Contents:

1. Zanetti Motors

2. Zanetti C50/2 on Bicizeta 

3. Zanetti C50/2 Parts Catalog

 

 

 

1. Zanetti Motors

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Officine Meccaniche Zanetti in Bologna Italy 1960’s and 70’s made small engines and equipment for agriculture, motorized bicycles and scooters, go-karts and mini-bikes. Some Zanetti engines were close copies of Morini engines and shared many of the same parts.

Collezione Zanetti: See other Motori Zanetti products and learn more on Dimitri Vaschetto’s web page www.collezionezanetti.it

This 1972 ad says there are five moped motors:

1. 50 cc ESPORTAZIONE (Export) 7.5 hp, looks like Morini 4MP/S.
2. 50 cc SPORT 4-speed, cast iron cylinder, looks like Morini 4MP/S.
3. 50 cc NORMALE 4-speed, iron cylinder, looks like Morini 4MP.

’68-71? Franco Morini 4MP engine family. The case and sides are rounded. In the early 1970’s the rounded shape changed to angular.

 

4. 50 cc PRESA DIRETTA (PD) horizontal 1-speed automatic, direct press iron sleeved aluminum cylinder. Many parts are the same as a ’68-73 Morini MO with iron sleeved aluminum cylinder (presa diretta). It has the same 40.0 x 12-16-17 piston as on a Morini MO early aluminum cylinder. It has the same sprockets as Morini. The mount holes are the same as Minarelli V1.

photo 1. 1977 Intramotor-Gloria Blanco with Zanetti PD motor, Zanetti branding. The engine serial# is the model# Z PD

photo 2. 1976 Intramotor-Gloria Blanco with Zanetti PD engine, Intramotor Gloria branding.
photo 3. 1976 Itom Automatic Lusso with Zanetti PD engine, Itom branding.

photo 4. 1968 Intramotor-Gloria Mini Kid with Morini MO-Gyromat engine, Morini branding.

Before it was identified in May 2025, the Zanetti PD motor used to be in Myron’s Morini department under “Morini MO look alike”. 

5. 40 cc AUSILIARIO (Auxiliary) 1-speed automatic, roller drive, for every use, bicycle motor.

C50/2 front engine is a friction drive, pull start, 42 cc automatic. It produced 0.7 hp at 3750 rpm, and went about 19 mph. Bore 38, Stroke 37, Size 41.96 cc, Compression ratio 7.64:1

 

 

 

 

 

2. Zanetti Bicizeta

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Bicizeta: In the 1960’s Zanetti produced the popular Italian motor bike Bicizeta (bee-see-zet-uh) with the Zanetti C50/2 front engine. It could be pedaled or motored, or both. It folded in half to fit easily into most car trunks. The gas tank is above the engine below the handlebar. The headlight is molded into the gas tank.

 
1. 1970 Zanetti Bicizeta with C50 engine (Euro model)
2. 1960’s Bicizeta sales flyer in Italian (Italy model)
3. Ci.Te. right control on 1965 Zanetti Bicizeta

 

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Pumita: From about 1963 to ’72 the Bicizeta was remade in Cordoba, Argentina by Lujan HNOS S.A.I.C. It was called Pumita (little puma). Some versions had less chrome. Some had different controls. 

’63-72? bicimoto Pumita (Argentina model)

 

 

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First American Bicizeta: In 1964-65 First American Bicizeta, Inc began importing to the US the popular Italian motorized bicycle Bicizeta.

Euro and US versions: The Euro-model Bicizeta had an internal spark coil, no brake light and a small tail light. The US-model version sold in the late 60’s and early 70’s had an external spark coil, a brake light (powered by the ignition source coil ground), and a large tail light.

There are no photos or flyers available. So which Bicizeta version is unknown.

 

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MBI: Some time in 1965-68 First American Bicizeta became Motor Bike Imports (MBI) 6005 S Route 130, Pennsauken NJ 08110. MBI created the Safari brand name. In the late 70’s Safari became a popular brand sold at eastern US moped shops, mostly New Jersey, Maryland, Pennsylvania and Florida. 

