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bgm PRO Variomatik für Piaggio Quasar Motoren, z.B. Vespa GTS

Variomatic Vespa GTS bgm PRO Vespa Piaggio 250-300 cc Quasar engines

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bgm PRO Variomatic for Piaggio Quasar engines, e.g. Vespa GTS

  • with extra long translation bandwidth
  • perfect draught and
  • high rear wheel power.

The bgm PRO variomatic uses a shorter and Kevlar reinforced V-belt than usual for Quasar engines. This allows our Vario to run a much wider range of ratios without the V-belt being able to touch the housing, as is the case with a Malossi Vario. As a result, the bgm Vario can drive a much wider range of ratios without the engine having to turn higher. A huge advantage, especially when the engine needs further tuning.

BGM2311V2 Variomatik

Engine power directly at the rear wheel

The countless bench and road tests have shown that the 250/300cc Quasar engines do not require a harder or different back pressure spring than the standard one. This means that the entire engine power is not lost in frictional heat but ends up where it belongs: at the rear wheel.

vespa-gts-leistung-vergleichvespa-gts-leistung-vergleich
vespa-gts-bgm-polini-leistung-vergleichvespa-gts-bgm-polini-leistung-vergleich

Vespa GTS Variomatic Test

With the Piaggio series variomatic, the engine runs into the governor much earlier. The power is therefore maintained much longer when looking at the speed axis, which is noticeable in a higher final speed.

Compared to the Polini set, the bgm Vario does not work at an artificially increased speed level to get an aha effect. The Polini Vario unfortunately buys its (too) high speed level with a worse efficiency.

Maintaining the same acceleration speed as the standard engine results in our bgm Vario-Kit, so that the engine is not loaded higher and the power output is pleasantly linear. In everyday use the superiority of the bgm Vario-Kit is clearly demonstrated in a direct 1:1 comparison.

bgm Buy PRO Vario-Kit here
variomatik_bgm_pro_v2_piaggio_quasar_motor_250_300_ccm_vespa_gtsgtlgtv_250_300ccm_vespa_gts250_ie_gts300_ie_gts300_i_e_super_gtv300_ie_bgm2311v2variomatik_bgm_pro_v2_piaggio_quasar_motor_250_300_ccm_vespa_gtsgtlgtv_250_300ccm_vespa_gts250_ie_gts300_ie_gts300_i_e_super_gtv300_ie_bgm2311v2
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Scope of delivery BGM2311V2

  • Variator
  • front pulley
  • V-belt: aramid reinforced (Bando)
  • Weights:
  • 21x17mm 12,5g (250cc)
  • 21x17mm 13,5g (300cc)
  • Spacers for belt pulley: between bushing and front belt pulley 1x 1,3mm, 1x 1,0mm
  • (both discs must be mounted)
  • Distance washer for belt pulley: between fixing nut and front belt pulley 1x 1,0mm
bgm Buy PRO Vario-Kit here

Fits the following vehicle models with quasar motor:

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Vespa Zündung umrüsten elektronische Zündung

Vespa conversion from contact ignition to electronic ignition

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Vespa Largeframe conversion to electronic ignition

Vespa engines of the large frame models with rotary vane intake control, e.g. Vespa VNA, VNB, VBA, VBB, VLA, GT, GTR, Sprint, Rally, PX, LML 2T, Bajaj Chetak can now be easily converted:

BGM8032NBGM8032N
BGM8032N-zubo1X1nWb38iGivpiBGM8032N-zubo1X1nWb38iGivpi
BGM8032N-10-Nicht-RetuschiertBGM8032N-10-Nicht-Retuschiert
BGM8032N-14aBGM8032N-14a
BGM8032N-4BGM8032N-4
BGM8032N-3BGM8032N-3
BGM8032N-2BGM8032N-2
BGM8032N-1BGM8032N-1

Why should I convert a Vespa to electronic ignition?

These are the advantages of an electronic ignition!

After the conversion, the former weak 6Volt on-board power supply has a powerful 12Volt light output. The previously self-regulating electrical system is converted to a reliable and bulb-friendly regulator control (e.g. with BGM6690). The high-quality wiring ensures a safe transmission of the high light and ignition power. With its strong wattage, it already provides a very good light output when idling, which does not collapse even when using the indicators or additional power consumers. No maintenance necessary! Maintenance work, as usual with contact ignition, is not necessary.

Our new bgm ignition: specially developed for the conversion of contact controlled engines to a maintenance free electronic ignition:

The latest version of the proven bgm PRO HP (High Power) ignition base plate for conversion from contact ignition to electronic ignition.
Suitable for e.g. Vespa Largeframe like VNA,VNB, VBA, VBB, GL, Super, Sprint, GT, GTR, TS, Rally

buy ignition now here

bgm PRO ignition base plate

With our own brand bgm, we have revised and improved the thousandfold proven bgm PRO ignition base plate. Special attention was paid to a very high quality of the coils and the pickup.
In addition, the cabling was changed to textile-sheathed silicone cables. A special gimmick is the cord already attached to the cable branch for easy pulling the cable harness through the cable channel in the engine housing. Also the base plate now has a degree exact scaling for easy adjustment.

Compared to a conventional electronic ignition, the BGM Pro HP V2.5 ignition base plate has specially combined coil windings.
Through this the efficiency of the alternator is again clearly improved and offers with 120W a high light output.

In contrast to a Vespa PX ignition base plate, the BGM Pro HP has a longer and differently laid cable load in order to be able to mount the ignition base plate perfectly on older vehicles. Additionally it has an adapted base plate contour to fit perfectly on engines before 1977 (with a larger shaft seal seat than PX).

  • High light output (120W) through maximum number of windings
  • Proven excitation coil with copper plate for highest reliability
  • Pickup with carbon barrier layer for a clean ignition pulse
  • Cleanly processed light coils
  • High quality solder joints
  • Original cable lugs and length for very easy cabling
  • Can be combined with additional modules (PiFi, Kytronic, Agusto)

NOTE: The BGM pickup has a nominal resistance of 100 Ohm (+/- 10Ohm)

Silikonleitungen

ADVANTAGES OF SILICONE CABLES

  • Extremely temperature resistant (-40°C to +250°C))
  • Always stays flexible
  • Very good mechanical protection by the textile fabric
  • Resistant to fats, oils, alcohols, oxygen, ozone
  • Very high insulation properties

CONVERSION TO ELECTRONIC IGNITION

When converting from a contact ignition to this base plate, the use of a different fan wheel, a voltage regulator and a CDI is necessary.
A standard old voltage regulator, like the standard ignition coil, is no longer needed.
With the BGM voltage regulator BGM6690 an optional battery (12Volt battery required) can be charged while driving. The old wiring harness can still be used, however, the formerly individual circuits must be combined here, since the voltage regulator only provides one output for the complete power supply. It is easier to convert to one of our conversion wiring harnesses (e.g. 9077011).

Everything necessary for this is available individually or as a set.

Suitable for Vespa Oldie-Largeframe

The BGM ignition base plate fits all Vespa engines of the large frame models with rotary vane intake control, e.g. Vespa VNA, VNB, VBA, VBB, VLA, GT, GTR, Sprint, Rally, PX, LML 2T, Bajaj Chetak.

buy ignition now here

Conversion set

Beside the ignition you also need some other parts to convert the engine from contact ignition to electronic ignition. We have put together a practical set for you here: BGM6661PRO

All parts are also available separately:

 

PLEASE NOTE
The alignment of the crankshaft in the engine case, and thus also the position of the pole wheel, is much more variable in the old largeframe engines (recognizable by crankshaft bearings of the same size with 25x62x12mm) than, for example, in the later PX engines.

The crankshaft bearings are not fixed in the engine housing by a snap ring, but are only fitted with a light press fit in the housing. Due to various tolerances (e.g. the width of the shaft sealing rings, worn bearing seats, orientation of the cone on the crankshaft) there may be significant deviations from the originally intended positioning of the shaft in the crankcase. Prerequisite for a correctly working ignition is a perfect alignment of the pole wheel with the ignition base plate. Otherwise the trigger surface in the pole wheel will not run parallel to the pickup, which can lead to misfiring. If the ignition does not produce a spark, the fault is usually to be found here. For easy repair we offer distance plates (BGM8000S05) for the pickup on the ignition base plate. With these distance plates the correct distance can be restored in a simple way.

 

The bgm PRO Conversion ignition fits the following models:

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Vespa Auspufftest BGM Big Box Touring (BBT) & Big Box Sport (BBS) – ScooterLab.uk

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Test Vespa Box Exhaust

Boris Goldberg, in cooperation with MMW Racing, has made a very complex exhaust test for the Vespa PX200 models on behalf of the very informative English online magazine ScooterLab.uk (SLUK for short). The focus of the test here was on the now very popular box exhaust systems. This means exhaust systems that are more or less similar to the original exhaust in appearance and sound, but offer a much better performance like the BGM BigBox Touring or Polini Box.

To make the results accessible to all readers, here is an excerpt of the most interesting tests.
In general, tests were carried out on two different engines:

  • Original PX200 12hp engine
  • PX200 engine with Malossi 210 sport cylinder, long stroke racing crankshaft (60mm stroke with extended intake control angle), SI24 carburetor

EXHAUST COMPARISON PX200 ORIGINAL ENGINE

The original PX200 motor is designed as a throttle motor. As a result, it offers high torque with a flat power curve.
Due to the short steering angles and small flushing surfaces, the engine cannot be operated sensibly with a classic racing exhaust. The loss of torque in the lower range is so great that there may be problems with the gear connection from third to fourth gear. The engine falls exactly in the range where the racing exhaust has significantly less power than the standard exhaust at shift speed. Under unfavourable conditions, the engine then literally starves to death in fourth gear and doesn’t get any faster than in third gear.
This is, besides the optical and acoustic inconspicuousness, one reason why the box exhaust systems have become so popular. These offer, with almost the same performance as a ‘real’ racing exhaust, a much more linear performance curve without any drop in performance. Thus, the engine with a box exhaust is usually much more harmonious and relaxed to drive.

