2022 Honda Grom ABS MC Commute Review
Honda’s lovable Grom sparked interest in the small-displacement streetbike segment when introduced for the 2014 model year. With its fun-size appeal, reasonable price, and ease of ownership, it became an immediate hit. For ‘22 Honda upgrades its 125cc minimoto ($3,599 as tested) by increasing versatility and ease of customization, all of which we reported on during the 2022 Honda Grom 125 Preview article. Now it’s time to ride.
The Grom is half the size of a modern standard. It doesn’t occupy much garage real estate and it is one of the easiest street-legal motorcycles you can ride. If we had to retake a motorcycle endorsement skills test, it would be aboard a Grom.
The Grom continues to employ an LED headlight and taillight, however the turn signals are still of older halogen-bulb type.
Despite its diminutive size and sub-4-foot wheelbase, the cockpit can accommodate full-size adults. A flatter one-piece seat, with denser foam, makes it easy for tall riders to scoot back in the saddle opening up legroom. There’s also room for a pal, with a weight capacity of 309 pounds. A helmet hook beneath the seat keeps your lid safe when away from the vehicle.
As opposed to a scooter, the Grom offers a traditional and manual motorcycle experience. The cable-actuated clutch offers light lever pull with a wide engagement. Throttle response is mellow and well suited for new riders. Although there is no lever position adjustment, the OE setup works for a wide range of hands.
The Grom benefits from a more undersquare air-cooled single with a five-speed transmission. A replaceable oil filter is also integrated into the engine case.
A new five-speed gearbox adds versatility, both in terms of acceleration and fuel mileage in top gear. The first four cogs are shorter as compared to the previous four-speed design. However, fifth gear is a tad taller, which helps eke extra mpg at highway speed. We registered upwards of 97 mpg. With its larger-capacity fuel tank (0.67 quart) it gives a 150-mile range between fill-ups.
Outright top speed on level asphalt is roughly the same (60 mph). However the ‘22 Grom is capable of achieving extra speed down hills.
The Grom offers a compact but usable cockpit that can accommodate a wide range of rider sizes.
A more undersquare 124cc air-cooled engine affords added torque complementing the transmission design. The engine’s compression ratio is boosted too (0.7). It breathes from a larger airbox with a replaceable air filter (every 12,000 miles). We like that the engine runs on standard 87-octane fuel.
Outright acceleration is nothing to write home about for performance-minded motorcyclists, but the Grom offers slightly more pep and can keep up with, and usually out-accelerate, sleepy automobile drivers at stoplights.
Honda’s Grom adds 0.67 quart of fuel capacity. We measured nearly 98 mpg during the course of our urban riding.
The LCD instrument panel finally includes a gear position indicator as well as an RPM adjustable shift light. The display is easy to read day or night.
Maintenance-wise the engine benefits from an engine oil sight glass and a removable paper oil filter element (replaced every 8,000 miles). After initial 600-mile service, Honda says the engine can go 4,000 miles between oil changes. Curiously, valve clearance inspection is also recommended at this interval.
The LCD dash display now includes a gear position indicator and a programmable shift light.
In motion, it’s more maneuverable than you’d think considering its 234-pound claimed curb weight (owner’s manual). It turns quickly and is easy to put anywhere on the road. The suspension does an adequate job of soaking up bumps. Of course, you’re going to feel big dips and the effects of worn-out pavement more than a full-size streetbike, but what do you expect for a $3,599 motorcycle?
Rolling on 12-inch cast aluminum wheels shod with road-oriented and tall-sidewall Vee Rubber tires, the Grom offers enough cornering grip to put a smile on your face. More sport-oriented riders should remove the lean-angle-limiting footpeg feelers.
We appreciate the added stopping power courtesy of the double-piston front brake caliper.
Front and rear disc brakes keep speed in check and we appreciate the double-piston caliper up front. For a $200 upcharge Grom riders can add IMU-powered ABS that keeps the front wheel from locking during brake application. Considering its size and intended use however, we’d opt for the non-ABS version. Plus it’s around 4 pounds lighter.
Just like Big Red’s modern Rebel cruisers, the Grom has easy-to-remove bodywork which lets owners customize their Grom more easily. An LED head- and taillight return, which help make for a capable night riding steed, but it would be nice if it offered LED turn signals too.
Whether you’re new to motorcycling or a more experienced rider seeking a fun little bike to jet around town on, the sporty-looking Grom remains a safe bet. And with its subtle improvements it will be an even more capable platform to customize and hop up if you’re seeking added performance.