Safari Scat: In 1968-69 MBI contracted MZV of Bologna Italy to produce mini-bikes and mini-cycles using the Zanetti engines. They were given the brand name Safari Scat. Apparently the Safari Scat mini bike line of the early 1970’s included or became street legal full size mopeds with off road tires and fenders by around 1979. There are currently no pictures or details of those early Safari Scat mini bikes. There is only this 1979 Safari Super Scat, a top tank moped with Minarelli V1 engine.

 

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Bicizeta: From about 1968 to 1974 MBI sold the Zanetti Bicizeta: 

1968 Zanetti Bicizeta C50-2 (US model) from Gary Boettcher in PA

Tires: 20 x 1.75 (bicycle)
front tire needs a smooth flat top to last longer

1. Ci.Te. same as this 2. ’68 Lambretino, sliding-block
3. Ci.Te. bottom view, 4. Ci.Te. and Domino levers compared

Cables: all 1-ended, throttle, decomp, front brake, rear brake

Hubs/Brakes: 70’s Grimeca 90 x 18 mm, Grimeca pinch bolts
axles M10?-1.0 threaded

Spokes: 36 front and 36 rear, both 3-cross 171 x 2.5 mm

Electrical: external ignition ground powers the brake light

the green engine wire must go to ground to have spark

1. Tail Light: CEV 9313 with 6V 3/15w or 6V 5/18w bulb
2. Head Light: CEV
3. Petcock: knob? type, horizontal, M12-1.0 thread
4. Gas cap: internal thread screw-on gas cap M42-1.5 mm 

 

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Safari Rovet: In the early 1970’s MBI went in partnership with an Italian engineer and started their own bicycle manufacturing company, named Rovet. In 1975 Rovet made the Safari Rovet, using the Zanetti front engine. Unlike the Bicizeta that was a folding step-thru frame, the Rovet was non-folding. It produced 1 hp, went about 19 mph, and was DOT approved for US streets.

Fuel pump: The Rovet gas tank was the main frame tube, with a petcock down near the pedals. The fuel tank is lower than the engine, and so a fuel pump is required to supply fuel to the carburetor. A supply hose from the petcock goes to the pump. A hose from the pump goes to the carburetor. The Dellorto SHA float type carburetor only lets fuel in when it is needed. The excess fuel supplied by the pump is returned back to the fuel tank. So a return hose goes from the carburetor to the top of the fuel tank.

1975 Safari Rovet, headlight removed

 

Safari Fox: Not long after the Rovet was introduced, it was improved and renamed Fox. A top cross bar was added that kept the frame from bending under heavy loads, like jumping curbs or hitting pot holes. That made it necessary to swing your leg over the back of the bike to mount and dismount it. It was no longer a step through design.

1976 Safari Fox

1976 Safari Fox

 

 

 

 

 

 

 

2. Zanetti C50/2 Parts Catalog

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A. Catalogo Ricambi (Parts Catalog) and Istruzioni per L’Uso (Owners Manual)
B. Quote de igombro e peso
1. Cilindro testa (cylinder head)
2. Carter (case)

3. Imbiellaggio (crankshaft)
4. Copercio ventola (vented cover)
5. Impianto elettrico (magneto)
6. Carburatore (carburetor)

7. Supporto rullo (roller support)
8. Frizone 1 (starting clutch)
9. Avviemento (pull starter)
10. Frizone 2 (running clutch)

 

 

 

 

 

 

 

 

 

The ’77 BETA SL5 throttle is a early-70’s Domino wrap-around type with a slotted M6 adjuster.

This 2-ended cable is for a Dellorto 2h cable pipe (short 1 ¼”). The original cable pipe is longer. So the exposed length 3.7″ would be shorter.

 

 

 

 

Select:

Parts    Service    Jet Drills

 

 

Encarwi (made in Holland, now the Netherlands) was a division of Bing (Germany). On US models, Bing-Encarwi carburetors were used on mopeds by Batavus and Badger, with Laura (Holland) engines, Flandria (Belgium), and pre-1986 Tomos (Yugoslavia).

