Spectacular looks and safe protection against theft
We like this lock by MasterLock for its extraordinary cuff design.
It's not only about looks, but it also has a very high safety classification. Revolving joints prevent a fixed anchor point. The safety lock is made of hardened steel with high-tech ABS coat and is supplied with 4 keys.
-
- Handcuff lock -MASTER LOCK Cuff Lock (handcuffs) - Level10 - 55cm
-
- Handcuff lock -MASTER LOCK Cuff Lock (handcuffs) - Level10 - 55cm
-
- Handcuff lock -MASTER LOCK Cuff Lock (handcuffs) - Level10 - 55cm
-
- Handcuff lock -MASTER LOCK Cuff Lock (handcuffs) - Level10 - 55cm
-
- Handcuff lock -MASTER LOCK Cuff Lock (handcuffs) - Level10 - 55cm
Safe
The Masterlock Street Cuff with 9 chain links also perfectly fits a Lambretta thematically. But the Masterlock 8290 also offers perfect protection to any Vespa and any other scooter. The cuffs take perfect hold of fork or crank and therefore prevent theft of the loved and valuable scooter.
Handy & easily stored
Thanks to the cuff design the scooter lock is very handy using only a little space in the glove box. The lock is made of hardened steel and tightly locks with 10 pin cylinders.
Technical data Master Lock Street Cuff lock
- Safety class: 10
- Length: 550mm
- Widths clips: 74 mm
- Weight: 1450 g
- Color: black
- Accessories: 4 keys
Master Lock Street Cuff lock secures your Vespa
Conclusion:
Handy lock with sensational looks for any scooter, seems to be very safe. Chain links are very massive and the lock is easily moved. Another advantage: the lock folds away nicely.
Order MASTER LOCK Cuff Lock for a good price
The recommended retail price of the manufacturer exceeds 100 euros.
Our price (as of 23.06.2016) only 79,00 Euros plus shipping fees 
New BGM Vespa Lambretta catalog 2016
You will have to be a little patient until the new BGM catalog 2016 will be available in its final print version.
BGM Vespa Lambretta catalog 2016
The really big highlights like cylinders, exhausts and suspension parts are accompanied by many small big highlights, which might not be seen at first glance.
We have compiled a selection of new “small” BGM products for you:
Light switch -BGM PRO- Vespa PK S EFL, PK XL, Vespa PX (1984-1998) - 9 cables (DC, models without battery, with horn rectifier, NOC)
Item number 1231852
Prices for “real vintage vehicles” like Rally, Sprint, GS and Co. are rising. But so are prices for Vespa PX and PK. It's been a while that PX and PK models have been intensively restored. We are working on making long vanished parts to be made available again, like this light switch for Vespa PX and PK. It hasn't been available for years, but now in stock again by BGM:
Light switch -BGM PRO- Vespa PK S EFL, PK XL, Vespa PX (1984-1998) - 9 cables (DC, without battery, with horn rectifier, NOC)
Item number 1231852
Vespa wiring loom
This often is the botched job of restoration. New and fast engine, body and paint nice and shiny - but stuck to the old cables, this will lead to trouble. But this can be prevented!
We offer complete and fitting wiring looms for your scooter! Making an exchange easy as!
- Wiring loom -BGM PRO- Vespa Rally180 (German versions) with battery, indicator and ignition lock
- Wiring loom -BGM PRO- Vespa Rally200 Electronic (German versions) with battery, indicator and kill switch
- Wiring loom -BGM PRO- Vespa Rally200 Electronic (German versions) with battery, indicator and ignition lock
- Wiring loom -BGM PRO- Vespa Sprint150 (German versions) with battery, indicator and ignition lock
- Wiring loom -BGM PRO- Vespa V50 (V5A1T) - Stator with 2 coils, external ignition coil, without brake light
Lambretta wiring loom so available!
Speedo cable Vespa & Lambretta
Speedo cables are new to the BGM product range. We have produced them according to Vespa / Piaggio or Lambretta / Innocenti models.
Available speedo cables:
- Speedo cable -BGM PRO- Italian and Spanish speedos Lambretta LI (series 3), LIS, SX, TV (series 3)
- Speedo cable -BGM PRO- Italian speedos Lambretta DL, GP
- Speedo cable -BGM PRO- Vespa GT125 (VNL2T), GTR125 (VNL2T), TS125 (VNL3T), Sprint150 (VLB1T), Sprint Veloce, Vespa Rally180 (VSD1T), Vespa Rally200 (VSE1T)
- Speedo cable -BGM PRO- Vespa PK XL2 (V5N1T, V5X3T, VMX6T), PK XL2 automatic (V5P2T, VA52T), HP (V5N2T) - black
- Speedo cable -BGM PRO- Vespa PK50 S / XL, PK80 S / XL, PK125 S / XL
- Speedo cable -BGM PRO- Vespa PX EFL (1984-), T5 125cc, Cosa 125, Cosa 200, PK50 S EFL, PK80 S EFL
- Speedo cable -BGM PRO- Vespa V50, PV125
Wiring loom -BGM PRO- wire for fuel gauge Vespa PX (1984-) - for fuel gauge with plastic cover
Item number SC5008
This unspectacular cable hasn't been available for ages, even though it often breaks. This cable reconnects your fuel gauge with the display in the speedo!
