- Parts (by brand): Batavus, Derbi, Garelli, Indian, Jawa, Motobecane, Peugeot, Puch, Solex, Sparta, Tomos, Trac, Vespa, engine Minarelli, engine Morini, engine Sachs, plus many more brands grouped by country.
- Parts (by type): tires & tubes , engine top end, engine bottom, carburetor, gas tank, wheel parts, drivetrain parts, controls & bars, cable parts, speedometer, frame parts, electrical parts, ignition parts.
- Accessories: mirrors, tools, helmets, shirts, manuals, baskets, oils, etc.
- New Mopeds: new Tomos mopeds sales, very limited stock.
- Encyclopedia: 100′s of pictures and useful facts about 100′s of mopeds, plus an 1100-name index.
- Service: Plenty of free information. Actual service is very limited, and by appointment.
- Laws: Info about moped related laws, mostly California.
- Showcase: Special items for sale, worthy of display.
- Rides: Hundreds of ride pictures to gaze at.
- Safety: Useful info about riding and safety.
- Links: Other sources to click on
1) look up the maker and brand of your bike in the Encyclopedia name index. 2) go to that brand or maker in the Parts (by brand) choices. 3) see the pictures and verify the identity. 4) see what components, types, or sizes it has. 5) for most things, go to Parts (by type) to find that specific part listed, except parts that are specific to that brand.
What is a moped?
A moped is a lightweight motorbike that can be pedaled. Most mopeds are made in Europe. Millions were sold in the US from ’76 to ’79 after the gas shortage. By 1985 the moped boom was over, and scooters became popular.
A scooter has a floor, small tires, no pedals, and can have various sizes of engines from under 50cc to over 600cc. Most scooters are made in Asia. The smallest scooters are like mopeds in that they are both 49cc automatics that go 30 – 35 mph. A moped means MOtor with PEDals, a hybrid vehicle half way between a small motorcycle and a bicycle. Since 2000 China has flooded the US with scooters that they call mopeds, causing confusion. Some USA states require pedals and some do not. In California, a “moped” has pedals, a 2hp motor and goes 30 mph. Mopeds, scooters, and motorcycles can also be electric.
Some motor driven cycles are similar to mopeds. The National Highway Traffic Safety Administration (NHTSA) classifies anything with 2 or 3 wheels and over 5 horsepower as a motorcycle, and anything with 2 or 3 wheels and under 5 horsepower as a motor-driven cycle. So what appears on the VIN plates of all four examples below is Vehicle Type: Motor Driven Cycle, since they’re all under 5 horsepower. For the purposes of this website, we break down the Motor Driven Cycle category into Mopeds, Nopeds, Scooters, or Small Motorcycles. This is because the parts inventory and service expertise at Myrons Mopeds is limited to true mopeds and some nopeds. Other types of motor driven cycles are excluded.
Examples of Motor Driven Cycles: Four Different kinds of “Honda 50″
Myrons Moped is the last moped specialty shop remaining, out of over 100, in So. California since the 70′s. Owner Shaun serviced 200 mopeds per year from 1978 to 2009. Since 2010 he has slowed to only 20 per year, mostly new Tomos.
Myrons Moped sells parts only for mopeds and nopeds, sold in California after 1973. See Parts department. Many items are not shown.
Myrons Moped also sells and repairs new Tomos mopeds, parts, and accessories. See New Mopeds department. No scooter or motorcycle service. Service on older mopeds is limited to components, like wheels or carbs. Please call first for service.
Myrons Moped is located in Fullerton California, near Anaheim. Hours are 10 to 6, Tuesday to Saturday, Pacific time. Walk-in, ride-in, or call Shaun at 714-992-5592, during those hours, or anytime send him an email at email@example.com.