 

 

Batavus: Left, 1970’s Batavus VA had a Laura M48 engine with an Encarwi S-type carburetor. Right, 1980’s Batavus Regency had a Laura M56 engine with an Encarwi H-type carburetor.

 

 

Tomos: Before 1973, Tomos had Puch and Laura engines. The 1971 Tomos Automatic N had a Laura M48 engine with an Encarwi S-type carburetor. In 1973 Tomos came out with their own engines the Automatic 1 (one speed), and the Automatic 3 (two speed). The A3 had an Encarwi A-type carburetor. Tomos continued to use Encarwi on their A3 engine, until 1985. After that they used Dellorto.

 

 

Flandria: 1977 Flandria Bermuda (US model) had an Encarwi S33 or S33A S-type carb. 

 

A-type has an automatic choke controlled by the throttle cable. S-type has a separate choke controlled by a choke cable. 

 

 

Top, S-type on Batavus. Bottom, A-type on Tomos (no idle screw).

 

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Encarwi “A” series carbs had an “automatic” choke, controlled by a special twist throttle with thumb button. The choke button lets the throttle twist opposite, below “zero”. This exposes a hole in the slide valve, in front of the fuel nozzle. After starting, twist throttle and choke clicks off automatically. All A-type have 3.5mm jet threads except for 88A85/103.

A11            8 mm, Ø14 slide 408, jet 52-54
for 20kmh Laura M48 engine (Euro model)

A22            8 mm, Ø14 slide 108, jet 50-52
for 25kmh Laura M48 engine (Euro model)

A21          12 mm, Ø14 slide 202, jet 56-58
for 40kmh Laura M48 engine (Euro model)

A83          12 mm, Ø14 slide 426, jet 46
for 20, 25, 30mph Tomos A3 engine 1974-80+

88A85/102  Ø12, Ø14 slide 426, jet 46
for 20, 25, 30mph Tomos A3 engine 1980-83+

88A85/103  Ø12, Ø14 slide 426, jet 4mm #50
for Tomos A3 1983-85

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Encarwi “S” series carburetors had a “standard” choke, controlled by a small lever on the handlebar via a cable. All S-type have 3.5mm jet threads.

88S23A      8 mm, Ø14 slide 190, jet 54    
for 20kmh Laura M48 engine (Euro model)

S23B          8 mm, Ø14 slide 190, jet 52-54
for 25kmh Laura M48 engine (Euro model)

S23A          8 mm, Ø14 slide 190, jet 50-52
for 20mph Laura M48 Batavus 1976-77

S8A            8 mm, Ø14 slide 190, jet 52-54
for 25mph Laura M48 Batavus 1976-77

S22          12 mm, Ø14 slide 405, jet 54-58
for 30mph Laura M48 Batavus 1976-77

S25          12 mm, Ø14 slide 167, jet 56-58
for 30mph Laura M48 Batavus 1977-78

88S25/101  Ø12, Ø14 slide 188, jet 56-58
for 30mph Laura M48 Batavus 1978-80

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Encarwi “H” series carburetors were designed specifically for the Laura M56 engine, later made by Trac (Daelim). All H-type have 3.5mm jet threads.

H8           8 mm, Ø12 slide ???,  jet 46
for 20mph Laura M56 eng Batavus 1978-80

H12/102 12 mm, Ø14 slide 3,  jet 56
for 25 & 30mph Laura M56 Batavus 1978-80

unmarked 12 mm, Ø14 slide 3?, jet 56
25 & 30mph M56 remake Trac 1982-85

 

 

Top, Encarwi carburetors, engine view, with slides slightly open, showing the idle air channels or slots or holes. Bottom, the corresponding throttle slides, all 14mm diameter, bottom view. The pair of large holes is for the cable.

Substitutions or conversions: Any S-type slide can be drilled and machined to be made for an A83 or H12 carb. The S-type slides (190, 405, 188, 167, 2) all interchange, but have different idle mixture idling behaviors. The Tomos A3 slide 426 fits a Trac M56 with H12 carb, with only minor widening (drilling) of the sprayer hole.