Wiring loom -BGM PRO- wire for fuel gauge Vespa PX (1984-) - for fuel gauge with plastic cover
Item number SC5008
Our best clutch for Vespa is back in stock
Just in time for the summer season BGM Superstrong clutch for Vespa largeframe is available again. The robust and reliable clutch is very much sought after, leading to having been sold out for a short time.
New generation of drive plates for Vespa clutches
From now on we will deliver the BGM Superstrong and the Superstrong CR with a new generation of steel plates. Did you know that there is a best order of assembly for the steel plates?
Vespa Superstrong clutch for Vespa largeframe P1390241
The new clutch comes with each plate being clearly marked with the correct position of the plate.
BGM Superstrong - new drive plates for Vespa clutches
We have revised all plates and optimized their fit.
The plate on position two has now got a defined curve at an individual radius in order to generate smooth disengagement behavior with any load.
The steel plates are series tested for smooth running and planar surface, as well as for quality of material and hardness. All steel plates achieve values around 10hrc.
Apart from optimizing steel plates, nothing was changed in the proven concept of Superstrong clutches for Vespa PX, T5, Sprint, Rally ...
FuelFriend, the smallest jerry can on the market, which is compatible with fuel nozzles!
We're way in the season! Many scooterists are currently on their way to the Vespa World Days in Saint Tropez / southern France. Next year the distance will be shorter for those Vespa fans coming from Germany. Vespa World Days 2017 will take place in Celle / Germany.
No matter where to, a scooter tour with friends is always great fun. And the perfect gear adds to the fun and also makes the journey a lot safer!
Transport luggage on a Vespa
Packing correctly is crucial. You should tighten your luggage as centrally and securely as possible to your scooter. Best would be a bag, which lasts at least as long as your Vespa: the SEA'N'SAND T-Bag Vespa travel bag.
Increase the range of your Vespa
Have you ever had a breakdown due to an empty tank? Our loved scooters often don't have the largest range, which might be even less after some tuning. We therefore recommend: the durable and safe mini fuel reserve, which also fits in the smallest luggage or helmet box! The scooter jerry cans with 1, 2 or 3 liters volume fit in the glove box of a Vespa PX, T5, etc. See pictures:
Jerry can FuelFriend PLUS 1L
- the smallest jerry can on the market, which is compatible with fuel nozzles!
- the emergency reserve for motor bikes, scooters, quads and other small power engines
- small size, highly robust, meets the highest security requirements
- with eyelets at the sides to fasten tightening straps etc.
- E10 compatible
- range: up to 30km
- black lid
- discharge pipe available separately:
- Safety fuel filler item number 3330923
Dimensions Vespa jerry can 1 liter
- inner ø of nozzle = 29mm
- depth = 65mm
- width = 125mm
- height = 165mm
Also available as 2 liters jerry can or larger:
Shock absorber for wideframe Vespa
When it comes to Vespa, Pinasco increases work on older Vespas like Faro Basso, Struzzo, GS3…
The rear shock absorber for wideframe Vespa models is their great new product.
The Pinasco shock absorber fits those wideframe Vespa models, which do not have spring and absorber mounted individually in the rear shock absorber, without the need for further work on lower or upper shock mounts.
You may adjust spring preload and adapt the shock absorber to your individual preferences or varying load conditions.
The shock absorber is made in Italy and available in plain black. This makes the shock absorber fit discreetly in the general looks of a classic Vespa.
The two lock nuts only come to your attention at a second glance.
When changing the shock absorber you should also take a look at the upper silent rubber.
The Pinasco shock absorber fits the following wideframe models:
- 125 (VM1T)
- 125 (VM2T)
- 125 (VN1T)
- 125 (VN2T)
- 150 (VB1T)
- 150 (VL1T)
- 150 (VL2T)
- GS 150 (VS1T)
- GS 150 (VS2T)
- 150GS (VS3T) GS3
- 150GS (VS4T) GS3
- 150GS (VS51T) GS3
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 sensitive bearing immensely.
NEW: Bearing dummies
Bearing dummies help you in this cause.
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.
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.
Once you collected all the data by using bearing dummies, you can easily remove the substitute ball bearings from the engine casing.
