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This LMS has been filled by the Chopper Institute for review. The material on this site is based on Chopper Fundamentals 101. This site will allow many organizations to add material to the site for the students to review and keep on their certification.

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CHOPPER FUNDAMENTALS 101 2
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Available Courses

  • Link to Site
    This course allows guest users to enter  
    This shows how a link can be added to a site. Depending on the application the user can have a link to a manufactures site or a dealer site. This allows for many applications such as a manufacture having their own site for a certification test. This insures no duplication of effort.
  • IMBBA Member Login Area
    This course allows guest users to enter  
    This is the link to log into the IMBBA site. You must be a member to enter this area. If you are not a member then please select on the membership link and become a member.
  • Certified Builders Points Form
    This course allows guest users to enter  
    This is the IMBBA Certified Builders Points Form. Open the document which is in a PDF format. Print and fill out. Then mail to the address on the form.
  • Newsletter Volume 13
    This course allows guest users to enter  
    This is the news letter from IMBBA. This is the 13th volume. END of Year 2011  http://www.masterbikebuilders.com/images/END_OF_YEAR_FINAL_2011.pdf 
  • Course Fullname 101-Entire Course
    This course requires an enrolment key
    This web base training is organized into sections that describe the major systems of a bike, first in non-technical terminology, followed by greater detail and a list of relevant terms. Illustrations in each section reinforce the written explanations. Designed with a kit builder in mind, his book is not intended to make everyone who reads it a mechanic or motorcycle expert. Nor is it written for only mechanics and motorcycle experts. Anyone with desire to build or learn about a chopper or motorcycle should benefit from it.

    Copyright 2007, Chopper Institute of America
    Rev. 1.03
    www.chopperinstitute.com

    To purchase the book Chopper Fundamentals 101, Chopper Assembly Flow Chart or merchandise please visit our web site or Amazon.
  • IMBBA CHOPPER FUNDAMENTALS 101 TEST
    Upon a passing grade of 75% this quiz carries a value of 25 points towards certification by the IMBBA for “Bike Builder I”. Upon completion, and mailing to IMBBA, your quiz will be scored and you will receive from the IMBBA upon a passing grade, A “Certificate of Completion”
  • Shop Safety 102

    Shop Safety 102

    Shop Environments are laced with obstructions and areas that can cause injury. First and foremost, common sense is needed here, as there is no training that can prevent the plectra of possible hazards one can become prepared for. So, it is easier to invoke the standard awareness to the more hazardous possibilities then to explore all the different possibilities that can manifest leading to injury to self or others.

    By looking at the human senses as a means to alert and educate the common sense in men and women, being, Sight, & Sound, this safety brief is intended to stimulate common sense applications rather than define individual possibilities one can encounter within a shop environment.

    Shop Senses are the human senses we must heighten when entering a shop.

     

    Any type of ear protection is designed to reduce the sound pressure level (spl) that enters the wearer's ear canal. Sound pressure level is measured in decibels (dB). According to the American Heritage Dictionary, the definition of decibel is as follows: "A unit used to express relative difference in power or intensity, usually between two acoustic or electric signals, equal to ten times the common logarithm of the ratio of the two levels."

    The bottom line is that the decibel scale is not linear. The amplitude of the sound pressure wave actually doubles with every 3 dB increase. For example, a 93 dB spl is twice as loud as a 90 dB spl. Or an ear protector that reduces the spl by 27 dB is actually twice as effective as one that reduces the spl by 24 dB. So what sounds like a relatively small numerical change actually represents a substantial change in spl. Keep this in mind when comparing the advertised noise reduction rating (NRR) of various ear protectors.

    Hearing:  When entering a shop environment, listen to the sounds and activities. Plan to become familiar with them (the sooner the better). Your mind will become use to these sounds as time passes.  Don’t become complacent.  When one takes for granted or becomes custom to the sounds, thereby, ignores possible changes to the sounds characteristics. For example, motorcycles running, all are never the same or alike. Different exhausts, muffler combinations, engine performances all change the sound a motorcycle can produce. Hearing must be protected. Wearing the approved hearing protection when motorcycles are running especially in closed environments is a requirement by most local laws. The DB level of the sound can harm your hearing over a period of time and in some cases immediately. Be sure to note hearing protection placards and warning signs. And if none are present suggest to your employer to have them posted for the safety and well being of others.

    Hearing protection comes in a variety of applications.

    1.   Head set

    2.   Ear plugs

    These two common applications will protect hearing up to ranges of 150 DB.

