Complete Bikes & Frame Kits
We built our first complete motorcycles around 1995 (not counting dozens of shop-class, backyard frankenstein bikes). These
were hand-made, one-off, creations. Even if we built more than one, they were intended as "magazine bikes" or to test
out a new idea. Nothing was CNC machined, there are no "blueprints", and replacement parts do not exist. Often we can't
even tell you what we did without seeing some pictures of the original bike and any items in question. We really didn't
build any of these with the intention of selling them. When people saw pictures in the magazine they contacted us to buy
Most of these type of bikes were a combination of a four-stroke play-bike motor into an custom aluminum frame using the chassis
components from the race 2-stroke of that era. If the bike had a title at all, we considered it a modification of the
bike the four-stroke motor came from and we used that title. Most of these early bikes used motors from the XR400, XR250,
or the XR100. Performance engine parts came from Al Baker's XR's Only, White Bros, Powroll, Webcam, Megacycle, or were home
grown. The best documentation on these motorcycles is probably found in the original magazine article (most of which can still
be found in our News section). There are maybe only a couple of dozen of these types of bikes still known to exist. We know
of several on permanent display in motorcycle shops, museums, and private collections.
If you call or e-mail us about trying to find one of these bikes ("Don't you have a scratch-n-dent laying around?", or 'Why don't you
keep a list of used ones?", etc), don't be surprised when we give you the standard "watch eBay, Planet Minis, and Craig's List" response.
During this same time period we also modified a number of steel frame CR80's to accept the XR100 motor. Of course it
also required a different exhaust and air box/carb modifications. Regardless of what you read on the Internet, there isn't a
"motor mount kit". It required cutting the cradle and downtube off the OEM Honda steel frame and fabricating completely new
ones (while secured in a fixture to prevent the frame from distorting). Then motor mounts and something to grab the rear motor
mount near the swingarm. Then some kind of exhaust, intake manifold, and airbox. Lots of guys were doing these back then and
it isn't alway easy to tell if it is one of ours or someone else's work. Early ones are square tube cradles and later ones are
round tube. Almost every one was unique. We called these "conversion" bikes.
Our first production frame kit was our vision of the "conversion in-a-box". We didn't like the compromises made trying to shoe-horn
the XR100 motor into the steel frame of the CR80. So we built a whole new frame - and we made it an aluminum perimeter. The first few
of these were 100% hand made (no CNC). Later we were able to CNC the side spars and the head tube. Everything else was
hand bent tubes and band-sawed parts. We soon built a version to use the Yamaha TTR125 motor and the XR200. Later we made a version for
the Honda CRF150F and CRF230F motors. We even stuffed a few YZ250F and CRF250R motors into this basic chassis.
Note that each frame kit was purpose built for whatever motor it was designed to fit. It is more than just different motor mounts. The down tube,
cradle, and welded mounts are unique to each frame. Basically, you can't buy a frame kit with an XR100 motor in it and change to a TTR125 motor.
It would require completely cutting apart the frame and fabricating a new cradle, downtube, mounts, etc. We're the guys that designed and built
these things and we won't do it. It is too difficult and expensive even for us. Find the correct frame for the motor you want to use. Oh, and
don't let the welder down the road tell you it is easy and he can do it. Simply ask him what ASTM heat treat spec he intends to use after he ruins
your frame by welding on it. When he gives you a blank stare - run.
For early versions, the customer was expected to take the title from their motor donor bike, the CR80 donor bike title, and the receipt for the
frame kit to their local DMV to have them generate a "custom bike" title - much like the Harley guys did. In late 2002, we were able to secure a
manufacturer's ID to begin sending an MSO (Manufacturers Statement of Origin) with the frame kits. A title could be generated directly
from this document at any state DMV. See our VIN FAQ for more info.
Conventional Backbone frame
When Honda updated the Z50 to become the XR50 (CRF50) in 2000, we jumped on it. We were already riding and modding the Z50's for our
kids, but now the 50 looked a lot more like Dad's bike! We were riding an aluminum framed version (mimicking the OEM steel frame
and swingarm) within about 2 weeks of the bike hitting the dealer showroom floor. These early frames were backbone style and used
all the OEM components. Most were anodized gold (in a nod to our heroes at DG). A small number were anodized red, silver, and black.
Even when we were working on the horizontal shock frame, we were testing a vertical shock design. The toughest part was getting a
reasonably priced shock that could handle an adult. If the shock had come through in time the horizontal shock version may never have
existed. The first versions of the vertical shock frame used a Paoli shock from the US Polini importer. A huge amount of testing went
into the shock position and the resulting leverage ratio of shock. The basic shock angle and position of all of our linkage-less rear
suspension came from this testing.
The Paoli shock was a decent shock but we quickly used up the lower priced inventory of spare shocks that Polini had. We then turned
to our friends at Elka to make us a purpose-built shock for adult play-bikes. They probably regretted ever getting involved with BBR!
We love testing and we must have sent the test shock back and forth to Canada a couple of dozen times. In the end, we created the
suspension that every other play-bike has been tested against. Many of our competitors simply copied this design and had no idea how
much work we put into it.
Anyway, this vertical shock, backbone XR50 (CRF50) frame, came to be known as the "Super Pro". There are several versions of these out in the wild.
Eventually, all the major components were CNC machined. We settled on a shot blasted silver anodized finish. The majority of the
Super Pro frame kits were 1" longer than stock (from the head-tube to the swingarm pivot). Some of the later versions were indeed 2" longer.
Final versions also shipped with a non-adjustable Super Comp billet swingarm (5" longer than stock).
When we were working on the first vertical shock frame kits, for the XR50 (CRF50), Duane was pretty much disgusted with it. We knew that perimeter
frames (on anything) work better - and he didn't really want to do a back-bone frame. So, he was secretly working
on the perimeter version at home. When we shipped the first production Super Pro frame kits, he was already riding the prototype perimeter
version. Due to it's complexity, it took us almost 2 years to go from prototype to production on the perimeter frame. The main thing we
learned during testing was that the OEM Honda engine cases couldn't support that weight of the motor and the rider through the OEM style
footpeg mount. For the first time, the rider could go big bike speeds and jump stuff that no other play bike had ever been able to before.
That extra stress meant that the motor was getting ripped out of the frame. We added the lower motor-mount platform and moved the footpegs
onto the frame spars.