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 millimeters
- 38 = external diameter of the bearing in millimeters
- 15 = width of the bearing in millimeters
Available in all sizes:
- Bearing dummy crankshaft -BGM PRO- 613912 (25x62x12mm)
- Bearing dummy crankshaft -BGM PRO- NBI 253815 (25x38x15mm)
- Bearing dummy crankshaft -BGM PRO- N205, NU205, 6205 (25x52x15mm)
- Bearing dummy crankshaft -BGM PRO- 6204 / NU204 (20x47x14mm)
- Bearing dummy crankshaft -BGM PRO- 6303 (17x47x14mm)
- Bearing dummy crankshaft -BGM PRO- conversion to PK ETS bearing (25x47x12mm)
- Bearing dummy crankshaft -BGM PRO- NU2205 (25x52x18mm)
- Bearing dummy crankshaft -BGM PRO- 6305 (62x25x17mm)
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 Scooterswhoops:
Vespa silent block
Be honest - have you ever replaced the silent blocks of your Vespa? Even during a total make over this is the part which is often neglected.
It might happen, that after many kilometers 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 silent blocks in the engine casing will be past their best days.
Why silent rubbers?
Silent rubbers fulfill a difficult task: They are meant to eliminate unpleasant vibes of the drive unit swing arm and, simultaneously, give a reliable and safeguide 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 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 silent blocks sometimes tend to swing to and fro the longitudinal axis at higher speed.
Solution: load oriented silent blocks
We have therefore chosen a slightly harder rubber for the BGM PRO silent blocks 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 colors:
- GREEN marks the harder silent rubber for the right hand side (seen in direction of travel)
- NET marks the silent block for the left hand side.
Easy assembly of silent blocks
When determining the shape of the silent blocks, we decided for a version with two parts.
This makes fitting the silent rubbers a lot easier.
Tire mounting paste helps to fit the rubbers.
You should not use any grease.
We currently offer silent blocks for the following Vespa models:
BGM7955
Silent block set engine -BGM PRO- Vespa V50, V90, SS50, SS90, PV125, ET3, PK S, PK XL
BGM7951
Silent block set engine -BGM PRO- Vespa PX80, PX125, PX150, Sprint150 (VLB1T), TS125 (VNL3T), GT125 (VNL2T), GTR125 (VNL2T), Super, GL150 (VLA1T), VNA, VNB, VBA, VBB
BGM7952
Silent block set engine -BGM PRO- Vespa PX200
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. 
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:
- Silentblock set shock absorber / engine -BGM PRO (Made in Germany) Ø = 10mm x 48mm- Vespa PX (1984-), T5 125cc, PK
- Silentblock set shock absorber / engine -BGM PRO (Made in Germany) Ø = 9mm x 48mm- Vespa PX (1983), Rally, TS, Sprint, Sprint Veloce, GT, GTR, Super, GL, V50, PV, ET3
- Silentblock set shock absorber / engine -BGM PRO (Made in Germany) Ø = 9mm x 46mm- Vespa GS160 / GS4 (VSB1T), SS180 (VSC1T)
- Silentblock set shock absorber / engine -BGM PRO (Made in Germany) Ø = 9mm x 44mm- Vespa VNA, VNB, VBA, VBB
Lambretta silent blocks
Lovers of chain driven Lambrettas can already turn to silent block sets for a while.
During the development of silent block sets for Vespa we have profited from the positive experiences of development 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
Pillion foot peg adapter for Vespa GTS & Co.
The GTS is a beautiful Vespa. But the story often goes that driving pleasure with pillion is reduced due to lack of space in the footwell.
We want that you and your pillion can fully enjoy the ride and have included nice foot peg adapters in our program.
After having assembled the adapter you as driver will have more space in the footwell and your pillion no longer needs to watch out to not bore holes into your leg with the tips of the shoes from behind.
Easy assembly
It's easy as assembly.
Just assemble the adapter in place of the original foot pegs by using the supplied screws. Then screw the original foot pegs on the adapter.
Two M8 screws fasten the original foot pegs behind the folding mechanism. You will need a WS5 allen key to attach them to the frame.
For detaching you will need either a fitting ratchet or an all key with spherical head.
Screws needed for assembly are supplied. Please be aware: each adapter comes with two screws of different length.
You will simplify your work by fastening the longer back screw (seen from the direction of travel) first, followed by the front screw.
Once the adapter is securely fastened, reattach the foot peg with the original screws.
Thanks to the folding mechanism, the foot peg will fit tightly on the frame again without destroying the silhouette of the GTS.
Available in black and silver
The adapter is available in black anodised or silver anodised.
Grommet and blank plug rubber for Vespa & Co.
When transforming or restoring a scooter It's often the small things that are missing and then might cause the mechanic to loose his cool.
For example: a small blank rubber plug, aka grumble, is missing in order to connect the battery or indicator, or a plug rubber is missing to close a no longer wanted hole, because you want to fit another tail light.
It's a sideswipe like this that really takes time and gets on your nerves.
An open hole in one of the side panels does not really add to the looks of a scooter. You could weld, polish and paint that piece. But you could avoid all this by closing the visible hole with a blank rubber plug.
A set of blank plug rubbers or grommets helps you in this cause.