 

 

 

The amazing Encarwi 426 auto-choke throttle
slide (Tomos A3) is explained in four steps:
1. Full power   – throttle cable is pulled all the way.
The slide does not have to be there. Main jet controls the mixture.
2. Partial power -throttle cable is pulled part way.
The slide limits the amount of air. The main jet controls the mixture.
3. No power (idle) -throttle cable is pulled slightly.
The slide blocks most of the air. Idle slot size controls the mixture.
4. Cold start  – throttle cable is not pulled at all.
The choke jet hole and choke air hole in slide 426 control the mixture.

Substitutions or conversions: The S25 and A83 Ø12 carbs are the same, except for the throttle slide and idle screw.
The Ø14 throttle slides 167 and 426 are nearly the same, except the Auto type 426 has extra choke holes and cut outs.

 

 

 

 

 

 

 

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History

 

Carwi Carburator, from the 1950’s

 

Encarwi Carburator, from 1960’s or 70’s

 

 

 

 

 

 

 

 

 

Left, Encarwi A30 carburetor. Right, A30 carb on 60’s Flandria

 

 

You can see that these early Encarwi carbs have many things in common with the later ones. The most obvious thing is the angle of the throttle slide with the venturi. Most carburetors have the slide valve 90 degrees to the air flow, but Encarwi carbs are more like 60 degrees. The other thing unique to Encarwi is the “automatic” choke, indicated by the absence of an idle speed adjustment screw, the choke holes and cut-away in the slide, and an extra thumb button on the throttle control that lets the throttle cable go completely slack, below normal idle or “zero”.  

 

 

 

Contents:
1. ’57-64 Riverside Mo-Ped (Motobecane)
2. ’65-68 Riverside 150-D, 250-D (Benelli)

 

 

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1. ’57-64 Riverside Mo-Ped
made in France by Motobecane

 
1. 1960 Riverside Mo-Ped Deluxe
2. 1962 Riverside Mo-Ped Standard

Cables are listed in Riverside-Motobecane Parts on page 29.

 

 

 

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2. ’65-68 Riverside 150-D, 250-D
made in Italy by Benelli

 

 

 

 

 

 

Owners manual shows original cables were light grey,
but many have since been replaced with black.

 

 

   
165 Benelli G29/1 2-ended throttle cable
Domino wrap-around throttle with 5.9 mm cable hole
33 x 2.4″ grey or black    $22  .

 
58 Benelli G244 1-ended front brake cable
33 x 6″    grey or black    $10  .

 
59 Benelli G244/6 1-ended rear brake cable
53 x 6″    grey or black    $10  .

 
159 00.00.00.00 G244/3 none  2-ended start cable
for Domino twist-start left control
52 x ??” grey original   use 1-ended replacement

001 00.00.00.00 G244/3 $10.0 1-ended start cable
for Domino twist-start left control
52 x 5″ grey or black        sold separately:

002 48.80.24.70 M277   $3.00 pinch bolt P20 .
003 48.80.25.70 G10     $5.00 helper spring ∅6.5-7 x 60-75
004 48.80.18.70 UI7191 $0.50 step ferrule F5c .
041 70.62.69.20 G7/4    $6-$4 upper adjuster A3a .

 

 

 

 

A31b. 16 x 1 female down detachable shaft

 

 

 

 

 

 

This has a special petcock with a detachable shaft. The shaft goes through a hole in the frame, so that only the handle is exposed. It is made from an A31 OMG Italy-made petcock plus a handle-shaft from a different OMG petcock. 

 

A31b petcock  $26

 

 

 

 

 Columbia Models

 

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Identification

 

 

 

 

 

 

The owners manuals say there is an ID sticker and also a stamped-on frame number behind the engine. 

