This new folding electric motorcycle can fit in your car’s trunk
The Chinese motorcycle maker FELO has just unveiled its newest model at the Tokyo Motorcycle Show, and it’s basically a modern day take on an old classic from Honda known as the Motocompo. The new FELOTOO M One may just be the electric Motocompo you didn’t know you needed.
We’ve talked about the Honda Motocompo before on Electrek as we’ve watched other companies, as well as Honda itself, considering resurrecting the classic bike.
As a quick refresher, the Motocompo was an innovative compact motorcycle introduced by Honda in 1981. The goal was to create a unique solution for urban transportation. Designed to fit neatly into the trunk of small cars like the Honda City, the Motocompo featured a minimalist, boxy design with foldable handlebars and seat, making it easily portable and storable.
It was originally powered by a small 49cc two-stroke engine. Although production ceased in 1983, the Motocompo’s distinctive design and practicality have earned it a devoted fanbase and a lasting place in the history of innovative urban transportation solutions.
So it comes as no surprise that the design would be rehashed as new technologies allow for improvements. And with small electric powertrains replacing leaky engines, a trunk-sized folding motorcycle is ripe for a comeback.
Now FELO is taking a stab at the classic design with a surprisingly true-to-form interpretation. Called the M One, this modern day folding motorcycle is positively pint-sized. It weighs a mere 37 kg (82 lb). That’s even lighter than the original Motocompo’s 45 kg (99 lb) curb weight.
The M One uses a tiny full-suspension frame and replaces the original 49cc combustion engine with a 1,000W peak-rated electric motor. A 48V and 20Ah battery provides around 1 kWh of capacity, which the company claims is good for 100 km (62 miles) of range. That high range figure implies that the M One likely won’t be very fast, as you’d need to maintain an average speed of around 25 km/h (15 mph) to get that kind of range on an electric vehicle of this size and power level.
That might not sound very fast, but the original Motocompo wasn’t a crotch rocket either. Its speedometer went up to 50 km/h (31 mph), though most sources put the actual top speed at closer to 30 km/h (18 mph). Lighter riders were said to be able to eke out a tiny bit more top end speed.
But speed was never the point of a tiny folding motorcycle like the Motocompo, nor is it for M One. The whole point is to have a small format vehicle that can extend your range without needing to drive your car. Commuters could theoretically drive a small car in from the suburbs and park on the outskirts of a city. Then they could use the M One in their trunk like a dinghy on a sailboat, only they’d be cruising through city instead of rowing to shore.
Another interesting feature of the M One is that it will have V2L (vehicle to load) capabilities. With a 220VAC 50Hz power outlet, it can run household appliances directly from the motorcycle’s battery and inverter.
Some might argue the little two-wheeler’s classification as a motorcycle, instead preferring to lump it in with scooters or mopeds. Generally the scooter vs motorcycle debate boils down to whether or not the vehicle is straddled like a bike or step-through like a Vespa. In reality though, scooters and mopeds are simply subsets of the larger motorcycle world, making the M One one of the smallest electric motorcycles out there.
The M One is said to be priced at around US $2,900, though it looks like it will first debut in China and perhaps Japan. The little bike is said to become available in Q4 of this year, so we’ll have to keep our eye out for this one.
In the meantime, you can check out the slick unveiling video below to see how it folds.
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Tesla average transaction prices (ATPs) in March are estimated at $54,582, higher year-over-year by 3.5% and higher than in February, according to the latest monthly new-vehicle ATP report from Cox Automotive’s Kelley Blue Book.
Average transaction prices for the Tesla Model 3 and Model Y were higher month-over-month and year-over-year in March. Tesla’s sales in Q1 continued their long-term decline after peaking in Q1 2023. Estimates from Kelley Blue Book suggest Tesla’s sales in Q1 2025 were lower year-over-year by more than 8%. Its deliveries were also worse than expected.
New EV prices in March overall are initially estimated by Kelley Blue Book to be $59,205, higher year-over-year by 7.0%. New EV prices increased from the revised higher February ATP of $57,015.
The ATP for an EV last month was nearly 25% higher than the industry average of $47,462, widening the price gap between new EVs and gas-powered cars even more.
But EVs are still seeing heftier incentives than the industry average. In March, the average EV incentive came in at 13.3% of the transaction price – down 1% from February’s revised 14.3% but still well above what gas cars are getting.
So, where are we heading? Higher prices, thanks to Trump’s tariffs. But what that will look like remains to be seen. Erin Keating, executive analyst at Cox Automotive, said, “All signs point to higher prices this summer, as existing ‘pre-tariff’ inventory is sold down to be eventually replaced with ‘tariffed’ inventory. How high prices rise for consumers is still very much to be determined, as each automaker will handle the price puzzle differently.”