The tip for any garage
The sets cover a wide range of rubbers of the popular diameters, which you need for most of the scooters. All plugs are sorted according to their outer diameter and come in a transparent box. Your scooter garage will remain tidy!
grommet
Item number 3331729
Blank plug rubber set frame -UNIVERSAL, open (type: grommet) 128pc. - black - Ø = 6-24mm
Blank plug rubber
Item number 3331728
Blank plug rubber set frame -UNIVERSAL, closed (Type: blank plug rubber) 140pc.- black - Ø = 7,0-9,5-12,0-15,8-19,0-22,0-25,4mm
A special Vespa on offer
Scooter Center imports container loads of Vespas from Japan. And at times we ship a collector's scooter to Bergheim-Glessen or at other times some bizarre scooters.
This special scooter is a blend of both. How often do you see old Vespa 50S with real 334km (three hundred and forty-three!)?
Great overall condition
The general condition of this scooter is in line with its mileage… - but at second glance, you can hardly believe your eyes: “This cannot be !!”
Taking a look at the left side of the scooter you can't help but realize what has happened: The scooter's rear end must have stood in water for a looooong time. Long enough for the water to mark its level on the side panel.
But it's even worse. Sad but true: the footboard and parts of the frame tunnel must have been under water as well. These are scruffy. Unfortunately there is also piston seizure.
So, this is two in one:
- great collector's item and at the same time
- extreme restoration needed.
If you don't shy away from it, you may precisely replace the sheet metal and maintain the original looks - or just put it aside as collectors item.
This Vespa V50S is for sale
You can take a look at the scooter in the Scooter Center. You may take it home in exchange for € 1,600 ;-)
Do you want to restore it? You will need the following parts:
- Frame tunnels: http://www.scooter-center.com/en/product/218450
- Foot board: http://www.scooter-center.com/en/product/5320073
Vespas for sale
This special scooter is not your cup of tea? We offer a wide range of used scooters, with new items on a regular basis:
Vespa & Lambretta CLASSIC DAY 2016
Saturday: 11/06/2016 10 am - 4 pm
Our 9th Scooter Custom Show has just become part of the past, when we are already facing the next highlight: the Scooter Center CLASSIC DAY 2016
The following program has stood the test:
PROGRAM
GREAT PROGRAM
- Right at the Scooter Center shop
- Hot snacks & cool drinks
- Free use of the dynamometer
- Bargains, remaining stock, B stock
- Private parts market
- Turntable music
ENTIRELY FAMILY FRIENDLY
GREAT DAY WITH FRIENDS
- Family friendly, bouncy castle
- Spend a day with friends and visit friends
- Scooter talks & news of the scene
- Feel and try new products
- Many scooters, many parts, many nice people
Video 2015
We would like to cordially invite you and are looking forward to seeing you on our Classic Day 2016!FLYER CLASSIC DAY
PARMAKIT Scooter Power Parts 100% Made in Italy
We have been on Italy tour for you again. This time we have been heading for Parma in Emiglia-Romagna. And just as it has been the case for our visit of the Rimini Lambretta Center, we haven't seen much of the scenery. Sightseeing wasn't part of our program - we wanted something a lot better: We were heading for the industrial area and PARMAKIT.
Friendly business
PARMAKIT had already visited us and had a booth at our Custom show in Cologne. Now was the time to visit them in Italy. Currently you can still take part in us PARMAKIT - raffle
“Dolce Vita”, “Bella Italia” and “sun always shines in Italy”?
Not at all. At the beginning of May we had snow on the Brenner Pass and rain in Parma. But a warm welcome at PARMAKIT made us feel a lot better and we were allowed to take a look behind the scenes of the renowned company. We were overwhelmed by them know-how, diversity but especially by quality and performance of their products.
PARMAKIT stands for the highest quality and 100% MADE IN ITALY
Just as we take it with BGM, PARMAKIT cooperates with companies and suppliers in the region to ensure a constantly high level of quality.
Having scooter racing in the blood
PARMAKIT started in racing and these kind Italians also live racing to the fullest. Last weekend they won the POLINI-CUP. They are currently pepping up the ESC - European Scooter Challenge. The next race they intend to win is the BSSO - British Scooter Racing coming weekend in East Fortune close to Edinburgh, Scotland. The experiences made in racing are incorporated in the development of the Italian products with extremely high standards.
Parmakit at Scooter Center
We and PARMAKIT will cooperate even closer in the future, share experiences and enlarge our product range. Stay tuned!
This short video sums up our impressions:
More information on developments and new products here in the Scooter Center Blog. Direct link to PARMAKIT products in the Scooter Center Shop
Prices worth 850 euros
Our new raffle starts today. Thanks to our friends of Parmakit for the great prices!
NEW: BGM PRO Superstrong “CR” clutch 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.
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.
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.
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.
