The model numbers are confusing. Here is the explanation.

1970-1977 Hercules P1, M1, M2 (sheet frame)

These models all have stamped sheet-metal frames with Sachs 504/1 engines. The pedals are part of the frame. There are two chains, motor and pedal.

70-77 model 0  engine    for sale in
M1-508M 000 504/1B   Germany
M2-504M 000 504/1B   Germany
P1 -505P 000 504/1A    Germany
M1-DK 00000 504/1DK  Denmark
M1-CDN 0000 504/1A   Canada
M2-S 000000 504/1BS  Sweden
M2-N 000000 504/1A    Norway

M1-NL 00000 504/1NL   Netherlands
P1 -CDN 000  504/1A    Canada
P1 -F 000000 504/1A    France
P1 -505P exp 504/1A    export
P1 -505P J 00 504/1A    Japan
P1 -505P USA 504/1BS   USA
P1 -506M  CH 504/1ACH Switzerland
P1 -505P   GB 504/1A    Great Britian

 

This says in 1975 the US model of Hercules sheet-frame had a 504/1BS engine, 1 hp 20mph. The Canada model had a 504/1A engine 1.8 hp 25-30mph. The two 1976 models shown below agree with that. The 1975-76 USA model was branded “Hercules” but the Canada model was called “Moppet”. 

 

 

 

 

 

 

 

 

 

 

---

1973-77 Hercules M4, M5, P3, HR2 (tube frame)

These models all have tube frames with Sachs 505/1 engines. The pedals are part of the engine. There is one chain.

73-75 model  engine   for sale in
M4-511 000 505/1B   USA and others
M5-634 000 505/2B
P3 -513 000 505/2C
HR2-633 00 505/2B

 

 In 1976 the US DOT adopted new standards for mopeds. US states chose their on speed limits. In 1977 Hercules mopeds were imported to the US in 20mph (25km motor) and 25/30mph (40km motor) versions. The 30mph states sold the 25mph versions.

In the July 1977 book “Complete Book of Mopeds” it says “Just beginning to be brought into the United States, the German made line of mopeds called Hercules uses the well respected Sachs engine. Four models are presently available in the United States.” It goes on to describe the four models, 3 tube-frame-single-chain and 1 sheet-frame-dual-chain. M4 with chrome gas tank. HR2, an M4 with chrome crash bars, high exhaust pipe. An M4 variant economy model, less chrome, and a P1 sheet frame. Those other models are not in any internet images, so they did not sell much, if at all. The majority of 1977 Hercules for sale in the US were M4, in several flavors.

US Models:
1975:  M4 505/1B (20mph), P1 504/1BS (20mph)
1976:  M4 505/1B (20mph), P1 504/1BS (20mph)
1977:  M4 505/1B (20mph), P1 504/1BS (20mph), M4 505/1A (25mph)

 

 

 

 

 

 

 

 

 

 

 

You can tell a US model moped by the side reflectors and the lights. A Euro model has no side reflectors and the lights are smaller. Here they are side by side.

In 1977 the importer was Sachs Motor Corporation of USA, headquartered at 909 Crocker Rd, Westlake OH 44145, and later at 6401 Regio St, Buena Park CA 90620. 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

This flyer discloses the true identities. The Westlake is a P1 model and the Balboa is a M4 model.

 

1978-79 Sachs Westlake, Balboa

In 1977 the US models were given American names.

The P-I (P1) with stamped sheet frame was called Westlake, after the town of Westlake Ohio where Sachs USA was headquartered. The engine covers changed from grey to black.

The M-I (M4) with tube frame and separate gas tank was called Balboa, after Balboa Island and Balboa Peninsula, in Newport Beach California. Here is a Sachs Balboa ad showing the historic Balboa Island Ferry that holds three cars and crosses the Newport Harbor channel every five or ten minutes. Myrons Mopeds had several group rides where 30 or 40 mopeds crammed onto that 3-auto ferry. Each bike paid 25¢ for the thrill of floatation. 

United Moped was located in Fountain Valley, near Newport Beach. They were also the US distributor for Foxi mopeds, both Sparta made in Holland, and KTM made in Austria.