 

 

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 1. Model 2220 

2220  1976-77 Columbia Easy Rider
2220  1977-78 Columbia Commuter
36900-7 77-78 Yard-Man Mo-Trek
8220  1977-78 Imperial
8220  1977-78 Western Flyer
sheet frame, Sachs 505/1A engine, 1-chain hub
CEV round bullet headlight, ULO 250 tail light
years          models          mph  chain sprockets    notes
76-78 2220 8220 36900-7  25 420-106L 11/42T
76-78 2221 8221 36902-7  20 420-110L 11/48T

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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2. Model 2220-mid

2220  1978-79 Columbia Commuter
36900-7 78-79 Yard-Man Mo-Trek
8220  1978-80 Imperial
8220  1978-80 Western Flyer Supreme
sheet frame, Sachs 505/1A engine, 1-chain hub
Changes: ULO 248 tail light with side reflectors
Changes: Peterson rectangular headlight (some)
years          models          mph  chain sprockets    notes
78-79 2220 8220 36900-7  25 420-106L 11/42T
78-79 2221 8221 36902-7  20 420-110L 11/48T

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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 3. Model 2220-late

2220 1979-80 Columbia Commuter
sheet frame, Sachs 505/1A engine, 2-chain hub
Changes: 2-chain cast aluminum hubs (rear brake on right) 
Changes: Peterson rectangular headlight
years    models   mph  chain sprockets    notes
79-80 2220  8220  25 415-106L 11/42T
79-80 2221  8221  20 415-110L 11/48T

 

 

 

 

 

 

 

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4. Models 2240, 2250

2240 1979-80 Columbia Commuter soft tail, long seat
2240 1979-80 Columbia chrome fenders, speedometer
2250 1979-80 Columbia Commuter hard tail, solo seat
2250 1979-80 Colum  painted fenders, no speedometer
8240/8250 1979-80 Ward Open Road 
8240/8250 1979-80 Western Flyer Sabre 25
tube frame, Solo 255 engine, 2-chain hub
Changes: mono-tube frame with pedal shaft,
Changes: U-shaped gas tank with rear air vent
Changes: Solo engine, pedal and motor chains
years    models   mph  chain sprockets   notes
79-80 2240  8240  25 415-98L 11/57T  soft tail, long seat
79-80 2241  8241  20 415-98L 11/57T  soft tail, long seat
79-80 2242  8242  30 415-98L 11/57T  soft tail, long seat

79-80 2250  8250  25 415-98L 11/57T  hard tail, solo seat
79-80 2251  8251  20 415-98L 11/57T  hard tail, solo seat
79-80 2252  8252  30 415-98L 11/57T  hard tail, solo seat

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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 5. Models 2260, 2270

2260 1979-80 Columbia Commuter
2270 1979-80 Columbia Commuter
8260 1979-80 Imperial, Western Flyer
8270 1979-80 Imperial Western Flyer
tube frame, Sachs 505/1A or Peugeot 102, 2-chain hub
Changes: Sachs engine in tube frame
Changes: Peugeot engine in tube frame (some)
years    models   mph  chain sprockets    notes
79-80 2260  8260  25 415-110L 11/42T  solo seat
79-80 2261  8261  20 415-114L 11/48T  solo seat
79-80 2262  8262  30 415-110L 11/42T  solo seat

79-80 2270  8270  25 415-110L 11/42T  long seat
79-80 2271  8271  20 415-114L 11/48T  long seat
79-80 2272  8272  30 415-110L 11/42T  long seat

Although the manual photo shows steel 1-chain type hubs, the wheels parts pages show and list parts for 2-chain aluminum hubs. All known photo examples have 2-chain hubs. So the manual photo is incorrect.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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6. Model 2280

2280 1980 Columbia Medallion
8280 1980 Western Flyer Apache 3000
tube frame, Sachs 505/1A or 505/1D, 2-chain hub
Changes: top mounted gas tank, high-back long seat
Changes: Sachs 505/1D engine on 30mph version
years    models   mph  chain sprockets engine   notes
1980– 2280  8280  25 415-110L 11/42T 505/1A
1980– 2281  8281  20 415-114L 11/48T 505/1A
1980– 2282  8282  30 415-110L 11/42T 505/1D

 

 

 

 

 

 

 

 

 

 

 

 

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The End and The Rebirth

After 1980 Comumbia stopped producing mopeds, along with other brands. Sales had been decreasing since the high point in 1978. New worldwide regulations for motor vehicle manufacturers began in 1980. They were optional in 1980 and required in 1981. Those included the modern 17-digit encoded vehicle ID number. Many moped manufacturers made and stockpiled extra 1980 models, to avoid the requirements. Those extra 1980 models were then sold in 1981 through 1984 in USA moped shops.