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)
- BGM8296; Clutch -BGM Superstrong CR - 20 teeth
- BGM8297; Clutch -BGM Superstrong CR - 21 teeth
- BGM8298; Clutch -BGM Superstrong CR - 22 teeth
- BGM8295; Clutch -BGM Superstrong CR - 23 teeth
Vespa PX200 (the large primary drive wheel features 65 teeth or the BGM primary drive wheel features 64 teeth)
- BGM8299B; Clutch -BGM Superstrong CR - 22 teeth
- BGM8299; Clutch -BGM Superstrong CR - 23 teeth
- BGM8299D; Clutch -BGM Superstrong CR - 24 teeth
Construction kit
You can also put your own CR clutch together.
- BGM8290; Clutch spider - BGM Superstrong CR
- BGM8290SIUP; Outer clutch plate -BGM PRO type CR- for BGM Superstrong CR clutch
- 7672101; Clutch plate -Newfren type CR- for BGM Superstrong CR
Recommendation for torque monsters
You have a high-torque engine and want to change it 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 ours post on clutch plates. This is a short exception:
"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 
This means that with the same diameter, the lever arm, which counters the torque at the hub, is longer, since the distance between the center 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 the lever and a clear and freely working clutch. The plate material also guarantees easy and secure shifting of gears in high revs.
Oil for clutches with CR plates
We recommend to use oil with Jaso-MA / MA2 or API GL-4 specifications.
Par exemple Valvoline 10W40 MA2.
The new 177 - cylinder for Vespa
We have already presented the new cylinder in this post. Today we would like to offer you an insight into developing this cylinder. The cylinder will finally be available from the beginning of April 2016!
Developing the Vespa cylinder BGM177
Developing a two-stroke cylinder is very exciting.
Numerous parameters, which need to be considered, thousands of times on the dynamometer, a repetition of measuring, calculating, testing, thousands of kilometers on the road ...
What for? To have a final cylinder, which offers high torque and is willing to deliver maximum performance, at the same time resistant with a low consumption.
And we want it all. A cylinder for tourers, which can be combined with standard components, and for ambitious tuners, who want the highest performance possible. It is about offering the widest range possible.
We would like to give you an insight into the tests, which have been conducted for the BGM177.
DESIGN OF TRANSFERS
We tested various options for the outer design of the transfer ports.
We designed various transfer geometries, trigger delay angles and combustion chambers, which were put to practical tests on the road as well as on the dynamometer.
TEST ENGINES SPRINT150
We have been using an original Piaggio Sprint engine as a starting point for our tests and for some we also have been using a LML engine casing with original inlet membrane control.
The Sprint engine casing represents the very small, original rotary valve inlet of largeframe engines. The rotary valve inlet of a PX125 is only minimally larger than the inlet of Sprint engines. Trigger delay angles of the crankshaft are almost the same. In terms of possible performance, this was the “least attractive” package. However, we wanted to know the performance with basic parts or rather which performance we could expect of the rest.
We have already presented the comparison of a Spring engine with a 24mm SI carburetor of a PX200 and a 12HP 200 engine.
In order to easily understand the following graph, just imagine a normal PX200. With a standard 200cc you will feel something like acceleration up to a speed of about 90km / h. This speed represents about 5500 minutes? ¹ of the engine. Once you have reached this torque with a 200cc engine, it will take some time to get to 100km / h (6000min? ¹). Now, take a look at the graphs and compare the equivalents of this torque on the blue graph and the red graph. You will see that the BGM177 even adds more torque. In other words, while a 200 is slowly running out of steam, the BGM177 will continue to accelerate.
BGM177 vs PX200
TEST ENGINE LML150 DIAPHRAGM
The 125cc engine of a Vespa Sprint with small rotary valve restricts the development of performance at a certain level of performance and torque. We have therefore used a LML engine casing for varying tests and comparisons. The standard LML engine casings comes with a reed valve intake and large transfer ports in the casing and is the best basis. This can diminish the influence of eg an intake, which is too small, or differently designed transfer ports on the test results within one series of tests.
It's also fairly easy to switch between a SI carburetor and a large, grown-up intake.
We have started these tests with a pre-series cylinder with small transfers in the cylinder base
and a piston, which has been specially produced for this test.
Why? We wanted to find out how the piston needs to be designed in order to give enough room to the transfer ports to guarantee a good situation. The piston had been constructed in a way that the hole around the gudgeon pin close to the transfer ports could be adapted by milling.
After every little step, we put it to the test on our dynamometer to find out which shape or which combination works best.
TEST TRANSFER PORT CROSS-SECTION CYLINDER BASE
The following series of tests has been conducted on a LML membrane engine with a 24 SI carburetor, a BigBox Touring and various versions of pistons and transfer ports.
Then, the cylinder head still had a relatively high compression. We have reduced compression of the standard cylinder head a little to gain a wider range of performance.
The original test piston was shaped like the original PX piston. So, for the red graph, the piston skirt was closed (like for a Piaggio, Polini, Grand Sport, ...).