The Polini Box and Big Box Touring are a perfect example of how a good exhaust system can help a production engine get started.
Polini has developed its exhaust system very close to the Big Box Touring, which was previously available on the market.
On the original engine, the BigBox Touring is clearly ahead in terms of torque and power:

POLINI BOX ON PX200 ORIGINAL ENGINE

The power curve of the original Piaggio PX200 exhaust always serves as a reference. In addition, an exotic, not for sale, was also included in the diagram (an exhaust of the special model PX125 T5 which was equipped with an exhaust manifold of the PX200).
The Polini Box runs very harmoniously on the production engine. It widens the usable speed range and increases the available torque and power already relatively considerably.
Compare the lower yellow curve of the original exhaust with the upper red curve. The motor speed is specified via the left/right axis and starts at 2800 rpm. The motor power is read via the vertical axis, the higher the curve the higher the motor power at the given speed.
The original exhaust reaches here 9,5 HP which is the normal rear wheel power of a 12 HP Vespa. The 12hp are measured at the crankshaft in the factory, without the losses through the gearbox, tyres etc.
The Polini Box achieves a maximum of 11,5hp, already 2hp more than the standard exhaust. The absolute torque is identical with the standard exhaust.

Performance data and improvement compared to the original exhaust: 11,5HP/16,2Nm (+2,0HP/+0,0Nm)

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BGM BIGBOX TOURING ON PX200 ORIGINAL ENGINE

The BGM BigBox Touring runs on the standard engine again much more powerful than the Polini. Up to about 5700 rpm, i.e. exactly in the speed range for which the original gearbox was tuned, the BigBox Touring is significantly higher than the already good Polini Box. The slightly earlier end of revs at 7000 rpm (Polini 7400 rpm) is not relevant because the standard engine in fourth gear (due to the normal driving resistances) only turns up to 6000 rpm anyway.
On an original engine the BigBox Touring is therefore still unbeaten when it comes to early, high torque with very good bandwidth.
It gives the original engine, without other modifications, a plus of 2 HP. Compared to the Polini it also increases the absolute torque by more than 1Nm.
This is already noticeable while driving, because this higher torque extends over the wide speed range of 3000-5500 rpm, which is very important for everyday use.

Performance data and improvement compared to the original exhaust: 11,5HP/17,4Nm (+2,0HP/+1,2Nm)

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EXHAUST COMPARISON ON PERFORMANCE UPGRADED ENGINE WITH MALOSSI 210 SPORT CYLINDER

The converted engine in this test is, despite the modified cylinder and crankshaft, still extremely tour-friendly and rock solid with, albeit very sporty, classic Vespa characteristics. The engine thus develops from the speed cellar at least the same power as a standard engine, with significantly better performance in the medium and upper speed range.

 

POLINI BOX ON PX200 ENGINE WITH MALOSSI 210CCM CYLINDER
On the Malossi Sport cylinder the Polini Box works very well and offers a considerable plus compared to the original exhaust (+5,4HP). Up to 4200 rpm it is slightly below the level of the original exhaust, but then from 6000 rpm it takes in air again and offers a good top performance.

Performance data and improvement compared to the original exhaust: 21,2PS/23,7Nm (+5,4PS/+3,4Nm)

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BGM BIGBOX TOURING ON PX200 ENGINE WITH MALOSSI 210CCM CYLINDER
On the Malossi Sport cylinder the BGM BigBox Touring works perfectly and offers a very high torque virtually from idle. At 5000 rpm it is a whole horsepower more powerful than the Polini Box and reaches its power peak already at 6000 rpm. So here too the name says it all and every touring rider is on the safe side with the BigBox Touring in terms of perfect rideability and thrust from the rev cellar. Compared to the standard exhaust, +3.5Nm are taken out of the engine here, all this at a significantly lower speed level. If you are in a hurry, you can benefit from the wide speed range of the BBT which still allows the engine to turn easily up to 7500 rpm with a lot of power at the rear wheel. With a standard gearbox this is already over 125km/h, whereas such an engine pulls a longer gear ratio without any problems. Fast motorway stages are therefore not only no problem despite the early onset of torque, they are also a lot of fun!

Performance data and improvement compared to the original exhaust: 19,9HP/23,8Nm (+4,1HP/+3,5Nm)

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BGM BIGBOX SPORT ON PX200 ENGINE WITH MALOSSI 210CCM CYLINDER
Friends of the classic two-stroke characteristic will love the BGM BigBox Sport. If you expect the resonance kick*, turning out a wide range and at the same time a high peak performance, you’ve come to the right place. On the Malossi Sport cylinder she is still a bit underchallenged, but this one is ideal for all those who want to expand their engine concept. The Malossi Sport cylinder is perfectly suited for this purpose, as it offers the same overcurrent layout as the much stronger MHR brother.
The latter works best on a diaphragm controlled inlet (or a heavily reworked rotary vane inlet) together with a large carburettor. Therefore, MHR was not used as a basis in this test. However, increasing the head angle as well as the exhaust window quickly brings the Malossi Sport cylinder into very high performance regions. Engine outputs of well over 25 hp are then possible without any problems with the BBS, as the BigBox Sport is also known in short form.
But even on an engine that is still quite conventionally constructed, as used in this test, the BBS has the winning crown in terms of top performance. The nice thing about it is that despite the highest power peak in the test field up to 5000 rpm it runs almost as powerful as a standard exhaust. This is rather unusual for exhaust systems with high peak performance. But from 5000 rpm there is no holding anymore and the exhaust starts to charge fully. The high peak power is then maintained over a wide speed range. Perfect for chugging through the city without attracting attention and for getting the performance hammer out in between. As already mentioned, the BigBox Sport works much better on more powerful engines and does not stop at a power of more than 30HP/30NM (see also the performance diagrams in the online shop). In summary, one can say that the BBS is the proverbial wolf in sheep’s clothing.

(*you can feel the turbocharged use of the exhaust)

Performance data and improvement compared to the original exhaust: 22,0PS/23,7Nm (+6,2PS/+3,4Nm)

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Buy BGM BigBox here
POLINI Box buy here
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BGM PRO Bremsbacken für viele Rollermodelle erhältlich

New: BGM PRO brake shoes with brake lining Made in Germany available for many scooter models

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BGM PRO brake shoes with brake lining MADE IN GERMANY

Quality brake shoes from BGM. With these brake pads, our product development focuses on functionality: performance and perfect fit. BGM PRO brakes are deliberately unpainted for environmental reasons. Instead of colourfully painted brake shoes, which you can’t see behind the brake drum anyway, here you get real quality you can really rely on:

  1. Highest quality – brake pads, Made in Germany by Beral.
  2. Perfect fit thanks to original Piaggio shapes (on the Piaggio/Vespa brake shoes).
  3. For your safety, assembly material and professional Würth assembly paste are included!
  4. Manufactured according to ECE R-90
profi-bremsbacken-motorroller-bgmprofi-bremsbacken-motorroller-bgm
bgm5326_BGM5326_5_bgm5326_BGM5326_5_
bgm5326_BGM5326_4_bgm5326_BGM5326_4_
bremsbacken-bgm.bgm5326bremsbacken-bgm.bgm5326

GREAT SELECTION

These brake pads are the first choice of workshops and professionals. Wide range for Piaggio, Vespa,, Lambretta, Aprilia, Honda, Scooter & Mofa. Currently the following models are already available:

BGM5327 Ø=125x17mm
Vespa 8″ + 9″ + 10″ vorne, 1 Aufnahme, Vespa Smallframe V50, V90, SS50, SS90, PV125, ET3, Wideframe V1T bis V15T, V30T-V33T, VM, VN, VL, VB, VNA, VNB, VBA, VBB, Super
BGM5326 Ø=150x24mm
VESPA V50 (h), SS50, SS90 (h), PV125 (h), ET3 (h) – 10 Zoll
BGM5325 Ø=135x20mm
VESPA V50 (h) – 9 Zoll
BGM5324 Ø=127x28mm
Vespa 8″ hinten, 2 Aufnahmen, Vespa Super (h)
BGM5323 Ø=127x23mm
Vespa 8″ hinten, 2 Aufnahmen, Vespa VNB4T bis VNB6T (h), VBB2T (h) – auch verwendet zur Umrüstung 10″ auf 8″
BGM5322 Ø=127×23 mm
Vespa 8″ hinten, 1 Aufnahme, Vespa Wideframe V1T bis V15T (h), V30T bis V33T (h), VM (h), VN (h), VL (h), VB (h), VNA1T bis VNA2T (h), VNB1T bis VNB3T (h), VBA1T (h), VBB1T (h)
BGM5321 Ø=150x25mm
vorne- Vespa Rally180 (VSD1T), Rally200 (VSE1T) (v), Sprint (v), TS (v), GT125 (VNL2T) (v), GTR125 (VNL2T) (v), GL150 (VLA1T) (v), SS180 (v), GS160 (v), GS150 / GS3 (VS1T-VS4T) (vh) (VS5T) (v)
BGM5320 Ø=150x24mm
VESPA PX (vh), PK (vh), T5 125cc (vh), Rally180 (VSD1T), Rally200 (VSE1T) (h), Sprint (h), TS125 (VNL3T) (h), GT125 (VNL2T) (h), GTR125 (VNL2T) (h), GL150 (VLA1T) (h), SS180 (h), GS160 (h), GS150 / GS3 (VS5
BGM5355 Ø=125x25mm
Honda @ 125, Honda Nes 125, Honda @ 150, Honda Nes 150, Honda Dylan 125, Honda Dylan 150, Honda PCX 125 IE (2010-2011), Honda PCX 125 IE (2012-), Honda PS 150I, Honda SH 125, Honda SH 150
BGM5352  Ø=110x25mm
GENERIC Ideo 50 ccm Bj. 2005 (h), Soho 125 ccm Bj. 2006 (h), XOR 50 ccm Bj. 2005 (h), XOR 125 ccm Bj. 2005 (h), MBK Evolis 50 ccm 1992 (h), Flame 125 ccm 2000-2003 (h), FlameX 125 cc
BGM5351 Ø=110x25mm
APRILIA Amico 50 ccm 1990-1991 (vh), Amico GL, GLE, LX, Sport Life, LX 50 ccm 1992 (h), Gulliver 50 ccm 1995 (h), Gulliver LC 50 ccm 1996-1997 (h), Rally 50 ccm 1995 (h), Scarabeo 4-Takt 50 ccm 2004 (h), Scarabeo 70 c
BGM5349 Ø=140x25mm
hinten- Piaggio Fly 50 2T, Piaggio Fly 50 4T (2V), Piaggio Liberty 50 2T, Piaggio Liberty 50 4T (2V), Piaggio Liberty 50IE 4T (IGET 3V), Malaguti Centro 50 4T (4V), Malaguti Centro 50 Sl, Malaguti Ciak 50 4T (4V)
BGM5348 Ø=140x25mm
hinten- Runner 125 FX, 180 FXR 2-Takt, Italjet Dragster 125 / 180, Hexagon LX 125, LXT 180, GT 250, Piaggio Skipper 125, Liberty 50/125/150/200, Vespa Fly 125/150
BGM5347 Ø=110x25mm
Piaggio 50-150ccm, SKR 125 ccm (h), SKR 150 (h), Vespa ET2 50 ccm 2000 (h),  Runner 50 ccm 1997-1997 (h), PIAGGIO Hexagon 125 ccm 1994-1997 (h), Hexagon 150 ccm 1994-1999 (h), Hexagon GT 250
BGM5346 Ø=100x20mm
PIAGGIO TPH50 (93-95), NRG 50 (94-98), NRG Extreme AC 50 (1999), NTT 50 (1995), Quartz 50 (1992), Sfera 50, Sfera 50 RST, Sfera 80, Zip 50 (1992), GILERA Storm 50 (1994)
BGM5345 Ø=100x20mm, ohne Nut- PIAGGIO NRG 50 ccm 1994-1998 (h), NRG Extreme AC 50 ccm 1999 (h), NTT 50 ccm 1995 (h), Quartz 50 ccm 1992 (h), Sfera 50 ccm 1990-1996 (h), Sfera 80 ccm 1990-1994 (h), Zip 50 ccm 1992 (h), GILERA Storm 50
BGM5342 Ø=135x16mm
Piaggio Boss, Piaggio Boxer, Piaggio Bravo, Piaggio CBA, Piaggio Ciao, Piaggio Eco, Piaggio Grillo, Piaggio Si, Piaggio Superbravo, Piaggio Trend, Gilera CBA
BGM5341 Ø=105x20mm
Piaggio Bravo, Piaggio Ciao, Piaggio Grillo, Piaggio Si, Piaggio Superbravo, Piaggio Vespino F9, Piaggio Velofax
BGM5340 Ø=90x18mm
Piaggio Boxer, Piaggio Bravo, Piaggio Ciao, Piaggio Free 50 (1994-1995), Piaggio Si, Piaggio Superbravo, Piaggio Vespino F9, Piaggio, PiaggioVelofax, Benelli Motorella 50, Benelli G2, Benelli G2L, Fantic Motor Issimo 5
BGM5330 Ø=152x25mm
LAMBRETTA LI, LIS, SX, TV
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QUALITY

The product is completely Made in Europe: the brake shoes of the Scooter Center brand BGM PRO are manufactured exclusively for BGM by one of the most renowned >strong> Italian brake pad manufacturers. The material comes from the German manufacturer Beral. The brake pad carrier made of aluminium is cast in the original Piaggio moulds, so a perfect fit is always guaranteed. Developed by BGM in the Scooter Center in Cologne.

BRAKE POWER

The optimum pad compound for the BGM PRO brake pad has a high coefficient of friction averaging over 0.54µ. This coefficient of friction can be easily maintained over a wide temperature range. The BGM PRO brake pad can therefore withstand temperature peaks of up to 350°C and is also suitable for the toughest applications!

BRAKE DOSAGE

Extensive tests in product development show that the scooter’s braking behaviour is immediately powerful, but can also be optimally controlled. These good characteristics of a brake system do not diminish even under high loads. The chosen Beral brake pad for our bgm brake shoes with an average pad hardness of 71 shore shows itself optimally and offers a clear feedback at the brake lever.

ENVIRONMENT

The BGM brake pad material is manufactured without the use of solvents. It contains no heavy metal compounds and of course no asbestos. The BGM PRO brake pads are deliberately not painted for environmental reasons. Manufactured according to ECE R-90.

DELIVERY SCOPE

The scope of delivery includes:

  • 1 pair of brake shoes
  • 2 pcs. Platelet (metal clip)
  • 2 pcs. Brake shoe safety devices
  • 1 pcs. heat-resistant assembly paste from Würth (for lubricating the brake lining bolts and the brake cam/plate)

CONCLUSION: Professional quality and braking performance at the highest level

Order here
BGM Bremsbacken Bremsbeläge
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Stoßdämpfer vorne -BGM PRO SC/F16 COMPETITION, 240mm- Vespa GT 125-200, GTL 125-200, GTS 125-300 (-2013, 2017-), GTV 125-300 - schwarz

Test winner shock absorber Vespa GTS front available again

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bgm PRO front shock now available again

Shock absorber / strut for Vespa GTS. The shocks from bgm PRO for Vespa GTS has emerged as a clear recommendation and test winner in the test Vespa GTS shock absorbers of the Scooter & Sport magazine. The shock absorber for the 240mm is now available again.

Front shock absorber -BGM PRO SC/F16 COMPETITION, 240mm- Vespa GT 125-200, GTL 125-200, GTS 125-300 (-2013, 2017-), GTV 125-300 – black

Order Vespa test winner shock absorber here

Stoßdämpfer vorne -BGM PRO SC/F16 COMPETITION, 240mm- Vespa GT 125-200, GTL 125-200, GTS 125-300 (-2013, 2017-), GTV 125-300 - schwarz

Vespa Sport Chassis

The COMPETITION series features adjustable spring preload and fully adjustable damping. This allows the chassis to be adjusted to different driver weights/vehicle loads. The damping can be adjusted separately in rebound and compression and thus meets the highest demands.

BGM PRO SC/F16 Competition

The abbreviation F16 stands here for front with 16-fold adjustable damping of the compression stage and 44-fold adjustable rebound damping (upper setting wheel).

PROPERTIES

  • with KBA test mark / ABE
  • high-strength aluminium, CNC machined
  • hard anodized surfaces for optimal protection
  • Sporty and harmonious damping technology
  • high-quality components for long service life
  • solid 13,5 mm piston rod
  • infinitely variable adjustment of spring preload
  • ready-to-install complete solution
  • Adjustable rebound damping
  • Adjustable compression damping
Order Vespa test winner shock absorber here

bgm PRO Shock absorbers are available for many scooter models.

 

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bgm PRO - Ultralube Superstrong Vespa Kupplung

NEW: bmg PRO Superstrong Vespa clutch with Ultralube ©

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Our best Vespa clutch has now been made even better

The latest version of our Vespa clutch is the Superstrong 2.0 Ultralube ©. Suitable for all engines, from the original Vespa PX125 to the 40hp Monster.

The experience gained from the wide range of applications was implemented in the Superstrong 2.0 Ultralube.

vespa-bgm-supertrong_2-cr-ultralube-2188vespa-bgm-supertrong_2-cr-ultralube-2188
vespa-bgm-supertrong_2-cr-ultralube-2180vespa-bgm-supertrong_2-cr-ultralube-2180
vespa-bgm-supertrong_2-cr-ultralube-2181vespa-bgm-supertrong_2-cr-ultralube-2181
vespa-bgm-supertrong_2-cr-ultralube-2182vespa-bgm-supertrong_2-cr-ultralube-2182
vespa-bgm-supertrong_2-cr-ultralube-2183vespa-bgm-supertrong_2-cr-ultralube-2183
vespa-bgm-supertrong_2-cr-ultralube-2189vespa-bgm-supertrong_2-cr-ultralube-2189

Patented clutch lubrication

Due to a new design of the clutch basket, the gear oil can get into the clutch during driving and lubricate the thrust washer and the polygon for power transmission!

The proven technology of CR pads ensures absolute control and precise gear changes no matter how much torque and power the rear wheel pulls.

With the new Ultralube technology, the Superstrong 2.0 has moved up to the next level of development and is therefore a guarantee for lasting unadulterated driving pleasure.

Translated with www.DeepL.com/Translator

vespa-bgm-supertrong_2-cr-ultralube-2190vespa-bgm-supertrong_2-cr-ultralube-2190
vespa-bgm-supertrong_2-cr-ultralube-2192vespa-bgm-supertrong_2-cr-ultralube-2192
vespa-bgm-supertrong_2-cr-ultralube-2193vespa-bgm-supertrong_2-cr-ultralube-2193

Unique lubrication – less wear and tear

As the only clutch in the Cosa design, the Ultralube offers the advantage that the power transmission components are lubricated by the transmission oil, thus significantly reducing hub wear.