 

 

 

 

In 1987 KKM Enterprises Inc. 405A Old Gallia Pike, Franklin Furnace OH 45629, purchased the moped manufacturing equipment, tooling and rights from Columbia. From 1988 to 1993 KKM made Columbia mopeds called Mopet. The re-made Columbia model 2220-late became the Mopet model 280. The re-made Columbia 2245/50 became the Mopet model 340. All of the parts are the same except for the paint and stickers. They may have also made or sold other models.

 

 

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3. Model 280

280 1988-93 KKM Mopet
sheet frame, Sachs 505/1A or 1D engine, 2-chain hub
remake/rebrand of Columbia model 2220-late.
years   model mph  chain sprockets  engine   notes
88-93  280    25 415-106L 11/42T  505/1A
88-93  281    20 415-110L 11/48T  505/1A
88-93  282    30 415-106L 11/42T  505/1D

 

 

 

 

 

 

 

 

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4. Model 340

340 1988-93 KKM Mopet
tube frame, Solo 255 engine, 2-chain hub
remake/rebrand of Columbia model 2240/2250.
years    models   mph  chain sprockets    notes
88-93  340  0000  25 415-98L 11/57T 
88-93  341  0000  20 415-98L 11/57T 
88-93  342  0000  30 415-98L 11/57T 

KKM VIN Info: KKM mopeds were made after 1980, and thus were required to have the 17-digit Vehicle Identification Number and other requirements that the Columbia mopeds did not have. Here is the official VIN explanation. 

digit 1 is Country  4 = USA
digit 2,3 is Make 33 = KKM Enterprises
digit 4 is Line       A = frame A or B tube or sheet, don’t know which
digit 5 is Type      A = two wheel, B = three wheel
digit 6 is Engine   S = Sachs, M = Minarelli, L = Solo, R = Morini
digit 7 Eng model 2 = Sachs 505 1D, 1 = Sachs 505 1A
digit 8 Hub Type  C = cast 105, B = pressed 105, A = pressed 90
digit 9 is check digit 
digit 10 is Year     J = 1988, K = 1989, L = 1990

 

 

Select:      Models         Parts

 

 

 

 

Columbia is one of America’s best and oldest bicycle makers. From the days of true horse power, their bicycle was “an ever saddled horse which eats nothing”. Colombia and Montgomery Ward mopeds are made by Colombia Manufacturing Company, Division of MTD Products Inc, One Cycle Street, Westfield MA 01086. 

Columbia has been credited with many firsts in the biking industry, since its founding in 1877 by Col. Albert Pope. It has pioneered many improvements to the industry, producing bikes, motorbikes, and furniture for nearly 150 years. Here is the Columbia Manufacturing Inc website, history page. http://www.columbiamfginc.com/columbia_history.html

 

 

Columbia mopeds were made in the late 1970’s after the gas shortage. Models made with Columbia stickers are the 2200 series: 2200, 2240, 2250, 2260, 2270, 2280

 

 

Columbia re-brands:  Models made plain for re-branding are the 8200 series: 8200, 8240, 8250, 8260, 8270, 8280

Yard-Man is the brand name of MTD Products (which owned Columbia). They made (and still do make) lawn mowers, power equipment, small motorscooters (1960’s) and mopeds (1970’s).

 

Open Road was the brand name of Montgomery Ward department stores bicycles and mopeds.

 

 

Western Flyer is the brand name of Western Auto Stores products, like bicycles, motorbikes, toy wagons, scooters, etc. In the 1950’s, Western Flyer bicycles  equipped with Whizzer motors were also sold there. That was the original all-American moped. See Whizzer.