In December 1978, United Moped sent out this Sachs dealer price list to it’s dealers, who were already selling Foxi mopeds, both Sparta and KTM types. The list shows the official model names. The Westlake (Hercules P1) was either P-I with spoke wheels or P-II with “snowflake” mag wheels. The Balboa (Hercules M4) was either M-I with spoke wheels or M-II with mags. 

 

 

After 1977 there were three USA speed versions:
30mph  504/1D, 505/1D
25mph  504/1A, 505/1A
20mph  504/1B, 505/1B

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

1979-83 Sachs Suburban, 1980 Sachs Sundancer

In 1980 the Westlake was re-named Sundancer. The engine covers remained black. The tail light changed from ULO to CEV. The exhaust changed from black to all chrome. The CEV round chrome switches changed to CEV black plastic.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

In 1979 the Balboa M-II with mags was re-named Suburban. The tail light changed from ULO to CEV. The engine covers changed from grey to black. The exhaust changed from black to all chrome. The CEV round chrome switches changed to CEV black plastic.

 

 

 

 

1980 Sachs Seville, Prima, Prima G3

 

 

 

 

 

 

 

 

 

 

After 1980 new requirements for moped manufacturers came into effect. Motor vehicle manufacturers worldwide were required to be registered, and to have a manufacturer code which is the first 3 digits of the new 17-digit Vehicle Identification Number. Many other requirements for noise, safety, and labeling came into effect. Decreasing sales and increasing regulations drove most European moped manufacturers out of the US after 1980. They stockpiled 2 or 3 years worth of 1980 models. Shaun’s dad’s shop Royal Cyclery sold 1980 Sachs Sundancers from 1981 to 1984. The same thing happened for the other makes. They all avoided making 1981, 82, 83 models. Moped shops throughout the USA sold 1980 models mostly, during 1981, 82 and 83.

 

1982 Bombardier-Hercules Eagle I, II, III

Somehow Bombardier, in Canada, had Hercules make the bikes anonymously, for just one year, maybe a single batch. The H logo is still on the gas cap and the headlight brackets. The Eagle owners manual is available online http://projectmopedmanual.info/Manual_HTML/sachs.html but it does not say the actual manufacturer or representative. It only says it was printed in Canada. The blank ID plate shown has both English and French language, so it is Canada compliant at least, and maybe also USA compliant. Many of these bikes were sold in the Great Lakes states Minnesota, Wisconsin, Illinois, Michigan. But none or almost none were in California. So Eagles are anonymous and regional. 

 

 

 

 

 

 

 

 

The 1980’s: While the last production year for US-model Hercules mopeds was 1980, sales of 1980 models continued into 1981 and beyond. The Motorcyclist Magazine 1981 Buyers Guide https://www.myronsmopeds.com/category/1981-buyers-guide/  lists several “1981” Sachs models: Sundancer $665, Suburban $740, Prima $793, Seville $892, Prima G3 $993 est.

Bike maker Nürnberger Hercules-Werke stopped supplying bikes to the US after 1982. But engine maker Fichtel & Sachs continued to make engines for Columbia (USA), KKM (USA), Sparta (Netherlands), Jui Li (Taiwan), Her Chee (Taiwan). The bike makers had Fichtel & Sachs engine parts and service manuals. The last US-model with an actual Sachs 505/1D engine is a KKM Mopet, 1988 to 1990, made in Ohio USA. So the Sachs engines lasted 8 years longer than the Hercules-Sachs bikes, in the USA.  

The rise in popularity of well-made low-cost 50 or 80cc Japanese scooters like Honda Spree, Elite and Yamaha Razz, Riva plus the increased regulations for drivers licenses, registration, plus the lower price of gasoline, contributed to the last Sachs-Hercules moped shipped from Germany to the USA, in 1982, and the last Sachs moped engine shipped from Germany to USA in 1990.

The 1990’s: Hercules continued making the same sheet-frame and tube-frame type mopeds, for sale in Europe, until 2006.