The BGM Superstrong 2.0 Ultralube is currently available in the CR version with the following reduction ratios:

Suitable for primary gears with 67 and 68 teeth

  • BGM8420; Vespa Clutch -BGM Pro Superstrong 2.0 CNC Ultralube, Typ Cosa2/FL (CR80)- for primary wheel 67/68Z – 20 teeth
  • BGM8421; Vespa Clutch -BGM Pro Superstrong 2.0 CNC Ultralube, Typ Cosa2/FL (CR80)- for primary wheel 67/68Z – 21 teeth
  • BGM8422; Vespa Clutch -BGM Pro Superstrong 2.0 CNC Ultralube, Typ Cosa2/FL (CR80)- for primary wheel 67/68Z – 22 teeth
  • BGM8423; Vespa Clutch -BGM Pro Superstrong 2.0 CNC Ultralube, Typ Cosa2/FL (CR80)- for primary wheel 67/68Z – 23 teeth

Suitable for primary gears with 64 and 65 teeth

  • BGM8322; Vespa Clutch -BGM Pro Superstrong 2.0 CNC Ultralube, Typ Cosa2/FL (CR80)- for primary wheel 64/65Z – 22 teeth
  • BGM8323; Vespa Clutch -BGM Pro Superstrong 2.0 CNC Ultralube, Typ Cosa2/FL (CR80)- for primary wheel64/65Z – 23 teeth
  • BGM8324; Vespa Clutch -BGM Pro Superstrong 2.0 CNC Ultralube, Typ Cosa2/FL (CR80)- for primary wheel 64/65Z – 24 teeth

 

Suitable for primary gears with 62 and 63 teeth

We also offer our stable and extremely quiet running primary drives with straight toothing for high-torque motors or for coordination with other auxiliary shafts:

  • BGM8623; Vespa Clutch -BGM Pro Superstrong 2.0 CNC Ultralube, Typ Cosa2/FL (CR80)- for primary wheell BGM 62/63Z (geradeverzahnt) – 23 teeth
  • BGM8624; Vespa Clutch -BGM Pro Superstrong 2.0 CNC Ultralube, Typ Cosa2/FL (CR80)- for primary wheelBGM 62/63Z (geradeverzahnt) – 24 teeth
  • BGM8625; Vespa Clutch -BGM Pro Superstrong 2.0 CNC Ultralube, Typ Cosa2/FL (CR80)- for primary wheel BGM 62/63Z (geradeverzahnt) – 25 teeth

The design and technology of the Ultralube © is protected by a utility model!

 

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Silentblock Vespa Silentgummi

Silent block Vespa – new sets for Vespa PK

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Optimised asymmetrical silent blocks by bgm PRO

The engine of your Vespa requires two different engine mountings, the one for the right side (heavy engine side) and the other for the left side (light exhaust side).

We developed the optimised silent blocks for Vespa Smallframe and Largeframe, as well as for the Lambretta. These silent blocks are now also available for Vespa PK.

bgm PRO silent blocks

  • more ride comfort
  • high tracking
  • high steering precision
  • high stiffness

The bgm PRO silent blocks give much better handling thanks to a more precise guidance of the engine in the engine casing. The reinforced rubbers have an asymmetrical degree of hardness. Therefore, even with stiff suspensions, you can still have a good ride comfort.

Thanks to the reinforced engine mountings, available in set, you have a better tracking, steering precision and stiffness. The fitting is easy and their replacement is recommended e.g. during the engine overhaul.

Further information on the bgm PRO silent blocks for Vespa

silentblock_set_motor_bgm_pro_vespa_pk_50_125_pk_50_125_s_pk_50_125_xl_bgm7954_4_silentblock_set_motor_bgm_pro_vespa_pk_50_125_pk_50_125_s_pk_50_125_xl_bgm7954_4_
silentblock_set_motor_bgm_pro_vespa_pk_50_125_pk_50_125_s_pk_50_125_xl_bgm7954_3_silentblock_set_motor_bgm_pro_vespa_pk_50_125_pk_50_125_s_pk_50_125_xl_bgm7954_3_
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Replace the silent blocks of your Vespa!


Easy fitting

Vespa PX 200, V50, PV125 ET3, PK

These models feature inserted rubbers. Remove the old rubbers from the engine casing.
Put the new bgm PRO silent blocks in the engine casing using a little bit of talcum.

Vespa PX80-150, Sprint, VBB, etc.

These models feature standard pressed silent blocks.
To get these out of the casing you have to grind, cut or drill off the ends. Then you take off the tube and rubbers from the casings. Put the new bgm PRO rubbers into the casings using a little bit of talcum.

Notice

Please do not grease or oil the new rubbers. Mount them dry and use talcum to ease up the fitting.

Please note

The silent blocks are mounted according to the side of the riding direction:

  • In ride direction, left hand side: red marked
  • In ride direction, right hand side: green marked

Silentblock set engine -BGM PRO- Vespa Small- and Largeframe

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bgm Soft Stop Hauptständer mit Sand

Soft stop centre stand for Vespa

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New centre stand for Vespa

We have developed a new centre stand for Vespa. The new bgm PRO Soft Stop centre stand for Vespa will finally no longer hit hard against the footboard.

The stand is available in galvanised, chrome and black version and fits the vintage Vespa Smallframe and Largeframe models:

  • Centre stand -BGM PRO Soft Stop System Ø=20mm- Vespa Smallframe
    V50, V90, PV125, ET3 – bgm Pro
    Part no.: BGM4961
  • Centre stand -BGM PRO Soft Stop System- Vespa Largeframe
    Sprint150 (VLB1T), Rally180 (VSD1T), Rally200 (VSE1T), GT/GTR125 (VNL2T), TS125 (VNL3T), GL150 (VLA1T), VNB2T – VNB6T, VBB1T – VBB2T, GS160 / GS4 (VSB1T), SS180 (VSC1T) – bgm Pro
    Part no.: BGM4950
Vespa Hauptständer Soft Stop bgm PRO Smallfram & Largeframe Ständer

The ultimate innovation

It’s just a small detail, but simply brilliant. Thanks to the soft stop system the feet of the bgm PRO centre stand will no longer hit hard against the footboard. Like for the PX models, the centre stand stop is now placed on the stable mounting brackets on the central frame tunnel.
The centre stand will stop at an ideal position and this will prevent the footboard from vibrating.
Thanks to the soft stop system, the centre stand will be not only less noisy when retracting but it will also protect the footboard from the cracks which are usually caused by the genuine stand.

hauptst_nder_bgm_pro_soft_stop_system_20mm_v50_v90_pv125_et3_bgm4961_1_hauptst_nder_bgm_pro_soft_stop_system_20mm_v50_v90_pv125_et3_bgm4961_1_
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hauptst_nder_bgm_pro_soft_stop_system_sprint150_vlb1t_rally180_vsd1t_rally200_vse1t_gtgtr125_vnl2t_ts125_vnl3t_gl150_vla1t_vnb2t_bis_vnb6t_vbb1t_bis_vbb2t_gs160_gs4_vsb1t_ss180_vsc1t_bgm4952hauptst_nder_bgm_pro_soft_stop_system_sprint150_vlb1t_rally180_vsd1t_rally200_vse1t_gtgtr125_vnl2t_ts125_vnl3t_gl150_vla1t_vnb2t_bis_vnb6t_vbb1t_bis_vbb2t_gs160_gs4_vsb1t_ss180_vsc1t_bgm4952
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Easy mounting, brackets also included in the item

The soft stop centre stand includes mounting brackets that are also provided with additional plates on which the stand is fitted. This prevents the direct contact between the tube of the stand and the frame of the Vespa. Unlike the genuine stand, the new bgm PRO stand will no more rub against the painted footboard.

To mount the stand you’ll need longer screws which are also included in the item. Of course you can use the genuine spring and feet of your stand, alternatively you can order them in our online shop: centre stand feet.

Get here your new centre stand for Vespa!

New bgm PRO centre stand: the technical innovation which makes the difference!

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Vespa Stoßdämpfer vorne -BGM PRO SC COMPETITION- Vespa

Vespa front shock absorber BGM PRO SC COMPETITION

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BGM PRO SC COMPETITION – the new bgm PRO front shock absorber for Vespa

The BGM PRO SC Competition front shock absorber for Vespa is a further development of the successful BGM PRO F16 Sport series.

Optically, the Competition series differs from the previous one since it features an outer reservoir. The new front shock absorber for Vespa is available in black and silver as well as in a convenient set.

Front shock absorber -BGM PRO SC COMPETITION- Vespa Largeframe
Part number BGM7761B (black) / BGM7761S (silver)

Fits the following vehicles

Vespa

  • 150 Super (VBC1T)
  • 150 Sprint (VLB1T)
  • 150 Sprint Veloce (VLB1T)
  • 125 GTR (VLN2T)
  • 125 Super (VNC1T)
  • 125 GT (VNL2T)
  • 125 TS (VNL3T)
  • 180 Rally (VSD1T)
  • 200 Rally (VSE1T – Femsa)
  • 200 Rally (VSE1T – Ducati)
  • 150 (VBA1T)
  • 150 (VBB1T)
  • 150 (VBB2T)
  • 125 (VNA1T)
  • 125 (VNA2T)
  • 125 (VNB1T)
  • 125 (VNB3T)
  • 125 (VNB4T)
  • 125 (VNB5T)
  • 125 (VNB6T)
  • 125 (1949)
  • 125 (V15T)
  • 125 (V1T)
  • 125 (V30T)
  • 125 (V33T)
  • 98 1 (1946)
  • 98 2 (1946)
  • 98 3 (1947)
  • 98 4 (V98)
  • 150 (VB1T)
  • 150 (VL1T)
  • 150 (VL2T)
  • 150 GL (VLA1T)
  • 125 (VM1T)
  • 125 (VM2T)
  • 125 (VN1T)
  • 125 (VN2T)
  • 150 GS (VS1T)
  • 150 GS (VS2T)
  • 150 GS (VS3T) GS3
  • 150 GS (VS4T) GS3
  • 150 GS (VS51T) GS3
  • 125 U (VU1T)

 

 

Shock absorber with outer reservoir

The outer reservoir of the shock absorber increases the compensation volume and therefore it offers a much better response. Also the damping adjusting range has been increased.
The bgm PRO SC Competition shock absorber has a modified basic set-up and hence it can also be perfectly used in combination with rigid sport springs.