 

KKM Enterprises  405A Old Gallia Pike, Franklin Furnace, OH 45629 in 1987 bought the rights, procedures and equipment needed to make Columbia mopeds, both the stamped sheet metal kind, and the tube frame kind. From 1987 to the mid 1990’s they re-made Columbia’s that were all called Mopet. 

 

 

Identification: Left is 1-chain rear hub, right is 2-chain. 1-chain is made of stamped steel with brake and sprocket on opposite sides. 2-chain is cast aluminum with brake and sprocket on the same side. The hub version identifies other parts, including the chain, sprocket, brake cables, swing arm and brake plate. 

 

Engines: Columbia had 7 engine versions:

20 mph ’76-93  Sachs 505/1A 20id exhaust  11/48T
20 mph ’78-93  Solo 255 with 20mph pulley 11/57T

25 mph ’76-93  Sachs 505/1A 20id exhaust  11/42T
25 mph ’78-93  Solo 255 with 25mph pulley 11/57T

30 mph ’78-80  Sachs 505/1A 26id exhaust  11/42T
30 mph ’78-93  Solo 255 with 30mph pulley 11/57T
30 mph ’80-93  Sachs 505/1D 26id exhaust  11/42T 

Solo 255 engine: Instead of the Germany made original pulley-clutch, Columbia made their own centrifugal clutch and pulley system. The pulley halves have three different spacings for 20, 25 or 30 mph speed versions. The engine swings and has springs that pull it forward to keep the belt tensioned. That allows the same belt, rear pulley and sprockets for all three speed versions.

Sachs 505 engine: Before 1980 all engines were the same, Sachs 505/1A. For 20 and 25 mph versions the exhaust is restricted to 20 mm inner diameter instead of 26. For 20 mph versions the gearing is lower, 48 tooth rear instead of 42. After 1979 the 30mph engine version was upgraded to 505/1D instead of 505/1A.

 

 

 

 

 

 

Select:

Official sites with current moped laws and info:

 

 

 

 

 

 

Myrons sites with moped specific laws:

 

 

 

 

 

 

 

Myrons sites with envirnomental laws:

 

 

 

 

 

 

Welcome to Oils and Sprays. Just in case your wondering what kind of oil to get:

Two Strokes: Most older mopeds and motorized bicycles are two stroke engines that do not have motor oil in the crankcase. Instead the crankcase has a mist of gasoline with 2% or 4% two stroke oil blended in. The crankshaft and piston are lubricated by the gasoline mix. Two stroke oil is designed to be stable when mixed in gasoline, and to burn clean and not make black tar and carbon build up. Regular motor oil will work in a two stroke, but will leave a mess of tar in the engine and or gas tank. In the “old days”, the two stroke engines did use ordinary motor oil. But they had to use it or it would become tarry or varnishy from decomposition. They also “de-coked” their two stroke engines often. This practice has been completely eliminated by modern two stroke oils such as Champion. 

Champion Synthetic Blend 2-Cycle Power Equipment Oil, with fuel stabilizer, is the two stroke oil that Myrons Mopeds recommends. It is a premium quality ashless motor oil for use in 2-cycle air cooled engines (with higher temperature demands). It combines Group II base oils and pure isobutene, rather than commonly used fragmented isobutene which can degrade faster at high temperatures. In addition, it contains several semi-synthetic additives providing excellent detergency and a dispersant to provide protection and performance. Super tough film, anti-foaming, anti-scuffing, fuel stabilizer, all beneficial.  

Transmission oil: In a two stroke (2 cycle) engine, separate from the crankcase is the transmission case, which does have a pool of motor oil or automatic transmission fluid in it. The transmission oil or fluid needs changing every 2000 miles. Below is a chart showing what oil goes in what moped engine, and where to add it and check the level. Some mopeds have no transmission oil

Four Strokes: Most newer mopeds and scooters are four stroke engines, like cars, with motor oil in the crankcase. The oil for those is the same as for cars, such as 10-40W. Four stroke oil is motor oil. But unlike cars, the transmission shares the engine oil, like most motorcycles. Motorcycle (non catalytic exhaust) motor oils contain ingredients that are beneficial, but harm the catalytic converter. Motorcycles, scooters, 4-stroke mopeds with catalytic converters should use ordinary car motor oil.  