 

 

 

 

 

 

 

 

 

 

 

The 2000’s: New clean air regulations came out in 2006 for 50cc bikes, in many places worldwide. That caused many 50cc two-stroke engines to be discontinued. A few years before that, in 2002 Handy Bikes in Columbus Ohio, considered importing a model like the 2002 Hercules Prima 5S, but with a 1-speed automatic Sachs 505/1D engine, side reflectors, brake light, and turn signals. It would have been called “Sachs Suburban” just like 1980. But the cost was too much. It would have sold in 2003 for $1800, comparable to a 2003 Tomos for $1050 or $1200.   

 

  US Models 

Identification: 2-speed has pulley screws, Regular does not

32/1-R  32kph (20mph), Regular transmission
11 x 53T sprockets, Solo 254 engine, thin exhaust
link   switches   head light  tail light  colors
’76 195 & 8177 ULO xxxxx CEV 9350 orange
’77 8040, 8177 CEV bullet  ULO 250 orange
’78 8040, 8177 CEV bullet  ULO 248 blue
’78 343 & 342  ULO xxxxx ULO 248

40/1-R  40kph (25mph), Regular transmission
14 x 53T sprockets, Solo 255 engine
link   switches   head light  tail light  colors
’76 195 & 8177 ULO xxxxx CEV 9350 orange
’77 343 & 342  ULO xxxxx ULO 250 red
’78 343 & 342  ULO xxxxx ULO 248

40/2-R  47kph (29mph), Regular transmission
15 x 50T sprockets, Solo 255 engine
link   switches   head light  tail light  colors
’76 195 & 8177 ULO xxxxx CEV 9350 orange
’77 8040, 8177 CEV bullet  ULO 250 orange
’78 343 & 342  ULO xxxxx ULO 248 black/chrome

32/1-2  32kph (20mph), 2-speed transmission
11 x 53T sprockets, Solo254 engine, thin exhaust
link   switches   head light  tail light  colors
’76 195 & 8177 ULO xxxxx CEV 9350 orange
’77 343 & 342  ULO xxxxx ULO 250 yellow
’78 343 & 342  ULO xxxxx ULO 248 red/chrome

40/1-2  40kph (25mph), 2-speed transmission
14 x 53T sprockets, Solo 255 engine
link   switches   head light  tail light  colors
’76 195 & 8177 ULO xxxxx CEV 9350 orange
’77 8040, 8177 CEV bullet  ULO 250 green
’77 343 & 342  ULO xxxxx ULO 250 orange
’78 343 & 342  ULO xxxxx ULO 248 red/chrome

40/2-2  47kph (29mph), 2-speed transmission
15 x 50T sprockets, Solo 255 engine
link   switches   head light  tail light  colors
’76 195 & 8177 ULO xxxxx CEV 9350 orange
’77 8040, 8177 CEV bullet  ULO 250 orange
’77 343 & 342  ULO xxxxx ULO 250 orange
’78 343 & 342  ULO xxxxx ULO 248 red/chrome

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

1976-85 Derbi moped engines (for sale in the USA) came in three speed versions:
30mph (2.0hp) 12mm xxx no restrictor,  1 – 1mm variator limiting washer (gas mileage 117 mpg)
25mph (1.5hp)  10mm intake restrictor,  1 – 4mm variator limiting washer (gas mileage 130 mpg)
20mph (1.0hp)  10mm intake restrictor,  2 – 4mm variator limiting washers

1985-89 Derbi moped engines (for sale in the USA) came in one speed version:
30mph (2.0hp) 10mm intake restrictor,  1 mm variator limiting washer
43mph actual when de-restricted!

 

 

US-model Peugeot mopeds were made in three different speed and power versions to comply with different state laws. For example, mopeds in California go 30mph, but in Nevada or Arizona they go 25mph. Each state has different moped laws. Peugeot moped speed versions are referred to by the speed version codes U1, U2 and U3. The speed version code appears after the model on the I.D. plate, on the frame behind the headlight. For example, a 103 LVS U2 is a 25mph moped with 1.5 horsepower.