Read more: EV incentives surged to 14.8% of ATP in Feb – highest in 5+ years
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BYD just launched the first EVs based on its new Super e-platform with ultra-fast charging. The new Han L sedan and Tang L SUV can gain nearly 250 miles range in 5 minutes, and prices start at just $30,000.
Meet BYD’s new EVs with ultra-fast charging
During a launch event on April 9, BYD introduced the new EV models, claiming its engineers have “achieved the master realm of Chinese technology.”
The Han L and Tang L are the first EVs based on BYD’s 1000V Super e-platform. After unveiling the ultra-fast EV charging platform last month, BYD’s CEO, Wang Chuanfu, said to ease charging anxiety, “The ultimate solution is to make charging as quick as refueling a gasoline car.”
That solution is now here. BYD’s new Han L is available in three trims, starting at just 219,800 yuan ($30,000), lower than the pre-sale price of 270,000 yuan ($36,800).
BYD’s new electric sedan is 5,050 mm long, 1,960 mm wide, and 1,505 mm tall, or about the size of a Tesla Model S (5,021 mm long, 1,987 mm wide, and 1,431 mm tall).
All variants are powered by an 83.2 kWh BYD Blade battery, providing up to 435 miles (701 km) of CLTC driving range. Based on BYD’s 1,000V architecture, the Han L comes with two charge guns with an up to 10C charge rate.
Nearly 250 miles in just 5 minutes?
With ultra-fast charging, the electric sedan can gain 400 km (248 miles) in just five minutes. In six minutes, it can recharge from 10% to 70%, and in just 20 minutes, it can fully recharge (0% to 100%) the battery.
Like all its new EV models, the Han L is equipped with BYD’s God’s Eye smart driving assist system. It features the mid-tier “B” version and DiPilot 300.
BYD’s new electric SUV, the Tang L, is also offered in three trims. It starts at 239,800 yuan ($32,700), also below the pre-sale price of 280,000 yuan ($38,200).
The Tang L is also based on BYD’s 1,000V architecture and ultra-fast charging platform. Powered by a 100.5 kWh battery, it has a CLTC range of up to 435 miles (701 km) and can gain 230 miles (370 km) in 5 minutes. It will take about 30 minutes to go from 0% to 100%.
BYD’s electric SUV is 5,040 mm long, 1996 mm wide, and 1,760 mm tall, or slightly bigger than the new Tesla Model Y Juniper in China (4,797 mm long, 1,920 mm wide, and 1,624 mm tall).
Like the Han L EV, the electric SUV has BYD’s God’s Eye B ADAS system with DiPilot 300. Both the Han L and Tang are available as PHEVs, starting at 209,800 yuan ($28,500) and 229,800 yuan ($31,300).
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The fintech sector is rallying Wednesday following the Trump administration’s announcement of a 90-day pause on planned tariffs.
Affirm was up 20%, Toast and Block rose 13% and PayPal increased 10%.
The 90-day pause doesn’t eliminate the threat of tariffs — it just delays it. Investors are still pricing in risk, including inflation, discretionary pullbacks, hardware import costs and credit exposure.
Legacy payment networks such as Visa and Mastercard, both up 6%, continue to benefit from inflation and their structural ties to nominal GDP. These companies take a percentage of every transaction. That makes rising prices a tailwind.
“If prices are moving up for certain goods and you’re paying with a credit card, it’s actually good for the credit card companies,” said Dan Dolev, a fintech analyst at Mizuho.
Their pricing structure has historically made them resilient during inflationary periods, including recessions. The situation is less rosy for the new wave of consumer lending fintechs.
Affirm, which specializes in allowing consumers to buy now and pay later, could suffer if consumers pull back spending when the pause is lifted as a result of tariffs causing prices to rise. The San Francisco-based company could see its revenue less transaction costs margins — essentially what the company pockets after paying processing fees and customer incentives — drop more than 22% in that scenario, according to a Goldman Sachs estimate on Tuesday.
The adoption of buy now, pay later may rise as consumers hit credit limits, said SIG analyst James Friedman, but he added that the model remains untested in a downturn.
Toast, Block and Fiserv, which was up 6%, develop software used by restaurants and small businesses. Those companies could face rising hardware costs and softening demand from customers if the tariffs go through.
Meanwhile, cross-border payments — one of the most profitable segments for Visa, Mastercard and PayPal — remain under pressure as global travel slows and e-commerce flows adjust to the uncertainties of Trump’s tariffs.
Even remittance players such as Remitly and Western Union, both up 8%, could face longer-term pain if immigration pipelines slow or remittance corridors tighten under regulatory scrutiny. Similar to cross-border commerce, remittances depend on a steady flow of people and transactions, both of which remain fragile.
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