Below, author Daven masterfully summarizes the rise in the 1970′s, and the fall in the 1980′s, of mopeds:
Brief History of Mopeds in the USA
Author: Daven (m025001.sctcorp.com)Date: 02-22-2000 13:22 Among the many sorrows of 1995, America’s failure to celebrate the 20th anniversary of the arrival of the moped on its shores probably doesn’t rank very high. The oversight is, perhaps, even understandable. With their puny engines, fragile suspensions, and lumpy contours, mopeds were a paean to defensive driving, and as such, seem completely antithetical to what passes for a recreational vehicle today. Yet the moped was beloved. Twenty years ago, it was up there with hot tubs and Studio 54 on the top of the charts–a hallmark of its age. Since then, times have been tough. Even the recent 70s revivals have largely ignored the moped. Unresuscitated, unable to leap Travoltalike into our decade, the moped languishes in the dark recesses of the past, growing ever more obscure, fading like the leisure suit and Ben Gazzara. So quickly, before everyone who remembers the moped joins the Shah in the hereafter, indulge me, and to celebrate it. The semi-successful marriage of the motorcycle and the bicycle was first performed in gas-starved Europe at the end of WWII. Dubbed the moped (a contraction of the words motor and pedal), and basically unregulated, it flourished in the streets of Paris and Rome. The motors were very small (50 cc’s max) and of the simple two-stroke variety, so you had to mix the oil and gas yourself. But these spunky vehicles got ungodly mileage (between 100 and 200 miles per gallon). The pedals were used to help start the engine and to assist in hill climbing (although on some models, real hill climbing could be more easily accomplished by getting off the moped and walking). Those chic Europeans seemed to love them. But in America, mopeds were effectively barred by laws that classified them as motorcycles and demanded that they have foot brakes, turn signals, and various other features that they didn’t possess. We had to slake our thirst for this kind of machine with motor scooters and electric bikes. We probably didn’t even know we had such a thirst. Then in 1974, after a heavy industry lobby, the National Highway Traffic Safety Administration relaxed the safety standards for mopeds. The great American moped markets were open. Laws varied from state to state, but basically, the U.S. moped’s maximum speed was set between 20 and 30 miles an hour, and drivers were forbidden to enter major highways. Beyond that, the mid-70s moped laws were pretty lax. Many states didn’t require a license, insurance, or registration; some didn’t even set a minimum operating age–which was a blessing for eager-to-get-dating 15-year-olds. (The 30 mph top speed was somewhat elusive, since most models that could achieve that kind of speed tended to shake the fillings out of your teeth when they did it. Yes, these mopeds were slow, and their engines were meek.)
They came from strange-sounding companies at first: Puch, Garelli, Batavus, and Tomos, to name a few. But once the craze was on, many of the big motorcycle manufacturers joined the fray. The Honda Hobbit, introduced in 1978, may have been the quintessential moped in name and appearance (especially name). The consumer appeal was easy to grasp: The moped was cheap, very cheap. Cheap to operate, cheap to buy, and free to insure. You could get a good one for about $350. That’s $350 for a machine that could take you anywhere you wanted to go at 20 m.p.h., and make it seem like a good time if there weren’t too many hills or big trucks around. $350! I spend about seventy bucks a week these days just on cough medicine and phone calls to the Motorcycle Industry Council, never mind transportation. Moreover, the moped was fun to ride–it put you low to the ground with some wind in your hair and moved you through traffic sort of like a motorcycle did. And in a nation delirious about all sorts of moving vehicles and the trappings thereof (truckers and CBs, the Dukes of Hazzard and CHiPs, go-carts and slot-cars) the fun little moped fit right in. Sales jumped from 25,000 in 1975 to 75,000 in 1976 to 150,000 in 1977–and then doubled again in 1978. There were moped articles in every magazine from Newsweek to Glamour. They were popular with men and women, with the young and the old (and the very old, who liked to tool around retirement communities). They were sold in drugstores and newsstands, as well as your more conventional cycle shops, and everyone was back-ordered. Some high schools began to offer Moped Ed courses to eager freshmen. Nick Nolte and Jacqueline Bisset were in a ridiculous moped chase scene in The Deep. Jimmy Carter encouraged us to buy mopeds as part of his energy conservation program. And the Department of Transportation estimated that in the 1980s, America’s roads would be covered by two- to three-million mopeds.
But the good days didn’t last. Lawmakers began to consider the safety issues raised when a vehicle with a top speed of 30 m.p.h. mingles with normal traffic (acceleration at stop lights was a big problem). There were some accidents: not as many as with motorcycles, but there were a lot more safety laws for motorcyclists–including helmet requirements. And in a moped accident, the mopeder always seemed to lose. Furthermore, the police became troubled by the fact that mopeds, with licensing optional in most states, were a good means of transportation for people who’d had their automobile licenses revoked. Resulting legislation greatly increased restrictions on the mopeds. Alas, public perception changed too: The novelty wore off, and the moped became wimpy. Sales leveled, then declined, then dropped off the map. By 1985, there were fewer than 12 moped dealers in the country, down from a late 70s peak of several hundred. Moped madness was over.
Below is another historical article, reprinted from AMERICAN BICYCLIST and Motorcyclist, March 1976, a trade magazine, announcing moped laws to American bicycle dealers:
Dealer checklist: your lines must meet federal standards
by Serge D. Seguin, Chairman, Motorized Bicycle Association
Under the National Traffic and Motor Vehicle Safety Act of 1966, the National Highway Traffic Safety Administration (NHTSA), Department of Transportation (DOT) has issued federal motor vehicle safety standards which apply to vehicle equipment. Many of these standards are applicable to motorized bicycles.