U1 is 20 mph and 1.0 hp, U2 is 25 mph and 1.5 hp, U3 is 30 mph and 2.0 hp

76-80 103 L2S U3 carb  jet  intake  reed
 6-80 103 L2S U3  size  size  pipe   valve xx cylinder  cyl. head x exhaust x clutch/variator  gearing x seat  wheels

---

102 No Variator
79-80 102 SPB U2   10  220  8.5  none xxx xx 102 all same xxx 102 all same  fixed pulley  11 x 50T  long  spoke
79-80 102 SPB U3   12  245   12  none xxx xx 102 all same xxx 102 all same  fixed pulley  11 x 42T  solo  spoke
79-80 102 SPB U3   12  245   12  none xxxxx  102 all same xxx 102 all same  fixed pulley  11 x 42T  long  spoke
103 No Variator
76-77 103 LSS U1  8.5  240  8.5  restricted  restricted  lo-comp  restricted xx  fixed pulley  11 x 48T  solo  spoke
78-83 103 L2S U1  8.5  240  8.5  restricted  restricted  lo-comp  restricted xx  fixed pulley  11 x 48T  solo  spoke
78-80 103 L2S U2   12  245   12  restricted  restricted  lo-comp  long baffle xx fixed pulley  11 x 40T  solo  spoke
78-80 103 L2S U3   12  245   12  restricted  normal xx normalx  long baffle xx fixed pulley  11 x 36T  solo  spoke
103 Variator
76-83 103 LVS U2   12  245   12  restricted  restricted  lo-comp  long baffle xx U2 weightsx 11 x 52T  solo  spoke
78-80 103 SPS U2   12  245   12  restricted  restricted  lo-comp  long baffle xx U2 weightsx 11 x 56T  solo  spoke
79-80 103 SPB U2   12  245   12  restricted  restricted  lo-comp  long baffle xx U2 weightsx 11 x 56T  long  spoke
80-83 103 SPR U2   12  245   12  restricted  restricted  lo-comp  long baffle xx U2 weightsx 11 x 56T  long  mags
76-78 103 LVS U3   12  245   12  normal x.  normal xx normal x short baffle X U3 weightsx 11 x 52T  solo  spoke
78-83 103 LVS U3   12  245   12  normal x.  normal xx normal x long baffle xx U3 weightsx 11 x 52T  solo  spoke
77-78 103 SPS U3   12  245   12  normal x.  normal xx normal x short baffle x U3 weightsx 11 x 52T  solo  spoke
78-80 103 SPS U3   12  245   12  normal x.  normal xx normal x long baffle xx U3 weightsx 11 x 52T  solo  spoke
79-80 103 SPB U3   12  245   12  normal x.  normal xx normal x long baffle xx U3 weightsx 11 x 52T  long  spoke
80-83 103 SPR U3   12  245   12  normal x.  normal xx normal x long baffle xx U3 weightsx 11 x 52T  long  mags
79-80 1oo TSM U3   12  245   12  normal x.  TSM xxxx normal x TSM long xxx U3 weightsx 11 x 56T  long  spoke

 

Cylinder: 102 U2 and U3 are the same, but 103 U1,U2 have a different cylinder than 103 U3, with a slightly smaller exhaust port. A U1,U2 cylinder can be converted to U3 by mild “porting”, by grinding the top pf the port, at the cylinder wall, higher by 1.0 mm, and each side wider by 0.5mm.

Head: The 103 U1,U2 low compression head can be converted to U3 by milling off 1 or maybe 2 mm. Leaving off the head gasket instead, is a quick and beneficial way to increase the compression ratio. But when the head is moved closer to the piston, contact can happen. Care must be taken. A squish clearance of 0.6mm (0.024″) is recommended when cold. A minimum combustion chamber volume of 5.0cc is recommended for a 50cc swept volume, to have a maximum compression ratio of (50+5)/5 equals 11 to 1. 

Reed Valve:  The 103 U1 and U2 small round reed plate holes can be widened to “normal” round holes. Furthermore a Tomos A35 reed valve fits, and gives even more power increase because the reed plate holes are rectangles with more area. Expect a stock healthy 103 LVS U3 to go 4-5 mph faster and accelerate quicker, with just a Tomos reed valve, with no side effects.