    On the same hand, keep in mind, that wearing hearing protection can impede other sounds that could signal danger to you and others. Here is where your eyesight becomes a partner to safety. When wearing approved hearing devices, common sense tells us that the sounds being produced are from objects in motion and we rely on our eyesight more now that we are muffling our hearing.  So, it goes without saying, we need eye protection. Be sure the eye protection you select is certified to protect the eye from objects that can be moving at high rate and speeds. So, sun glasses is not a proper substitute for eye protection mainly because, when wearing hearing protection we need to heighten our visual picture of our surroundings especially indoor. Wear the proper hearing and eye protection when working in and around machinery, motorcycles, and other equipment in motion.

    As we said earlier, when we cover our ears, we lose perceptions, so that we need to also now rely on our eyes to protect and interpret what losses in sound are occurring. So, is it then that we need to ensure that our hands and feet are properly protected? Gloves when operating machinery in a shop and or around equipment in operation is a must. Steel toe shoes are highly recommended and in some state and local laws dictate that practice as law.  Steel toe shoes should be worn as a safety precaution.

    Finally, once you have steel toe shoes, gloves and eye and ear protection one must realize more of the environment has been subdued and the body wants to be free of the restrictions. Adding another element to the need to protect the head by wearing a safety helmet. Get the picture here?

    Yes, safety and protecting you in a shop environment can really cramp your fashion senses and desire to look cool, but, in reality, every one of these safety precautions/laws for shop environments are necessary precautions to avoid injury to you and others around you.  Common sense is the best assurance to using your senses to determine what, when, where and why one should select which protection is absolutely necessary for the environment for which you operate and function within.

    CLOTHING

    Long sleeve shirts are the best for a shop environment. Especially where grinders, cutters. and welders are in operation. Even if you’re not welding, the exposure to welding light can give you a sun tan on exposed skin.  Shorts are not recommended at any time in a shop environment.

     

     

     

  • Shop Safety Introduction
    This course allows guest users to enter  

    ·         Shop Safety

    Motorcycle shops vary in area, levels, departments, inventory rooms, retail space, repair center, loading and unloading, shipping and receiving. They even may have specialty rooms, like engine clean rooms, welding and machining centers, paint booths, wash down platforms etc. All of which, have hidden, as well as, obvious dangers within.

    The purpose of this introduction course is to make you aware that entering a motorcycle business working or navigating about, that there are certain standards and practices one should become familiar with. While we all think we know common sense, it's the not so laughable events, that we feel stupid when injury occurs to ourselves or others. The content below for most will be common sense but requires mentioning and or reviewing even for a veteran.

    Retail Center

    Most motorcycle shops have a retail center where they display their merchandise and even motorcycles, Included are accessories, and some displays may be elaborate or appear simple. One must look before touch. Be sure that when navigating around the motorcycles on display, that the awareness of the handlebars, mirrors, levers, kickstand and turn signals protrude from the chassis and front end. Often injury occurs by not being aware of the accessories. Many are trip hazards and can catch loose clothing.

    Stacking inventory above shoulders is always common, and lifting heavy objects to those levels often can cause injury if you don't lift properly. In addition, removing objects above the eye level, one should always inspect what’s above the inventory to be removed before removing.  Lift with your legs not with your back! Use a good ladder, with a spotter, before replacing inventory to a shelf or removing it.

    When moving inventory and or motorcycles on display. Do a walk around the motorcycle, make a plan to navigate to the moving destination, and always ask for help or a spotter. Paint jobs and plastic lens that get broke are easy to replace, fingers that get broken or smashed will always haunt you. Especially in old age. A moment of common sense and planning can avoid simple mishaps to you and or inventory.  You are charged with the responsibility of your safety, as well as, others around you.

    When opening shipping boxes containing motorcycle parts /inventory, be aware of the staples that are commonly used to seal the boxes. Also, when using a box cutter, or razor knife, be sure to only penetrate the tape and not the box. As the shipper may of put expensive product right to the top lid that you are cutting into.  Be aware of the sharp instruments you use to open containers. Always point the knife or blade and operate it in the direction away from your body, and be sure to keep your other hand and body parts in safe posture in the event of slippage. When finished with a box cutter or retractable knife or blade, be sure to return it to a safe position, where others when handling cannot be injured.