The compression and rebound adjustment prevents the diving effect or the rapid extension when wheels pass over bumps.

As a result, this shock absorber is also perfect for more powerful vehicles.
The wide range of damping adjustments allows you to use this shock absorber also in combination with a standard spring and with the right damping adjustment you can still have a comfortable ride.

 

Buy here the new Competition Vespa shock absorber

 

The new shock absorber also fits 8 and 10 inch wheels

Thanks to the optimised size, 165mm, this shock absorber perfectly fits also all 8-inch wheel models with no need to preload the spring or change the inclination of the fork link.

When mounted, the outer reservoir is covered by the mudguard and the front side of the Vespa keeps therefore its genuine look.

Like for the F16 Sport series, also this shock absorber is made of aluminium with hard-anodised finish, available in black and silver.

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Stoßdämpfer hinten -BGM PRO SC/R1 SPORT, 385mm- Vespa Wideframe VM1, VM2, VN1, VN2, VB1, VL1, VL2, VL3, GS150 - schwarz Artikelnr. BGM7755B

Vespa Wideframe rear shock absorber bgm PRO with TÜV certification

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Rear shock absorber for Vespa Wideframe

The tuning of Vespa Wideframe models (e.g. “Faro Basso” (rod models), Vespa GS3 or ACMA) is becoming increasingly popular. Also Italian tuning companies offer now tuning parts like Wideframe cylinder. For a safer drive we have developed a shock absorber with certification of TÜV-Rheinland.

BGM Pro SC SPORT shock absorber for Vespa Wideframe

The BGM Pro SC SPORT rear shock absorber for Vespa Wideframe fits the following models: Vespa 125 VN1T/ VN2T/ ACMA / VL / VB1 /VD / VGL1 / Vespa GS …

 

Stoßdämpfer hinten -BGM PRO SC/R1 SPORT, 385mm- Vespa Wideframe VM1, VM2, VN1, VN2, VB1, VL1, VL2, VL3, GS150 - schwarz Artikelnr. BGM7755B

 

Sportive, comfortable, adjustable and with homologation

The bgm PRO shock absorbers have factory pre-configured damping and stepless adjustable spring preload. Individually adjustable: the pre-load of this rear shock absorber is stepless adustable.

The bmg PRO SPORT perfectly replaces the genuine shock absorber of all Wideframe models from 1955 onwards. For models until year of construction 1954 the springs and the shock absorbers are separated. A remedy here is the upper mounting bracket of the later models. The Vespa Wideframe mounting is available separately and therefore the bgm PRO shock absorber can also be mounted on scooters before 1955. The item includes two adapters (M8 and M9) which can be used accordingly on the respective models. Moreover, the shock absorber is height-adjustable for a length of 385 – 420mm.

Stoßdämpfer hinten -BGM PRO SC/R1 SPORT, 385mm- Vespa Wideframe VM1, VM2, VN1, VN2, VB1, VL1, VL2, VL3, GS150 - schwarz Artikelnr. BGM7755B

 

FEATURES:

  • With KBA/ABE homologation (TÜV/Dekra inspection required)
  • High strength aluminium, CNC machined
  • Hard-anodised surfaces for perfect protection
  • Damping technology for a sporty and comfortable ride
  • High-quality and long lifetime components
  • Solid piston rod with 12,5mm diameter
  • Plug and play
  • Discrete design, perfectly suits Vespa’s vintage style
  • Incl. adapter for different upper mounting brackets
  • Height adjustment (385-420mm)
Buy here your new Vespa shock absorber with TÜV

HARMONIOUS

The BGM Pro SC SPORT shock absorber for Vespa Wideframe has been developed for the sports ride on the road, the specific pre-configured damping and spring rate make this shock absorber ideal for a sporty ride as well as for a daily use.

DIRECT

The BGM Pro SC SPORT shock absorber reduces the typical diving effect when braking, as well as the swaying movement along the longitudinal axis when accelerating. The smoothness and the sportive handling ensure a comfortable and safe ride.

APPROVED FOR USE ON PUBLIC ROADS

The BGM Pro SC SPORT shock absorbers have a KBA certification from the German federal office for motor vehicles and ABE homologation.

TECHNOLOGY

The SPORT series have inherited its technologic features from the BGM Pro SC COMPETITION shock absorbers: the SPORT version has therefore the same solid piston rod with 12,5mm diameter as well as a corrosion resistant aluminium body with hard-anodised coating and in matt black.

CONCLUSION

Sporty and comfortable shock absorber with homologation for use on public roads and unrivalled cost-benefit ratio!

ACMA Vespa mit bgm PRO Sport Stoßdämpfer hinten

vespa-wideframe-stossdaempfer-hinten-4vespa-wideframe-stossdaempfer-hinten-4
vespa-wideframe-stossdaempfer-hinten-3vespa-wideframe-stossdaempfer-hinten-3
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  • Suspension
    • Shock absorber
  • Vespa
    • 125 (VN1T)
    • 125 (VN2T)
    • 150 (VB1T)
    • 150 (VL1T)
    • 150 (VL2T)
    • 150 GS (VS1T)
    • 150 GS (VS2T)
    • 150 GS (VS3T) GS3
    • 150 GS (VS4T) GS3
    • 150 GS (VS51T) GS3

 

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Vespa crankshafts bgm PRO back in stock

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Crankshaft bgm PRO Vespa

The sought-after bgm PRO crankshafts Vespa  for Vespa PX, Vespa PK and Vespa V50 are now back in stock.

bgm PRO Kurbelwelle Vespa beim Scooter Center lieferbar!

Buy now Vespa crankshaft

Practical service kits for Vespa engine

In our online shop you will also find repair kits at a convenient price. The practical and useful sets include all the spare parts you need for the overhaul of your Vespa engine: Vesps repair kits

Vespa Revisionskit

Also recommended: bgm PRO Protection gloves

To protect your hands from injury or dirt we suggest youuse our work gloves by bgm PRO.

bgm protection Montagehandschuhe

 

Buy now Vespa crankshaft
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bgm PRO air intake hose for Lambretta- over 1HP more power for less than 20 Euro

bgm PRO air intake hose for Lambretta: more power, increased start-up performance, faithful to the original design

In comparison with the standard intake hose, the bgm PRO air intake hose has a higher volume on the side of the carburettor. The air intake hose is available in two different connection sizes for the carburettor:

Buy here air intake hose for Lambretta

 

Air intake hose / Ansaugschlauch bgm PRO Lambretta Keihin & DellOrto

 

Air filter box or foam air filter

The connection size on the side of the air filter is equal to 42 mm so that you can use the intake hose either with the genuine air filter box or with a foam air filter.

1,3 HP more power

 

The chart of our test shows the difference between the standard Lambretta dl/GP air intake hose and the bgm intake hose. The comparison was made using the following parts:

Buy here air intake hose for Lambretta

Increased start-up performance

Another significant advantage of the bgm PRO air intake hose is the drain system at the bottom of the intake hose: the fluid expelled from the carburettor does not accumulate in the hose and this prevents the idle speed system from clogging.

BGM2570D50(3)BGM2570D50(3)
BGM2570D50(2)BGM2570D50(2)
BGM2570D50(1)BGM2570D50(1)
BGM2570BGM2570

 

 

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Air filter bgm PRO for Polini CP carburettors Vespa / Lambretta

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New extra flat bgm PRO air filter for CP caburettors

bgm PRO air filter for Polini CP carburettors

BGM PRO Double Layer filter made by Marchald for Polini CP carburettors

Extra flat air filter specially designed for Polini CP carburettors. Available in two sizes:

With a thickness of only 30mm this filter is perfect for the Vespa Wideframe or tuned-up Lambretta.
The 55mm version is also a good option for the Vespa Smallframe.
The BGM filter has been specially developed for CP carburettors. The air filter rubber perfectly follows the shape of the carburettor and this prevents any risk of slippage.

The bell mouth perfectly fits the carburettor and has therefore a streamlined form. Thanks to the compact form and the high permeability of the filter material, this filter is the best option if you want to have a perfect air intake without having a power loss.

Features of Marchald Power Double Layer air filter

  • easy and quick to assemble
  • high filtration performance and optimised air flow thanks to the double layer high tech foam
  • superb airtight rubber, no risk of air leak
  • water resistant – even after complete wetting the filter has not to be replaced
  • washable
  • thanks to the very flat design this filter can be fit in the smallest space
  • integrated bell mouth for best inflow of the carburettor

The length refers to the additional length (millimetres) of the carburettor/filter group after mounting the filter.

Buy air filter now
BGM4490(3)BGM4490(3)
BGM4490(2)BGM4490(2)
BGM4491BGM4491
BGM4491(1)BGM4491(1)
BGM4491(2)BGM4491(2)
BGM4491(3)BGM4491(3)
BGM4490 (1)BGM4490 (1)
BGM4490(1)BGM4490(1)
BGM4490BGM4490

Polini CP carburettors

The Polini CP carburettors, characterised by their compact design, are very popular and widely used.