The blue graph shows the result of the piston with a few millimeters less around the gudgeon pin. You can see such a piston on the picture above.
The green graph shows the performance with a semi-closed transfer port at the cylinder base and an adapted piston. The free space of the transfer ports in the cylinder base represents about 80% of the possible space of the cylinder.
- REDGRAPH: closed piston skirt
- BLUE GRAPH: semi-closed piston skirt
- GREEN GRAPH: opened piston skirt
Result: the BGM177 can be combined with the gearbox of a 200cc engine without causing any problems and even performs better than the large 200cc engine.
From about 1982 onwards, engines of PX125 and PX150 have been fitted with a gearbox almost identical to the one of a PX200. In these cases it's possible to directly extend the primary drive to transfer the plus of performance to speed.
We recommend using a primary drive wheel with 64 teeth. Depending on the area of use, you can adapt the total gear ratio with a clutch sprocket. The advantage of a primary drive wheel with 64 teeth is that you may use the BGM clutch sprockets with 22, 23 or 24 teeth.
So you can set your engine for anything between "sporty and short for cities (22/64)" and "highway - provide a maximum (24/64)".
Our next post will be on various carburetors and intakes on our LML test engine.
Vespa special tool for vintage scooters
We have added a nice one 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..
Tight drive shaft bearing
The following affects many screw connections of older Vespa ladies: they rust and become tight to move due to aging, lacking maintenance and not being used. Sometimes this issue can only be dealt with fiendish tricks.
The bearing shield of the center 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.
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.
At the end of the bearing guide, you will find a bolt sitting on the drive shaft. This generates preload and prevents the wrench from slipping. You will therefore be able to Safely reach the necessary output torque to loosen the nut without a slipping face wrench.
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. 
It's possible to use both popular wrench sizes of threaded rings with this tool.
- Bolt pitch of face holes 37 mm suitable for threaded ring with an inner diameter of 28mm.
- Bolt pitch of face holes 43 mm suitable for threaded ring with an inner diameter of 35mm.
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.
Depending on which threaded ring you want to loosen, you can “hide” the other threaded pin in the tool.
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
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)
- GS 150 (VS1T)
- GS 150 (VS2T)
- 150GS (VS3T) GS3
- 150GS (VS4T) GS3
- 150GS (VS51T) GS3
- 125U (VU1T)
- ACMA
- APE
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 set 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.
Even better than OEM quality
BGM cable sets have the same dimensions as the originals for various vehicles.
Fitting cable lengths and fitting, tight safelyened cable ends stand for an easy assembly and long-term operation.
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 adapter that fits the pear shape terminals.
Piaggio sadly offers rather bad quality in this sector. Please check out this comparison:
The nipple has extreme cast burrs and does neither really fit the cable by Piaggio nor the original cable barrel by Piaggio. 
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.
Perfection and love for details
When designing the BGM cable sets, we have been focusing on these and other details. We still work on ourselves scooters ourselves and just like you, we are annoyed by bad and expensive “original parts” that can only be used after intensive care.
The adapters 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. 
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.
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.
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.
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 sets at the inner side of the sheath of BGM cable enhances smooth movements of cables.
The thin PTFE guide also prevents damage to the inner cable from water or dirt, might the sheath be damaged. 
BGM PRO cables with PTFE
Simplified: the material PTFE is self-lubricating. A mechanic contact, here the moving inner cable, loosens fibers 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 the 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 the case of a cable with PTFE guide, you will even be able to easily move the cable in the spiral.
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 maneuvers.
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, clutches and gears.
Cable end
Cable ends are another important detail. The cable should always end 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. 
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 has changed the bush of the clutch cable.
The diameter of the cable end had been significantly 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.
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:
- BGM6460 cable set -BGM PRO- Vespa V50, V90, PV125, ET3
- BGM6450 cable set -BGM PRO- Vespa PK S
- BGM6440 cable set -BGM PRO- Vespa PK XL1
- BGM6430 cable set -BGM PRO- Vespa PK XL2
- BGM6420 cable set -BGM PRO- Vespa PX (-1984), Rally180, Rally200, Sprint150, GT125, GTR, TS125, GL150
- BGM6410N cable set -BGM PRO- Vespa PX EFL (1984-)
- BGM6400N cable set -BGM PRO- Lambretta LI, LIS, SX, TV (series 2-3)
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 sensitive add-ons:
- Cable barrel BGM - fits cable sets by BGM Pro for Vespa and Lambretta
- Trunnion - here with an inlet made of brass to prevent the inner cable of damages or fraying
- Lubricant to assemble cable ends and nipples
- Cable pliers - a great little aid eg for fitting the clutch cable
BGM177 - the new cylinder by BGM PRO
Cylinder -BGM PRO 177 cc- Vespa PX125, PX150, Sprint150, GTR125, TS125, Cosa125, Cosa150
We would like to present the new BGM177 cylinder, which will be available in April 2016. 
