In 1973 Honda introduced the XR75 and with it introduced a new era of dirt bike riding.  the XR 75 represented Honda's first venture into the four-stroke off-road motorcycle category. Powered by an efficient, smokeless 72cc single cylinder motor, the XR 75 introduced a generation of young riders to the sport of motocross. Today, the XR 75 has become a collector's item, with many new owners looking to restore faded examples to their former glory.  With the introduction of the new XR75 came an all-new phenomenon, the mini-class superstar. Hired by Honda to race the new thumper, Jeff Ward quickly put the XR on the map with his flawless style and blazing speed.  In 1974 a new sleeker tank slimmed the XR’s lines and made it look more like the new CR and less like the outgoing SL.

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The 72cc mill on the XR shared most internal dimensions with the old CT and SL motors, but offered far more performance. The new upright cylinder and head featured bigger valves, more compression and a higher rev ceiling than the old laid-down mills. A larger carb and high-flow exhaust helped the new head breath and a close-ratio four-speed trans with straight-cut gears helped put the power to the ground.  For those wanting a genuine off-road ready Honda, the wait was finally over in 1972, when Honda announced not one, but two off-road racers. The first was to be a full-on race bike, with a sturdy steel frame, full knobby tires, heavy-duty suspension and not a turn signal in sight. This bike would come ready to race with competition number plates, serrated steel pegs (no goofy rubber pegs here), plastic “unbreakable” fenders and a high performance motor. The bike would signal an all-new direction for Honda’s off-road program and fittingly, wear an all new designation – XR. 

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Jeff Ward and his Honda XR75 became a staple of motocross magazines in the mid-seventies.

The all-new XR75 would make its debut in the fall of 1972, a full month before its scene-stealing big brother the Elsinore would make it to these shores. The XR was small, but incredibly trick for the time, with beautiful fit and finish and a purposeful look. Gone was the moped-style laid down motor of the CT and SL. In its place was an all-new mill that screamed performance. Tight, compact and no-nonsense, the 72cc mill shared the displacement of the SL motor, but little else. Sporting a 47 x 41.4mm bore and stroke and 8:8.1 compression ratio, the new mill featured larger valves, a higher rev ceiling and a bigger carb (19.5mm Keihin) than the old power plant. Complementing the new top end was a high-flow exhaust, less restrictive airbox and lightweight magneto ignition.  Putting the power to the ground was a rugged manual clutch and close-ratio four-speed transmission with straight-cut gears for durability.