1. Champion 2-cycle oil 12.8 ounce (5 gal mix) $6.00

 

2. Echo 2-cycle oil 2.6 ounce (1 gal mix) $3.50

 

3. Tri-Flow 2oz for cables $7.00

 

4. $12.00  Tri-Flow 6 ounce

 

5.  $13.00  PJ1 blue label chain lube 13oz spray

6.    $8.00  tire sealant Slime 8 oz

 

 

Transmission Oil Specified in Owners Manual: Often the specified oil is obsolete. In ATF, the old “Type A” (non-Ford) went on to become Dextron (Type B)  in the late 1970’s, and then Dextron II (Type C and Type D), III, IV, V, and now “Dextron VI“, for most GM vehicles and pre-2004 Toyota automatic transmissions. 1970’s Tomos and Sachs mopeds specified ATF Type A. Tomos also specified motor oil 10W30. The old ATF “Type F” (Ford/Mercury) went on to become Mercon in 1987, as did “Type G” (Ford Europe), and then Mercon II,III,IV, and now “Mercon V“, for most Ford, Lincoln, Mercury automatic transmissions. 1970’s Puch and Kreidler mopeds specified ATF type F.

ATF Ingredients: Wikipedia says “Modern ATF typically contains a wide variety of chemical compounds intended to provide the required properties of a particular ATF specification. Most ATFs contain some combination of additives that improve lubricating qualities, such as anti-wear additives, rust and corrosion inhibitors, detergents, dispersants and surfactants (which protect and clean metal surfaces); kinematic viscosity and viscosity index improvers and modifiers, seal swell additives and agents (which extend the rotational speed range and temperature range of the additives’ application); anti-foam additives and anti-oxidation compounds to inhibit oxidation and “boil-off” (which extends the life of the additives’ application); cold-flow improvers, high-temperature thickeners, gasket conditioners, pour point depressant and petroleum dye.” 

Type A versus Type F: Type A up till the 1970’s contained whale oil as a friction modifier. A modern friction modifier/reducer is glycerol mono-oleate. Type F contains no friction modifiers, but has a higher quality base. Modern vehicles have nine current ATF versions: ATF+4, Mercon V, Mercon LV, Dextron VI, ATF DW-1, SP-III, Matic-S, Toyota ATF-WS, Honda DW (ZF). Any of these will work in a moped transmission. They are only slightly different. ATF Mercon V would be the safest to use, since it does not have friction modifiers. Friction modifiers are better for the gears and bearings, to reduce friction and extend life, because part of the molecule clings to metal and part is a long chain that slides over metal easily. What’s good for the metal parts may or may not be good for the clutch. This is a current area of investigation. 

Detergent versus Non detergent: Motor oils come with a detergent additive that keeps the dirt floating in the oil, so it can be removed by the oil filter. Non detergent motor oils allow the microscopic dirt particles to settle out. They are for engines and machinery that do not use oil filters but instead rely on manually removing the sludge from the bottom of the oil bath, as in machine shop equipment and small gasoline engines. Some rubber parts can get damaged from the detergent in the motor oil, in particular the Garelli 1-speed and 2-speed centrifugal solid rubber clutches. Garelli, Morini MO-1 and MO-2 call for 30W non detergent (ND), while Batavus/Trac, Demm, Derbi, Indian, Minarelli, Morini M-1 call for motor oil 30W, 40W or 10W40. See above chart. 

 

Zanetti Bicizeta was imported to the US beginning in 1964-65 by First American Bicizeta, Inc. Later they became MBI and imported Safari.  The Bicizeta had a front engine, friction drive, pull start, 50cc automatic, made by Motori Zanetti of Bologna Italy.

 

 

 

 

 

 

 

Zundapp mofas, mopeds, and mokicks were never sold in the US. The “BMW of mopeds” is included in the wiring party because Zundapps are easy to admire! Too bad “ZD40” means 40kph  (26mph).