First video of BGM177 - 177cc cylinder for Vespa
At Scooterists Meltdown we have shown the cylinder for the first time. the new online scooter magazine SLUK interviewed Philipp and published an exclusive video about our new cylinder:
Benefits all Vespa 125/150 largeframe engines with 3 transfer ports.Forinstance:
- Vespa PX125
- Vespa PX150
- Sprint 150Veloce
- Vespa GTR125
- Vespa TS125 and
- Cosa 125/150.
Powerful and reliable cylinders made of alloy
We have designed a powerful and reliable companion for you.
We have put many ideas into practice to design a cylinder with the highest possible wide range of performance.
BGM177 was made of alloy, just like all modern cylinders.
Very good heat dissipation is one advantage, which is positive for lifespan, consumption and performance.
The cylinder hole is coated with nickel, silicon and carbide and extremely wear resistant. The forged piston is made of alloy and has two piston rings.
Very light piston
The design of the piston paired with a high degree of silicon in the material used, generated a lightweight of 193 grams with high thermal and mechanical stability, which is positive for torque and smooth running.
The piston rings are 1mm thick and are being produced by a renowned Italian manufacturer, which also supplies leading piston manufacturers like Vertex and Meteor. The thin rings minimize friction, which increases performance and make it possible to easily enlarge the outlet duct window.
The gudgeon pin is biconic, which means that its inner ends are thinner than the middle part, further reducing the weight of moved massed.
Alloy cylinder with ceramic coating and large transfer ports
Large ducts and large transfer ports in the cylinder are the best basis for a wide range of performance and an early torque.
The BGM177 can be combined with simple serial components, like the original SI20 carburetor and an original exhaust. This already increases performance significantly. A modern designed cylinder leads to very low consumption at high torque in the low revs range.
Cylinder with vast potential for tuning
Do you want more performance? The BGM177 offers plenty of potential and possibilities to further increase performance with a minimum of work. The cylinder reacts very well to larger carburetors and supported by an exhaust like the BGM BigBox Touring.
Transfer ports in the cylinder base can easily be enlarged. The two large transfer ports on the left and on the right are only slightly covered, so that you can easily open them up with a small hand drill. So you can either fit the cylinder to an already adapted engine casing or copy the duct profile to an engine casing.
CNC milled cylinder head
The CNC milled cylinder head has many cooling areas and the hole in the center of the cylinder head prevents air from being stored in the combustion chamber.
It's also possible to place a temperature sensor in the hole of the cylinder head. This position close to the combustion chamber grants a reliable measurement of temperature.
Placing a temperature sensor below the ignition plug using an adapter ring or above the thread outside the cooling fin are commonly used methods, but they don't generate reliable results. In these cases you can only see the temperature of the cooling air close to the ignition plug or the temperature of the cylinder head at the outside of the cooling fin. We think that these positions are simply unsuitable to gain reliable results. BGM therefore prefers a position as close as possible to the combustion chamber.
Combustion chamber for wide performance range
The combustion chamber was designed to grant a wide performance range. A strong expansion exhaust chamber may be used after adapting the squish gap, thanks to the design of the cylinder head insert. With a 57mm engine displacement and a touring or box exhaust you can use the provided gaskets to adjust the squish gap to 1mm.
Are you using the cylinder with an expansion chamber exhaust and 60mm engine displacement? We would recommend starting with a squish gap of 1.2mm.
Timing 57mm
With an engine with a stroke of 57mm and a squish gap of 1mm, you will reach the following values:
- Compression 10.3: 1
- Transfer timing 118 °
- Exhaust timing 171 °
Thanks to the dimension of the cylinder you will only need a 4mm gap to center the cylinder head in the hole. The gap will prevent the cylinder head to stick out into the combustion chamber, even if you adapt the engine displacement. With an engine displacement of 60mm and depending on the engine concept you can lift the cylinder even further to achieve significantly larger transfer port angles.
Timings 60 mm
With an engine with a stroke of 60mm and a squish gap of 1mm, you will reach the following values:
- Compression 10.8: 1
- Transfer timing 123 °
- Exhaust timing 173 °
The outlet width is 42mm (66%) and therefore offers positive conditions for an engine with high torque at small trigger delay angles.
BGM177 vs PX 200 12HP
Plug & play with a lot of power
This is a comparison between a BGM177 and a standard Rally200 with 12HP Piaggio cylinder (comparable to a Vespa PX200 GS).
The BGM177 cylinder has not been adapted for this experiment and is used with a Sprint Veloce engine.
Intake, crankshaft and engine ports have not been adapted.
We only attached a SI24 carburetor of the 200cc models without adapting the carburetor box or engine casing and combined it with a BGM BigBox Touring.
Jets are very similar to those of a standard 200cc version:
Main air correction jet: 160
Atomizer: BE3
Hand jet: 125
Idle jet: 55/160
Air filter: standard (no additional holes)
Ignition advance was adjusted to 19 ° before the upper dead center.