 

The CP carburettor can be used to replace the genuine carburettor of the Smallframe models or to get more power on Vespa and Lambretta engines: indeed, it is characterised by a compact design and therefore offers much better setup options than SHB carburettors.

bgm PRO / Marchald cooperation

We decided to cooperate with the Italian company Marchald, specialised in air filters, and to develop together what we consider the perfect air filter for the CP carburettors.

 

High quality and broad experience in air filter development

The high-quality rubber, which Marchald has used for years, can resist to steady mechanical stress and chemical exposure.

In order to ensure a perfect adherence and to prevent any risk of slippage, the rubber perfectly follows the shape of the carburettor.
Thanks to the two grooves in the rubber and the clamp (also included in the item) the air filter is stably fixed in its place.

Together with its bell mouth the rubber perfectly adapts to the special shape of the CP carburettor, a shape which increases the performance of the carburettor.

 

Air filter available in two sizes

Depending on place available to mount the filter, we have designed this air filter in two versions.

The length reported in the item description refers to the length of the filter once it has been mounted on the carburettor.

The BGM air filters fit all Polini CP carburettors from Ø17,5 to Ø24mm and are available in two sizes: 30mm and 55mm.

 

 

For Vespa Smallframe: 55mm air filter

The 55mm version is a good option for the Smallframe models. Even though the shock absorber is fully deflected, there’s still much space between the air filter and the chassis.

For Vespa Wideframe, Smallframe and Lambretta:

The 30mm version is particularly ideal for the Vespas Wideframe since they can be mounted even in small spaces.

With a length of only 30mm, this filter is short enough to prevent any crash or pressure against the carburettor flap.

 

 

If you use this filter on a Vespa Smallframe you’ll have much more space around the carburettor.

Buy air filter now

 

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Bearing dummies crankshaft -BGM PRO- for Vespa and Lambretta

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Our recommendation for works on Vespa and Lambretta engines

Working precisely is essential for a good result when building up a new engine.
Inlet timing of rotary valve or piston ported engines as well as transfer and outlet timing of a cylinder are crucial factors in building an engine.

It all depends on the choice of components, but usually cylinders and/or engine casings have to be fine tuned in order to achieve the desired trigger delay angle in inlet and cylinder. Sometimes measuring with a calliper is not enough. Therefore we recommend to once assembling the engine without fitting it in the scooter. Because this will allow you to get the dimensions you need. And if you found out then, that the engine casing needs fine tuning, you would have to remove the ball bearing again. Which usually shortens the life span of the sensible bearing immensely.

NEW: Bearing dummies

Bearing dummies help you in this cause.

Lagerdummy (2)

Advantages of bearing dummies

The dummy will fit without the common need of heating the engine casing.
The dummies have, just like ball bearings, visible chamfers for easy assembly.

Lagerdummy_2 (4)

Once the dummies are fitted, you can still turn the crankshaft and you can even measure the gap dimension.

A useful tool to gain this important data is for instance the BGM timing disc in combination with the Whale. This set will help you to easily and precisely measure the trigger delay angle.

the-whale-tool-adjust-ignition

Once you collected all the data by using bearing dummies, you can easily remove the substitute ball bearings from the engine casing.

Lagerdummy (3)

The right size matters!

We have now developed bearing dummies by BGM PRO. MADE IN GERMANY

The bearings are available in all important sizes. The description of the dummies includes the dimensions of the corresponding ball bearing and the name of the bearing. Guide to read information on size (the bearing dummy for the ignition bearing of a Vespa PX and PK ETS will serve as example):

Bearing dummy crankshaft -BGM PRO- NBI 253815 (25x38x15mm)

  • NBI 253815 = name of the bearing given by the producer (Nadella, SKF, …)
  • 25 = inner diameter of the bearing in millimetre
  • 38 = external diameter of the bearing in millimetre
  • 15 = width of the bearing in millimetre

Lagerdummy_2 (2)

Available in all sizes:

 

Various combinations sorted by type of scooter:

You see, you will need different dummies for various combinations of engine and crankshaft.

Vespa Sprint 2-port

  • Flywheel side BGM1200TL; bearing dummy crankshaft -BGM PRO- 613912 (25x62x12mm)
  • Ignition side BGM1200TL; bearing dummy crankshaft -BGM PRO- 613912 (25x62x12mm)

Vespa T5

  • Flywheel side BGM1200TL; bearing dummy crankshaft -BGM PRO- 613912 (25x62x12mm)
  • Ignition side BGM1205TL; bearing dummy crankshaft -BGM PRO- N205, NU205, 6205 (25x52x15mm)

Vespa PK 50 with conversion to ETS crankshaft

  • Flywheel side BGM1203TL; bearing dummy crankshaft -BGM PRO- 6303 (17x47x14mm)
  • Ignition side BGM1207TL; bearing dummy crankshaft -BGM PRO- conversion to PK ETS bearing (25x47x12mm)

Lambretta GP

  • Flywheel side BGM1204TL; bearing dummy crankshaft -BGM PRO- 6305 (62x25x17mm)
  • Ignition side BGM1206TL; bearing dummy crankshaft -BGM PRO- NU2205 (25x52x18mm)

 

Synthetic bearing dummy

This allows you to try the fit of the crankshaft in the engine casing without the need of force and the crankshaft can still be moved. You can therefore measure without wearing crankshaft or the new bearing out. Perfect, to check the trigger delay angle of the crankshaft (rotary valve inlet) or of the cylinder (outlet timing, transfer timing). Made in Germany

Bearing dummies by BGM PRO are available in the Scooter Center Scootershop:

Bearing dummies
bearing dummies

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Silentblock set engine -BGM PRO- Vespa Small- and Largeframe

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Silentblock Vespa

Be honest – have you ever replaced the silentblocks of your Vespa? Even during a total make over this is the part, which is often neglected.

It might happen, that after many kilometres on the road, the sight of the most beautiful backside on earth is a little strange.

Take a look at the rear wheel from behind. If it is at a slight angle, the silentblocks in the engine casing will be past their best days.

Why silent rubbers?

Silent rubbers fulfil a difficult task: They are meant to eliminate unpleasant vibrations of the drive unit swing arm and, simultaneously, give a reliable and safe guide of the rear wheel. The silent rubber on the right additionally needs to bear the major part of the engine’s weight. Therefore, the right silent rubber bears more load and wears off quicker.

A new set of silent rubbers should deal with this issue. At least that’s what you might think…

Be careful with “OEM quality”

It seems that, let’s call them, “other” suppliers have by now found their way into the Piaggio bag.
Original silent rubbers are sometimes very soft, causing the engine to be at an angle to the frame, just by the means of it’s own weight. Loaded, which means with driver, it won’t get any better. Quicker Vespas with worn or too soft silentblocks sometimes tend to swing to and fro the longitudinal axis at higher speed.

Solution: load oriented silentblocks

We have therefore chosen a somewhat harder rubber for the BGM PRO silentblocks and decided for an even harder rubber for the strained side, which needs to bear the engine.

The harder, right side therefore counter acts the engine’s weight and is a safe guide for the drive unit swing arm.

The BGM PRO silent blocks for Vespa engines are marked with colours:

BGM7952(1)

  • GREEN marks the harder silent rubber for the right hand side (seen in direction of travel)
  • RED marks the silent block for the left hand side.

Silentblock Vespa

Easy assembly of silentblocks

When determining the shape of the silentblocks, we decided for a version with two parts.

This makes fitting the silent rubbers a lot easier.
Tyre mounting paste helps to fit the rubbers.
You should not use any grease.

We currently offer silentblocks for the following Vespa models:

BGM7955

Silentblock set engine -BGM PRO- Vespa V50, V90, SS50, SS90, PV125, ET3, PK S, PK XL

BGM7955

BGM7951

Silentblock set engine -BGM PRO- Vespa PX80, PX125, PX150, Sprint150 (VLB1T), TS125 (VNL3T), GT125 (VNL2T), GTR125 (VNL2T), Super, GL150 (VLA1T), VNA, VNB, VBA, VBB

BGM7951

BGM7952

Silentblock set engine -BGM PRO- Vespa PX200

BGM7952

Silent rubber shock mount Vespa

Hint: We also offer the silent rubber for the lower rear shock mount. This is the ideal add-on to the silent rubbers of the engine bolt. 1157103(2)

The wide rubber perfectly supports the shock absorbers and, compared to other narrow-chested alternatives, it resists wear a lot better.
The rubber and popular silentblock bushings are available in these sets:

Silentblocks Lambretta

Lovers of chain driven Lambrettas, can already turn to silentblock sets for a while.
During the development of silentblock sets for Vespa we have profited of the positive experiences of developing silent rubbers for Lambretta with varying degrees of hardness.

BGM7950G

Silentblock set engine -BGM PRO- Lambretta LIS, SX, TV (series 2-3), DL, GP – 29cm engine bolt

BildDokument BGM7950G

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Clutch cable, gear change cable, brake cable for Vespa and Lambretta

Vespa clutch cable or gear change cable broken?

Once a brake cable, gear change cable or clutch cable is broken you should also check all the other bowden cables and cable housings.

When restoring a scooter you usually need an entire cable set. It’s just, that one broken bowden cable is a hint that the other cables might also be worn.

We recommend: BGM bowden cables for Vespa and Lambretta

The BGM sets are perfectly adjusted to the vehicle and include all the cables and cable housings you will need in the right length. Gear change cable, clutch cable, brake cable etc. are part of the kit.

BGM PRO bowden cables are in line with factory specifications and impress with high quality at low prices. The length of the individual cables is adjusted to the vehicle, so that they can be fitted without further ado. Zugsatz BGM 017 Zugsatz BGM 012

Highest quality

BGM cable with high quality details such as

  • double crimped cable end sleeves
  • burr-free nipples
  • tinned end sleeves (laid cable).