In February 1974, several manufacturers of motorized bicycles [Motobecane, Peugeot, Sinfac(Solex)] petitioned NHTSA for recognition of the motorized bicycle as a separate vehicle category and the establishment of safety standards appropriate to it’s low power and speed. Though NHTSA declined to establish a separate category, effective October 1974 it established a sub-category of motor-driven cycle (a vehicle with a motor that produces 5 brake horspower or less). This defined the motorized bicycle as a motor-driven cycle whose maximum speed is 30 mph and relaxed certain motor-driven cycle standards for this new sub-category. The brakes on these lower speed vehicles are exempt from fade requirements. Both brake controls may be on the handlebar. The stop lamp may have a photometric output of one-half of the existing motorcycle standard. Turn signals are not required.
However, the equipment standards for motorized bicycles are very specific and strict – far more stringent than the standards promulgated in the many countries in which the motorized bicycle is now in use as a principal means of transportation. It is important that you, the dealer, be able to recognize if the motorized bicycle you are considering selling meets the federal standards. If it does not, the potential penalties are severe, including recall of “illegal” vehicles and the possibility of a fine for each vehicle sold. There are presently over 15 million motorized bicycles in use throughout the world, and the potential for sales in the United States is great. But in order to realize this potential, the motorized bicycle to be sold must conform to all standards.
Federal standards apply to lights, brakes, tires, controls, and display equipment. Each machine must have a certification label. Look carefully at the motorized bicycle offered to you for sale. Only if it conforms to the following checklist, does the vehicle meet the basic federal standards applicable to motorized bicycles.
- Head Lamp: One White. Must pass moisture, corrosion, vibration and recession tests. Sealed beam conforms. Headlamp must move up and down for aiming.
- Tail Lamp: One Red. Should be a combination stop-tail lamp. Must be identified by SAE number. Must have double filament bulb. [later relaxed]
- Stop Lamp: One Red. Must be activated by either hand brake.
- Reflectors: Two Amber on both sides at front, Two Red on both sides at rear, and One Red on back, all permantly affixed and identified with with SAE number.
B. BRAKES In order to meet the federal standards on braking performance, almost all motorized bicycle will need drum brakes. to check the lining thickness of the drum brake shoe, an “inspection window” must be provided in the brake backing plate.
C. TIRES Each tire must have at least six treadwear indicators so that it may be inspected to determine visually, whether the tire has worn to a depth of 1/16 inch. Some specific markings must appear on the tire:
- The symbol DOT
- A coded tire identification number.
- Tire size in inches
- Max load rating in lb, and corresponding inflation pressure in psi.
- Speed restriction or rating
- Number of plies and cord composition
- The word “tubeless” (TL) or “tube type” (TT) as applicable.
- The load range letter (most often “B” which is 300lb/tire).
D. CONTROLS AND DISPLAYS There must be two engine stops on a motorized bicycle. One of them must be located on the right handlebar. It must be labeled “ENGINE STOP” and must have “OFF” and “RUN” positions marked.
- An electric horn is required, with button on left handlebar, with marking “HORN”.
- [The other engine stop is the] Manual Fuel Shut-off Control. It must have the “OFF” marking when the control is forward, the “ON” marking when the control is downward. Optionally it can have a “RES” or RESERVE marking when the control is pointing upward.
- A manual choke must have a label “CHOKE”.
- The speedometer must be illuminated when the headlamp is activated. Markings must be in mph.
CERTIFICATION LABEL Each motorized bicycle must have a certification label – either riveted or permanently affixed so that it cannot be removed without destroying or defacing it. The label must be affixed to the structure as close as practicable to the intersection of the steering post with the handlebars.
The label must have the following information:
- Name of Manufacturer
- Month and Year of Manufacture
- Groos Vehicle Weight Rating (GVWR)
- Gross Axle Weight Rating (GAWR) for each axle.
- Vehicle Identification Number
- Vehicle Type “MOTOR-DRIVEN CYCLE”
- Statement of Compliance: “THIS VEHICLE CONFORMS TO ALL APPLICABLE FEDERAL MOTOR VEHICLE SAFETY STANDARDS IN EFFECT ON THE DATE OF MANUFACTURE SHOWN ABOVE”.
Now you know more about why US mopeds are the way they are. This explains why the earlier 1974-1976 US model mopeds all had sealed beam headlights and double filament tail lights. By 1977 most US mopeds switched to single-filament two-bulb tail lights and non sealed beam headlights, after the sealed beam headlight and double filament tail light requirements were dropped.
The rules about lights, controls, tires, brakes, button locations, etc are different in most other countries. They use a non-electric “ring ring” horn, no brake light, no side reflectors. They can have all their buttons on the left. Their lights are smaller and not as bright as USA ones, generally.
This website is standing on the shoulders of these HTML giants:
2002-2006 Ray Fales
The founder of myronsmopeds.com and who’s idea for a barbeque in 2003 became the monthly rides.
2006-2011 Chuck Fee
The genius who wrote all new code. It was more organized, easier to use, and displayed all the rides.
2011-now Brian Andrus
The professional encoder who created this WordPress site and makes everything work properly.