You can clearly see the wide range of performance (straight line) and the high torque (dotted line) at idling even with a non-adjusted engine.
[Table id = 3 /]
The next post will be on increasing performance with this cylinder and a LML reed valve engine will serve as a basis.
On offer: this engine casing for Vespa smallframe is very high in demand
We were lucky to coincidentally get hold of a few of these legendary LML SE engine casings.
Available in two versions: with e-start preparation and without e-start.
- Engine casing -LML SE125 fits Vespa PK125 XL2, PK125 ETS, big transfer ports - w / o e-starter
- Engine casing -LML SE125 fits Vespa PK125 XL2, PK125 ETS, big transfer ports - with e-starter
Much larger transfer ports by default
The LML SE engine casing is actually comparable to the engine casing of a Vespa PK125XL2. With only one difference: the transfer ports are much bigger than in the Piaggio engine casing.
Replacement or perfect base for tuning
Easily spotted: Both ducts at the sides offer plenty of space for further amendments, which makes it easier to fit strong racing cylinders.
We demonstrated this with a Parmakit SP09:
You can see that there is space for further amendments of the cylinder base: Parmakit-base gaskets on the LML SE - smallframe.
You will only have to invest a little time to perfectly fit such a cylinder to the transfer ports - unlike with a popular engine casing by Piaggio.
3-stud intake
The SE engine casing has 3 intake studs.
The sealing surface of the rotary valve with its 42mm length is rather large, which makes the engine casing an interesting option as rotary valve for performance oriented engine concepts.
Stable bearing seats - allow better crankshafts
You will find the bearing seat and the oil sump for the NBI needle bearing on the ignition side, as usual for PK XL 125. So you can directly use a stable PK-ETS crankshaft with 25mm bearing seat.
The engine casings were developed for the gear selector fork of an XL2 with “one cable system”.
Would you like to fit the casing in a Vespa with the usual 2-gear change cable system? You will need a conversion set.
Thanks to its precise machine production in small batches, shifting gears is more precise, which is the big advantage of this solution. The choice of high quality materials also prevents wear.
SMALLFRAME ENGINE CASING LML SE
SE125 engine casing by LML India. The engine casing of the Indian LML Sensation 125 is a 99% true copy of the casing in a Vespa PK125 XL2. New Piaggio engine casings made in Italy haven't been available for years. An engine casing by LML is therefore a very good alternative.
The casings are NOS products, sometimes rust film on metal parts.
The casings are NOS products, sometimes rust film on metal parts.
PK125 XL2 / PK125 ETS
The engine casing can be used as a 1: 1 replacement for PK125 XL2 and PK125 ETS.
Delivered with an adapter to attach gear change cables.
FEATURES
- Type of engine casing: PK125 XL2
- Type of crankshaft: PK 125XL2 / PK125 ETS (24 / 25mm cone)
- Bearing seat ignition side: Ø = 38mm (PX needle bearing)
- Type of gear change cable: 1 rigid cable as for PK XL2
- Intake: long rotary valve surface (42mm)
- Intake: 3 hours
- Transfer port: bigger than in serial production
Fitting smallframe crankshafts
Rotary valves
These crankshafts fit (rotary valve, from 125cc):
- Rotary valve, standard PK ETS, 51mm stroke
- Rotary valve, Racing PK ETS, 51mm stroke
- Rotary valve, standard BGM, 51mm stroke
Reed valve
Crankshafts for engines with reed intake and higher engine displacement:
Bearing sets and gaskets
A fitting ball bearing set comes with flywheel side NBI bearing.
Oil seals and gasket sets are also the same as for the Piaggio ETS version.
Gear box oil for Vespa
SAE30 - gearbox oil for Vespa engines
BGM PRO STREET gearbox oil SAE30 * - API GL3 Traditional monograde oil as stipulated by Piaggio for all classic Vespas. Perfectly covers all ordinary load conditions and is ideal for any engine, be it mass produced or high end tuning.
- Mildly alloyed, perfect fit for oil bath clutches
- Lubricant film with good adhesion, pressure resistant
- Excellent oxidation stability
- Anti wear
ADVICE: Wear workshop gloves
Fine knit gloves BGM protection
The bgm PROtection fine knit gloves are the right choice for the workshop and your toolbox. They are 100% nylon fine knit for a perfect fit and high wear comfort. The breathable back of the hand gives a good climate. The inside hand and fingers are protected against dirt and oil with a PU coating. The gloves fit like a second skin and the feel of the surface isn't restricted in any way.
- 100% polyamide black
- Black PU coating
- EN388, Cat. 4 abrasion resistance
- EN388, Cat. 1 cut resistance
- EN388, Cat. 3 tear propagation load
- EN388, Cat. 1 puncture force
- Fine knit, seamless
- Perfect fit
- Protected against dirt
- Feel of the surface isn't restricted
- washable
- Paired in polybag
We ship climate neutral with DHL
