Honda Motocompacto First Ride: Rad Rebooted

Today, as in the 1980s, city traffic sucks. No one likes commuting in gridlock, but it’s often unavoidable even in places with robust public-transportation networks. After all, to get on a bus or a subway, you first have to get to the station. And because many do so via car . . . you get the gist. Various agencies and companies have tried addressing this “first mile/last mile” problem over the years with mixed results. Now, though, Honda is giving it a try—rather, giving it another try.

More than 40 years ago, Honda tried addressing Tokyo’s traffic jams with the folding Motocompo scooter. The idea was you’d park in a lot several miles from where you worked, unfold the compact two-wheeler, and ride the rest of the way. Sounds brilliant, especially in Japan’s crowded urban areas. Honda even designed it to fit in a special trunk compartment in its contemporary City hatchback. But it sold the little Motocompo only in Japan and then pulled the plug in 1983 after a two-year run.

However, like many JDM Radwood-era rides, the Motocompo is more popular now than it was in its own time. And with urban mobility still an issue, Honda’s design team decided it was time to revisit the concept.

Enter the Honda Motocompacto. Like the OG, it’s a scooter with a seat. Also like the Motocompo, once folded, it can fit into the back of a conventional hatchback. But while project leader (and designer) Nick Ziraldo and his team looked to the original for inspiration, four decades’ worth of technological advancement means the Motocompacto is no mere design retread.

First, the Motocompacto is, well, more compact-o than its ’80s inspiration. Its wheelbase is 3.5 inches shorter, it’s almost four inches narrower, and it’s a whopping 8.5 inches shorter overall. And that’s in folded-out, ready-to-ride mode. The new scooter also folds down far more neatly—and in a smaller volume—than the Motocompo. At 29.2 inches long, 21.1 inches tall, and 3.7 inches wide when folded up, the Motocompacto takes up roughly 18 percent less space than one of the carry-on-suitcase-sized boxes we use to measure cargo capacity. And at a claimed 41.3 pounds, it weighs less than half as much as its 92-pound ICE ancestor. That, combined with the carrying handle, makes it fairly easy to move around with one hand.

The weight and size savings are linked to the other drastic change. Instead of the Motocompo’s smoky, 49-cc two-stroke carbureted single-cylinder engine, the Motocompacto has a DC electric motor. And it drives the front wheel, not the rear one. Thus, instead of a fuel tank, the new scooter’s body contains an integrated lithium-ion battery pack. And because there’s no need to accommodate an internal-combustion drivetrain, the Motocompacto actually has onboard storage, unlike the Motocompo. It’s not much, at 18.1 by 3.1 by 9.5 inches, but Honda says it’s big enough to hold a small laptop.

Admittedly, with its 0.7-hp output, the Motocompacto isn’t as powerful as the 2.5-hp Motocompo. It also has a lower top speed—15 mph instead of 25 mph. But Honda spokespeople say that this was deliberate, ensuring that the Motocompacto isn’t legally a motor vehicle like a motorcycle or even a Vespa-sized scooter. That’s likely why, in contrast to the Motocompo, the Motocompacto doesn’t have a horn or turn signals, though it does have an LED headlight and taillight as well as a bell. Because of its modest speed and size, Honda says Motocompacto riders can freely scoot in bicycle lanes (where local ordinances allow).

Sadly, there aren’t any bike lanes at Detroit’s M1 Concourse. But Honda did set up a neat little circular course for us to get a taste of what Motocompacto riders will experience. And if those riders are anything like us—or, allegedly, several Formula 1 drivers—they’ll be dismounting with smiles on their faces.

Once you unfold and secure the foot pegs, handlebar, seat, and rear wheel, starting up the Honda Motocompacto is as easy as pressing the power button. Don’t worry; it won’t accidentally run away from you mid-unfold, thanks to safety sensors in the handlebar and rear-wheel assemblies. All the unfolding parts also have redundancies to ensure they won’t refold unexpectedly. The power button also changes the riding modes, which are shown on the LED display along with battery percentage, speed, and headlight status. Mode 1 limits you to 10 mph, while Mode 2 gives you the full 15 mph. With your preferred max pace set, just grab the synthetic leather handgrips and press the throttle with your thumb, and away you go.