Easy and quick assembly.

A layer of low friction PTFE at the inside of the housings of the front brake, gears, acceleration and clutch stands for easy and precise use.
You may oil or grease the inner cables and these will then operate extremly smoothly.

BGM PRO bowden cables – ORDER HERE
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Clutch BGM PRO Superstrong CR for Vespa

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NEW: Clutch BGM PRO Superstrong “CR” for Vespa

Our BGM PRO Superstrong clutch for Vespa Largeframe engines has proven excellent performance time and again. It was now updated.
You can fit the CR clutch plates of the “Superstrong CR” version without further ado.

BGM8299

Fully assembled clutch available

The upper disc was subject to special treatment and offers space for a reinforced top plate.
Fitting the clutch remains the same as before.

Superstrong CR 045

Buy Vespa clutch by BGM PRO Superstrong CR here

Easy assembly

It’s usually sufficient to adapt the clutch cover, as for a Cosa version.
You will find the relevant information in the download section of the product in our shop.

Superstrong CR 040

The outer diameter of the CR-version’s clutch spider did not change.

We have merely adapted its contour for the CR-discs to fit without a need for changes.

Superstrong CR 038

Remaining parts like hub, sprocket and steel discs are the same as in the Superstrong Cosa version.

New Vespa clutches:

Superstrong CR is available in the following variations:

Plug & Play

Vespa PX80/PX125/PX150/Cosa125/Cosa200 (the large primary drive wheel features 67 or 68 teeth)

Vespa PX200 (the large primary drive wheel features 65 teeth or the BGM primary drive wheel features 64 teeth)

Construction kit

You may also put your own CR clutch together.

 

Recommendation for torque monsters

You have a high-torque engine and want to change the number of teeth of your primary drive wheel to 64? We recommend using a reinforced repair kit as well. Reinforced springs have an improved jolt damping and deal mechanically better with a higher torque of monster engines than the standard version.

Advantages of CR – plates

We have already mentioned the advantages of CR plates for high performance engines in our post on clutch plates. This is a short excerpt:

“How can such a small, flat clutch plate be better than the larger cork version?”
One: material with better friction value. Two: “effective radius”.
The outer diameter in connection with the height of the lining results in a certain radius, which is decisive Belagset Honda 012

This means that with the same diameter, the lever arm, which counters the torque at the hub, is longer, since the distance between the centre of the lining and the crankshaft pivot point is larger. Which basically is the simple lever principle. So to say: it’s “easier” for the clutch lining to deal with the torque.

As you can see, there are two reasons why a clutch with CR-plates can transmit higher torque at the same contact pressure of springs. It is general, omnipresent physics and the material used for clutch lining.

A CR-plate set stands for a low movement of lever and a clear and freely working clutch. The plate material also guarantees easy and secure shifting of gears in high revs.

Buy Vespa clutch by BGM PRO Superstrong CR here

Oil for clutches with CR-plates

We recommend to use oil with Jaso- MA / MA2 or API GL-4 specifications.
For instance Valvoline 10W40 MA2.

Öl -VALVOLINE 4T- 4-Takt SAE 10W-40 mineralisch

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Vespa tool check: BGM7913TL – Face wrench rear hub bearing-BGM PRO Ø37mm/43mm, 4-pin- Vespa VL, VN, VM, ACMA

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Vespa special tool for vintage scooters

We have added a nice special tool for Vespa by BGM PRO to our program, which is especially suitable for those loving older Vespa models like the GS or younger, also known as wideframes..

BGM7913TL (29)

Tight drive shaft bearing

The following affects many screw connections of older Vespa ladies: they rust and become to tight to move due to ageing, lacking maintenance and not being used. Sometimes this issue can only be dealt with fiendish tricks.

The bearing shield of the centre main shaft bearing is a fitting example. Usually the threaded face ring, made of plain steel, was exposed to acids, old oil and water for several decades. This was plenty of time to establish an intimate relationship with the engine casing’s alloy.

BGM7913TL (1)

Our special solution works for sure

Sometimes it seems impossible to separate these lovers. In this situation a simple face wrench tends to slip off. We therefore “included” the option of preloading to our tool.

BGM7913TL (12)

BGM7913TL (25)

At the end of the bearing guide, you will find a bolt sitting on the drive shaft. This generates preload and prevents the wrench of slipping. You will therefore be able to safely reach the necessary output torque to loosen the nut without a slipping face wrench.

BGM7913TL (3)

The screw will hardly move? Even then you will be able to loosen it without causing any damage to the threaded ring. Wrench in its guide and threaded face ring have the same pitch. Therefore the tool will follow the loosened ring with the same preload. It’s impossible for the wrench to slip off. BGM7913TL (15)

It’s possible to use both popular wrench sizes of threaded rings with this tool.

  • Bolt pitch of face holes 37mm suitable for threaded ring with an inner diameter of 28mm.
  • Bolt pitch of face holes 43mm suitable for threaded ring with an inner diameter of 35mm.

BGM7913TL

The tool is driven by wrench sizes WS22 and WS17. Threaded pins differ in size, which makes it easy to differentiate.
The large pin (l=25mm) fits the threaded ring with the large inner diameter and the small threaded pin fits the threaded ring with the small inner diameter.

Just in case: both pins are available as spare parts.

BGM7913TL (23)

Depending on which threaded ring you want to loosen, you can “hide” the other threaded pin in the tool. BGM7913TL (29)

Face wrench rear hub bearing -BGM PRO Øi=28mm/35mm, Øbolt circle=37mm/43mm, 4-pin– Vespa Wideframe 98/125/150cc V98,V1T-15T, V30T-33T, Hoffmann HA/HB, VM,VN, VL, VB, VGL, VD, GS150, Piaggio APE A1T-15T, AB1T-4T, AC, APA,

Item number BGM7913TL

BGM PRO special tool for bearing shield of rear hub of any Vespa wideframe model.
Thanks to smart construction, you may use this tool for both bolt circle sizes (Ø37+43mm). You will have the possibility to preload the tool on the nut. Tool and nut have the same pitch, which leads to a constant preload, therefore it’s impossible to slip off.

  • Fits Vespa 98cc, 125cc, 150cc: V98, V1T-15T, V30T-33T, Hoffmann HA/HB, VM,VN, VL, VB, VGL, VD, GS150
  • Also fits Piaggio APE: A1T-15T, AB1T-4T, AC, APA, APB, AD, AE0

 

Order face wrench for Vespa wideframe here

BGM7913TL fits:

 

  • 125 (1949)
  • 125 (V15T)
  • 125 (V1T)
  • 125 (V30T)
  • 125 (V33T)
  • 98 1 (1946)
  • 98 2 (1946)
  • 98 3 (1947)
  • 98 4 (V98)
  • 150 (VL1T)
  • 150 (VL2T)
  • 125 (VM1T)
  • 125 (VM2T)
  • 125 (VN1T)
  • 125 (VN2T)
  • 150 GS (VS1T)
  • 150 GS (VS2T)
  • 150 GS (VS3T) GS3
  • 150 GS (VS4T) GS3
  • 150 GS (VS51T) GS3
  • 125 U (VU1T)
  • ACMA
  • APE

 

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Cable sets -BGM PRO- for Vespa and Lambretta

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The perfect bowden cable for Vespa & Lambretta

Acceleration, brakes, gears and clutch – these features of your classic scooter are being used with the help of cables.
Maintenance of, care for and choice of material of these obviously simple parts is decisive.

We therefore included high quality BGM PRO cable sets for your classic scooter in our program.

Exchanging the old cables with a BGM cable set will be a long-term solution for flawless running and smooth operation of your scooter.

Zugsatz BGM 012

Even better than OEM quality

BGM cable sets have the same dimensions as the originals for various vehicles.

Fitting cable lengths and fitting, safely tightened cable ends stand for an easy assembly and long-term operation.

Zugsatz BGM 017

The front brake cable and the clutch cable have been designed with the so-called pear shape terminal. This design enables the inner cable to move according to any strain. Of course you can also buy an adaptor that fits the pear shape terminals.

Piaggio sadly offers rather bad quality in this sector. Please check out this comparison:

Zugsatz BGM_1

The nipple has extreme cast burrs and does neither really fit the cable by Piaggio nor the original cable barrel by Piaggio. Zugsatz BGM_1 (1)

A simple assembly of the Piaggio material is impossible, you will need to work hard with a file or hand mill. The abscess-like cable end won’t fit the brake lever.

Zugsatz BGM_1 (3)

Perfection and love for details

When designing the BGM cable sets, we have been focusing on these and other details. We still work on our scooters ourselves and just like you, we are annoyed by bad and expensive “original parts” that can only be used after intensive care.

The adaptors of the BGM cables turn a stress free assembly into reality. The pear shape terminal perfectly fits – as you can see – in the small space of the Rally and V50 lever. Zugsatz BGM_1 (6)

Advice: Use some grease

Please don’t forget to grease the nipple before assembly, in order to have it turn smoothly when the lever is used.

Zugsatz bgm 005

The consequence of a non-greased nipple is too much friction and it won’t turn properly, which causes the inner cable to bend with each use of the lever.

Just count the number of times you use your clutch during daily commuting. Even the best inner cable will quit the job after a rather small amount of such bends – and this will most probably be at night on an empty country road….

Info: Movement of the cable nipple

In order to make our statement clearer, we opened a gear change twist grip and marked nipple and lever. The mark shows how much the nipple turns with the use of the clutch lever. If the movement of the nipple is impossible, the inner cable will be bent.

