightly more powerful and more fuel-efficient compared to the original.
 

The original head can be used, ready for installation with pistons, clips, piston pins, and base gasket.

QUALITY FROM EUROPE Precisely manufactured by
a specialized company in Europe. The high-quality base material
14NiCrMo13 was originally developed for the
aerospace sector. Hardened at Thyssenkrupp, it has a surface hardness of
58-60HRC.

PURPOSE The BGM drive shaft
PRO meets the needs of highly tuned engines. It was
designed as a heavy-duty replacement for the original Piaggio main shaft.
The dimensions match the original 1:1. This
means that all transmission components, including those from
other manufacturers, are compatible. It can be used on both standard
engines and heavily reworked engines with high torque at the
wheel.

FIT Fits all
smallframe engines with manual transmission. The only exceptions are the engines of the
first series of the V5A1T models (small side flap, years of
construction 1963-1966). The main shaft corresponds to the latest
construction status of the PK models. Therefore, it has a wheel nut with
M16 thread.

Measurement: 3.50/10
ONLY for tubeless rims

Ø 42 mm
helical 22 teeth
for the primary 65 teeth
clutch: Ø 115mm

BGM BigBox Sport V2 for Vespa PX200

Performance like a racing exhaust - appearance like a stock exhaust
The BGM BigBox Sport V2 is a purebred racing exhaust for Vespa, in the unsuspecting design of an original exhaust. It stands as a clear alternative to large and flashy resonance exhaust systems. The high level of performance clearly distinguishes the BBS2 from other exhaust systems. Designed for performance-oriented drivers who appreciate the benefits of a low-profile vehicle.

NEW BBS V2
The basic concept has been maintained and only adapted to the greater requirements due to the increased power and engine displacement. The BGM BBS2 (=Big Box Sport V2) has widened pipe sections both inside the box and in the exhaust area. This effectively prevents the power fade that often occurs with very powerful engines (over 30 HP).

Additionally, the often-criticized ground clearance of the manifold has been modified. The system is now fully suitable for daily use and has the same ground clearance as a comparable resonance exhaust. Like the Big Box Touring V2, the BBS2 is now also equipped with a connection between the manifold and the exhaust body.

REQUIREMENTS

BGM PRO Super Strong clutch What is a plug and play solution - Made
in Germany. You get a ready-to-install clutch product with reinforced
clutch springs that works well in a power range up to 20hp / 22Nm. With separately available stiff springs, the clutch does not disappoint, even with configurations of more than 40 hp.

High-quality material ensures a very smooth sliding operation in all conditions.

The BGM PRO ball crimper is an intelligently designed tool. It can be used to easily and conveniently install the gear balls with the spring into the main shaft of Vespa Smallframe engines.

Easy disassembly/assembly of the gear balls
The gear balls are held firmly in place

The main shaft is held by the tool - both hands free to mount the gear lever

100% made in Germany

Without this tool, assembling the gear claw is a true test of patience. How do you position and sufficiently preload the balls on both sides at the same time without the gear spring shooting them into the endless expanse of the workshop? It's not uncommon for the balls to simply disappear and you need new ones, of course exactly on a weekend...

With the BGM PRO tool, the job is done in no time. The whole process is so fun that you want to do it over and over again. Simply because it feels so good... Indispensable in every Vespa workshop.

3.50/8
Black

20 mm cone, 54 mm stroke, 105 mm connecting rod, additional holes on the connecting rod head improve lubrication.

Painted in black

3-piece set

3.00/10
Black

Painted in black

12V electronic stator with 5 wires consisting of: Round connector with 2 wires: Black and Blue; 3 wires in color: white, green, red.

It also fits Vespa V50, 50N, 50 Special, V90, SS90, 90 Racer, V100 models converted to 125cc (or larger).

The BGM Pro Banana in the SPORT version offers a discreet look with the
performance values of a racing exhaust.
It resonates from about 5000 revolutions per minute and then pushes forward with great emphasis.
It is currently the strongest exhaust system available in the characteristic banana-shaped design of the standard exhaust of the Vespa ET3 models.

Original look top performance like a resonance exhaust
Wide speed range
More top speed
Very discreet
Fits without modifications to Vespa PV125, ET3
Handmade in Europe

The BGM Sport Banana harmonizes very well with a powerful road tuning
based, for example, on the Polini 133 cylinder. The relatively low split manifold
allows, like an original banana exhaust, a
quick removal of the exhaust body. The connection is secured by
traction springs that are stable but can be quickly detached.

It is recommended to increase the jetting

Measurements: M 8 key 11 mm
Includes fiber washer

MATERIAL The bgm PRO Touring crankshafts are forged. The material is denser, so it dissipates heat better and is therefore more resistant to distortion. In addition to the crank webs, the connecting rod is also forged and then CNC machined. LUBRICATION
The lower connecting rod bearing is lubricated via two large lubrication slots and a total of four additional pockets on the side. The SSC rolling bearing and side thrust washers provide a solid bearing. The lubrication of the upper connecting rod bearing is done through two lubrication holes. The INA piston pin bearing is included with the crankshaft.

The shaft is available with a long stroke of 60mm (long stroke) and with a 57mm stroke
(standard). With the long stroke version, you get a larger displacement, while at the same time the cylinder control angles (overflow and exhaust ports) can be modified to increase performance. GEAR ANGLE Compared to many other racing shafts, the bgm PRO Touring shaft has a much better intake layout. For
tuning cylinders, the standard wave, with its very short intake time, cannot keep up with the standard wave. The bgm PRO shaft, on the other hand, closes on a PX engine

PERFORMANCE EVERY DAY The BGM177 cylinder is
a very powerful, durable, and completely
everyday conversion cylinder. It covers a very wide range of applications. Simply
by swapping the cylinder, you can more than double the power of the standard
125cc engine and easily ride the wave of great torque.
Similarly, the exact same cylinder can turn the engine
into a beast with over 20 HP if it finds the right environment (carburetor,
exhaust, crankshaft). Thus, the cylinder offers beginners a
perfect base to be able to expand this, as needed,
more and more. The BGM PRO 177 replaces the original cylinder,
the conversion is simple and easy to reverse if necessary.
With its large displacement of 177cc, the BGM PRO 177 always offers
a safe and relaxed driving experience. The engine is as powerful as a
200cc machine, but with exactly the same reliability and durability.
It achieves this by operating in the same RPM range as a standard engine. The
low fuel consumption and the high range associated with it are

The advantages are a lighter clutch that separates more quickly and is extremely durable.
Despite the seemingly smaller pad surface, the clutch with the CR pad type can transmit more torque with the same elastic force. For this, only the effective radius is decisive, not the size of the friction surface as such (this is only relevant for wear).

Thanks to the extremely durable pad material, CR pads can also be used in very powerful engines in everyday use. A major advantage is the taller clutch discs compared to the
original discs.


RECOMMENDATION We also recommend a low-alloy gear oil of API GL3/GL4 classes for high-performance engines to prevent clutch slippage even under extreme loads.

Note: The entire lining package is approximately 1 mm lower with these linings

After installing the clutch, check if the clutch touches the clutch cover. If necessary, rework the whole thing or use an outward-facing cover. Alternatively, you can use the spacer ring we offer separately