Ziraldo and Jane Nakagawa, American Honda’s R&D business vice president, said the Motocompacto team was obsessed with making the folding scooter fun to ride. Mission accomplished, team. Thanks to its skinny tires, tidy dimensions, and low weight, the Motocompacto is a cinch to lean into turns. While there’s not much road feedback coming through the handlebar, the steering itself is incredibly light.

Honda claims a 0-to-15-mph time of 7.0 seconds for the Motocompacto. That doesn’t sound like much, until you’re atop a rolling briefcase. But the Motocompacto never feels unsteady or fragile at its top speed (fair warning, though, it does have a 265-pound weight limit). Combine all of this with the well-calibrated thumb throttle, and we were tearing up corners at top speed within seconds, grinning all the while. If you had a Razor scooter as a kid, riding the Motocompacto will be second-nature child’s play.

Like a Razor scooter, the Motocompacto doesn’t have any suspension. However, Ziraldo says the tire compounds as well as the rubber dampers in the seat assembly were tuned to reduce vibrations and impacts. We’ll have to take the scooter on rougher surfaces to see how that works, but the sensations coming through the synthetic-leather seat at the M1 Concourse weren’t uncomfortable.

Fortunately, unlike that Razor, the Motocompacto has an actual brake. Note the singular. But because the scooter’s so light, and because your weight is mostly on the rear, the cable-operated drum brake in the back is more than enough to bring you to a swift halt. And it’s easy to modulate with the lever mounted on the left.

Don’t expect any stopping assistance courtesy of regenerative braking, though. Honda didn’t give the Motocompacto any, over concerns that the battery might overcharge and become damaged on long downhill sections.

Range is modest for an e-bike but pretty good for a suitcase with handlebars. Honda claims the Motocompacto can do 12 miles on a charge, with a full recharge taking 3.5 hours using the provided charger and a 120-volt household outlet. In addition to the onboard LED display, you’ll be able to monitor charging status via a forthcoming dedicated app (which will also include features like GPS tracking and changing settings via Bluetooth).

While 12 miles might seem underwhelming compared with something like the BMW CE 02’s roughly 56-mile range, remember that this is a first mile/last mile solution. It’s meant to supplement your car, not replace it. It’s a way to get to a train station or for college students to get around campus. And on that last front, a Motocompacto is easier to secure in a stairwell or your dorm room than a Ruckus.

It’s also noticeably cheaper than a Ruckus. At $995 to start, the Motocompacto is also less expensive than the CE 02 and many e-bikes, particularly the folding ones. Everything feels solid and tightly screwed together. Unlike a Razor, this isn’t a toy. You’ll want to save up a bit more for a proper cycling helmet, though. Oh, and the optional decals, stickers, and skins that Honda also plans to offer. Yes, that means you can rep the football team while racing to Orgo 101. Honda hinted that other accessories are also in discussion.

It’s too early to tell whether the Honda Motocompacto will have a bigger impact than its predecessor. But considering how popular Honda’s mini motorcycles, especially the Grom, have become, we can’t imagine the electric scooter will disappear after two years. Several C/D staffers have already said they want one. And starting this month, you’ll be able to buy it either at your local Honda/Acura dealer or online. At which point, city gridlock might become your playground.

Research Editor

After discovering car magazines and Fast and Furious movies in high school, Matthew Skwarczek wanted to create cleaner fuels to keep automobiles around. But after a brief engineering career, the Chicagoland native realized he preferred researching and writing about the cars themselves. That’s how he found himself first at MotorBiscuit and then at C/D. Today, when he’s not reading, he’s daydreaming on Bring a Trailer, backpacking, or riding his motorcycle or bicycle.