Carburetor: To upgrade an 8.5 to a 12mm carburetor you can replace the bare body. It is too difficult to carve out because the non-removable brass spray tube is in the way.

Intake Pipe: To upgrade an 8.5 to a 12mm intake manifold you can carve out the inside, or replace it. On a Peugeot 102 the only difference between a U2 and U3 is the intake manifold.

Exhaust: The 103 U1 muffler is gloss black and has a U-turn in the removable baffle, and a hemispherical end cap. The 103 U2 and U3 muffler is dull black, with a straight tube removable baffle and a vertical channel end cap. The wider end of the vertical channel should face down, or the bike will go slower.

Baffle tube: Early 103 U3 models came with a short baffle tube. These went 35mph and were the fastest moped. Then in 1978 Peugeot had to slow all the bikes down to meet 30mph DOT requirements. They issued a recall to all 103 U3 owners to bring their mopeds into their dealer to have the long baffle put in. All later 103 U3 models were made with long baffles. Simply removing the baffle makes it only a little bit louder, but adds 2-3 mph in speed.

Belt Pulleys: The front pulley is the same on all 102 and 103-no-variator models. The variable front pulley on 103-variator models is the same except for the centrifugal variator weights are different on U2 and U3 models. All 102’s have the same 7 inch rear pulley. All 103’s have the same 8″ rear pulley.

Sprockets: All Peugeot’s have an 11 tooth front sprocket. 102 rear sprockets have smaller center holes than 103 rear sprockets (because the rear hub is smaller). 103 rear sprockets can interchange with Puch or Motobecane, except for the bolt holes. On both 102 and 103 Peugeot uses a special 5-hole pattern that is unique. They did not want people to easily change to a 6-hole Puch 45 tooth rear sprocket. It can be done with drilling.

Gearing: A smaller rear sprocket makes higher gearing, and higher possible speed. But if the gearing is already optimum, then higher gearing alone will not make any more speed, except on downhills and with tail winds. It takes a greater amount of driving force to push through the air at a greater speed, but higher gearing decreases the rear wheel driving force. So the engine has to make much more torque to achieve the higher speed.

Gearing: 102 and 103 no-variator have the same size front pulley, but the rear pulley is bigger on the 103, about 8 inch, while 102 is about 7 inch. So a 102 rear sprocket must be bigger by 8/7 to have the same overall gearing as a 103. That is why 102 rear sprockets are bigger than 103 no-variator ones.

 

 

 

 

 

 

 

 

1976-77 Peugeot 103 (US models)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

103 L2 has no rear suspension and no variator, 103 LS has rear suspension, but no variator, 103 LVS has rear suspension and a variator.

 

Cycles Peugeot Paint Colors

TS rouge tison (cinder red)
BX bleu radieux (radiant blue)
VK vert kentucky (Kentucky green)
VD vert dore (golden green)
BS bleu sidéral (sidereal blue)
IP ivoire persan (Persian ivory)
CM ciel métalisé (sky metallic)
OM orange métalisé (orange metallic)
AM amande métalisé (almond metallic)
BZ blanc irisé (iridescent white)

 

 

 

 

 

 

 

 

 

---

1978-79 Peugeot 103 (US models)

 

 

 

 

 

 

 

 

 

The L models (L2, LS, LVS) are 3 inches lower than the SP (SP, SPB, SPR) models. They have less suspension travel, and less chrome.

 

 

 

 

 

 

 

 

 

 

---

1980-83 Peugeot 103 (US models)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

103 SP has a solo seat and spoke wheels, 103 SPB has a long seat and spoke wheels, 103 SPR has a long seat and mag wheels. 

 

---

1980-82 Peugeot 102, TSM (US models)

 

 

 

 

 

 

 

 

102 SP has a solo seat, 102 SPB has a long seat. That is the only difference. Neither came with a speedometer.

 

 

 

 

 

 

 

 

 

 

---

Non-US Models