Zugsatz bgm_4

Zugsatz bgm_4 (1)

You will need to react, if your cables look like this!

Old, original cables were of simple design. If the thin, outer sheath has become brittle over the years, water and dirt will easily get to the soul of the cable.

Zugsatz bgm_7 004

This will harm the smooth movement of the cables. Dirt and water are reasons for high friction of cables. Water will cause the cables to rust from the inside to the outside and will soon lead to breaks.

A guide of PTFE at the inner side of the sheath of BGM cable sets enhances smooth movements of cables.

The thin PTFE guide also prevents damage to the inner cable by water or dirt, might the sheath be damaged. Zugsatz BGM 001

BGM PRO cables with PTFE

Simplified: the material PTFE is self-lubricating. A mechanic contact, here the moving inner cable, loosens fibres of the PTFE, which cause a kind of ball bearing effect, so that the cable can be moved with less friction. A little test impressively demonstrates the smoothness of the movement.

Take the new cable and form a spiral. In case of a cable without PTFE, you will no longer be able to move the inner cable. The radius of the sheath will drastically increase friction, which blocks the inner cable. Once you straighten the cable, you will be able to move the inner cable again.

In case of a cable with PTFE guide, you will even be able to easily move the cable in the spiral.

BGM PRO bowden cables – ORDER HERE

The PTFE interior of the BGM cable sets are surrounded by a stable bowden cable of flat steel.

Cheap versions of the sheath by other manufacturers, using simple wire for the bowden cable, tend to be compressed like a screw spring or concertina, when being used.

This effect leads to imprecise changes of gears and operation of the clutch. Cheap cables dramatically enhance the feeling of “nothing happens” when braking and give a washy feeling in sudden braking manoeuvres.

The sheath of the BGM cables is made of flat steel, which is very resistant to compression. Paired with the inner cable you will have precise feedback when using brakes, clutch and gears.

Cable end

Cable ends are another important detail. The cable end should always fix the sheath and shouldn’t peel off. Not even after a long, intense life.

The bowden cable is ground and placed against the ends, in order to avoid the flat steel to bore through the cable end but rather create a common surface of flat steel and cable end.

Securing the cable end is another crucial detail. The cable ends of Piaggo cables are only squeezed.

But cable ends of BGM cables are secured by two embossings and the cable end can basically only be detached by destroying the cable. Zugsatz BGM_1 (8)

Cable ends of no two vehicles are the same.

The most fitting example would probably be the clutch cable of the PX. From 1984, with the conversion to EFL models, the shape of the top hat bush of the clutch cable changed.

The diameter of the cable end had been decisively enlarged to grant a better guidance and bracing in the gear change twist grip. The hole in the gear change twist grip was designed accordingly. A cable of the older models would slip through the large hole in the gear change twist grip – and a new clutch cable wouldn’t fit the hole in the old gear change twist grips.

For our cable sets we have thought of everything, even the rubber sleeve at the end of the front brake cables.

Zugsatz BGM (1)

This is a part, which lets your front brake cable live longer. Despite this fact, Piaggio does not supply it.

These are only four examples of details we considered for your perfect choice of components.

Available for Vespa and Lambretta models

BGM PRO cable sets are available for the following vehicles:

All cables of the BGM cable sets are also available individually. When viewing the respective cable sets you will find the individual cables of the cable set in the spare parts tab.

The cable set for PK-XL2 will be supplied without the gear change cable. Do you need this special cable? Please, order it separately:

The following products are sensible add-ons:

BGM PRO bowden cables – ORDER HERE
Tool tip: wire rope cutter

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bgm PRO FASTER FLOW Vespa Dellorto/Spaco SI 24-26 Vergaser

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bgm PRO FASTER FLOW SI Vergaser für die schnelle Vespa

Die SI Vergaserbaureihe ist ein millionenfach bewährtes Design mit großem Potential.

Gerade in den letzten Jahren sind die Vergaser aufgrund ihrer kompakten Bauform und kurzer Ansaugwege auch auf leistungsgesteigerten Motoren wieder beliebter geworden.

Vespa Faster Flow Vergaser hier kaufen

Mit einer Leistungssteigerung des Motors müssen auch die Düsen im Vergaser angepasst werden. Bei den aktuellen Motorkonzepten sind Hauptdüsen in einer Größe von über 140 keine Seltenheit. Um eine ununterbrochene Kraftstoffzufuhr bei größeren Hauptdüsen zu gewährleisten, muss der Vergaser zwingend recht aufwändig bearbeitet werden oder gleich zu unseren fertig bearbeiteten Vergasern zurückgegriffen werden:

PRO FASTER FLOW SI Vergaser

SI FASTER FLOW Tuning Vergaser für Vespa

Wir können Dir für Dein Motor-Projekt den optimal fertig bearbeiteten Vergaser anbieten. So behältst Du den originalen SI – Vergaser als Backup und erhältst einen professionell getunten Vergaser. Hier findest Du unsere PRO FASTER FLOW SI Vergaser

Sicher und flott unterwegs ohne Abmagern

Mit dem optimierten bgm PRO Faster Flow Vergaser lassen sich auch Leistungen deutlich über 20 PS mit Dauervollgas ohne Abmagern oder sonstige Probleme fahren.

Bereits fertig bearbeitete Vergaser
Um eine ununterbrochene Kraftstoffzufuhr bei größeren Hauptdüsen zu gewährleisten, muss der Vergaser zwingend recht aufwändig bearbeitet werden oder gleich zu unseren fertig bearbeiteten Vergasern zurückgegriffen werden:
Vespa Faster Flow Vergaser hier kaufen

Details zu den optimierten 26er SI Vergasern

Bei unserem Vergasertuning werden Schwimmerkammerdeckel, Düsenstock und Bohrungen professionell bearbeitet.

Im Einzelnen wird die Bohrung zur Schwimmernadel auf 2,8mm vergrößert und die Führung der Schwimmernadel mit zwei weiteren Bohrungen für schnelleren Kraftstoffzulauf versehen.

 

FasterFlow float hole

 

Wichtig: Die Dichtfläche des Schwimmernadelsitzes wird mit einem angefertigten Werkzeug nach dem Bohren wieder hergestellt.

 

SI FasterFlow float valve

 

Feintuning: Der Schwimmerstand wird kontrolliert und auf 32mm eingestellt.

 

SI FasterFlow 029

 

Die 5,2mm große Schwimmernadel ist federbelastet und verhilft der Schwimmernadel zu einer längeren Lebensdauer – muss sie doch den Benzinfluss mehrere tausend Male in der Stunde unterbrechen und wieder freigeben.

 

SI FasterFlow 042

Schnelle und konstante Spritzufuhr bis 180er Hauptdüse

Durch die vergrößerte Ventilbohrung im Schwimmernadelsitz und durch die zusätzlichen Bohrungen in der Führung für die Schwimmernadel fließt der Treibstoff ungehindert nach. Dadurch bleibt das Treibstoff-Niveau in der Schwimmerkammer konstant.

Damit der Kraftstoff auch ausreichend schnell bis zum Düsenstock fließen kann, wird die Bohrung von der Schwimmerkammer zum Düsenstock von 1,2mm auf 1,8mm erweitert. Dieser Durchmesser ist mit einer 180er Dellorto Hauptdüse gleichzusetzen – eben diese Düsengröße kann somit, falls benötigt, auch bedient werden.

Derzeit sind uns allerdings keine Motoren bekannt, die eine Hauptdüse in der Region um 180 fordern. Der Fasterflow bietet also in diesem Bereich noch Reserven.

Touring Setup mit 25PS mit Hauptdüse bis zu 160

Bei aktuellen Touring-Motoren mit ca. 20-25PS kommen oft Hauptdüsen im Bereich von 135-160 zum Einsatz.

SI FasterFlow 040

Ein Abmagern während der Beschleunigungsphase oder ein Verschlucken aus Treibstoffmangel bei Lastwechsel gehören, mit der richtigen Düsenbestückung, somit der Vergangenheit an.

25er sind die besseren 26er SI – Vergaser

Bei näherer Betrachtung wirst Du feststellen, dass der als 26/26 gekennzeichnete Vergaser eine effektive Bohrung von 25mm hat.

SI FasterFlow 041

 

Vespa SI-Vergaser mit einer Bohrung von echten 26mm neigen zu vorzeitigen, hohen Verschleiß im Bereich der Schieberführung. Ist dieser empfindliche Bereich einmal verschlissen, ist der Vergaser unbrauchbar.

Durch die geringe Überdeckung von Schieber und Führung bei einer 26mm Bohrung kann sich in den verschlissenen Bereichen der Führung zusätzlich Luft am Schieber vorbei mogeln und die Laufkultur des Motors stark beeinflussen.

Das geht bis hin zum unfreiwilligen Hochdrehen im Leerlauf und deutlichem Abmagern oder Magerruckeln beim Beschleunigen.

Daher sind die bgm PRO 26er SI – Vergaser mit einer optimalen effektiven Bohrung von 25mm versehen.

Tipp: bgm PRO Faster Flow Benzinhahn

Zusammen mit unserem bgm PRO Faster Flow Benzinhahn sind die überarbeiteten Vergaser ein perfektes System für eine zuverlässige Treibstoffversorgung.

Vespa Benzinhahn - Das Original! Vespa Tuning Benzinhahn bgm Faster Flow

faster flow benzinhahn vespa

Si Tuning Vergaser Vespa
Die heutige Ausführung der Fasterflow Vergaser mit 25mm ist also ein unauffälliger und dauerhafter Begleiter für viele Kilometer. Der Verschleiß der Schieberführung ist durch eine größere Überdeckung auf das mögliche Minimum reduziert.
Vespa Faster Flow Vergaser hier kaufen

 

 

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