    If opening crated products and or motorcycles as in the case of manufacturers product delivered to dealerships. Before you undertake opening the container locate the proper tools for the job. If metal strapping is used on the container. Be sure to wear safety glasses and gloves. When relieving the pressure of a metal strap surrounding a container, the strap has sometimes up to twenty pounds of force waiting to be release. These straps can cut fingers. Arms and limbs, sometimes, requiring stitches and a trip to the hospital. When handling the discarded crating materials look for nails, staples and strapping before picking up the debris from uncrating. In addition, when uncrating a motorcycle, look carefully inside as you uncrate. Often manufacturers will include accessories and components that are suspended within, and removing mounting straps and or screws can cause the objects to fall within the crate doing damage to the motorcycle within. 

    When the motorcycle is uncrated, clean up is always a part of finishing the job at hand. Stacking crating material, and or tossing into a pile. wear gloves, be sure when picking up crate material often, nails protrude within and picking the crate material up in such a way to toss it rather than place it has been known to cause serious injury to the person stacking when a nail or sharp edge of the crating materialcathes the skin.

    It is hoped that just mentioning these obvious situations, that a mental note was taken and when performing these tasks within the retail center, that you have install recall when performing some of these duties.

    “Fashion Police” won’t write tickets for violations when injury occurs to you or damage to inventory in your care. So, chain belts, bracelets, elaborate watch bands, and rings and especially wallet chains that hang or have sharp edges is a accident waiting to happen. Often, these get caught on accessories and or motorcycle components in the act of service and or cleaning. While it is not the intent of this safety brief to dictate proper clothing and fashion styles and or practices, one must simply be aware and govern themselves appropriately.

     

     

  • Front Forks Suspension and Theroy
    This course allows guest users to enter  
    Read this link and theroy http://www.tonyfoale.com/Articles/Steer/STEER.htm
  • Front Suspension Intro

    Motorcycle front suspension systems:

    Traditional problems and alternative solutions

    A telescopic history of suspension

    Telelever and SaxTrak Britten's girder forked parallelogram

    Pierluigi Marconi and the Bimota Tesi

    James Parker and RADD/RATZ Bakker's QCS

    Conclusion

    Bibliography

    Reference

    reprinted here by permission of the author, Gen M. Kanai Photos sourced by Chris

    Imagine riding a motorcycle. You are motoring along and see a turn up ahead. You squeeze the front brakes to slow down and immediately the forks compress and you are thrown slightly forward. As you reach the turn, you let go of the brake and the bike wobbles slightly, a pogo-effect universal under these conditions. As you accelerate through the turn you see a dog in the road up ahead. You immediately grab the brakes in order to do an emergency stop. The weight of you and the motorcycle is thrown forward onto the front wheel as the forks are compressed. Steering becomes heavy and the wheel starts shuddering. You finally come to a stop and the dog looks quizzically at you. The key to building an excellent motorcycle is to hold the parts of the bike together in a desired relationship.

    Certain parts must move in certain ways and others must be rigid. In the front end of a motorcycle, the steering head must turn in a horizontal plane moving the wheel at the same time. Crucial information in the form of energy must be transmitted from the road to the rider. A rigid system will conduct more of that vital information to the rider than a flexible one. A stiffer system will make a more confident rider and a more competent bike. The forces that interact between motorcycles, riders and the road are significant. With horsepower transferred between the road and the motorcycle through small patches of rubber, acceleration, braking, cornering and suspending a bike over uneven terrain can flex even the stiffest modern designs. The alternative front suspension designs discussed here have made significant efforts to go beyond the status quo, to revolutionize motorcycling instead of evolving upon the present technology. All make an effort to separate suspension and braking, and all claim to increase rigidity and stability. In reality, all of these ideas are important steps towards breaking the dominance of telescopic fork usage on modern motorcycles. The main functions of a motorcycle's front suspension are: to guide the front wheel, to steer, to spring, to dampen, and to provide support under braking (Brooke, 1993:71.) By design, telescopic forks have a tendency to dive, twist or bend under braking forces. When suspension demands are placed on forks in addition to braking, the limits of traditional forks are obvious. Telescopic forks cannot separate steering and braking forces. Forces must travel up long, thin tubes to headset bearings and then back down to the frame, certainly not an ideal system. The whole fork and wheel assembly must be steered in and out of turns. Often road irregularities coupled with flexible, heavy forks create dangerous oscillations in the forks and frame. Forks not only weigh a significant portion of the bike, they also place much of that weight as far from the center of gravity of the bike as possible. The force of the loads requires that fork legs must be strengthened, bearing areas widened and frame structures enlarged in an ever-downward spiral towards heavier and bulkier systems. The alternative front suspension systems discussed herein address these problems in innovative fashions. Discussed are Hugh Nicol's Telelever, Nigel Hill's SaxTrak, John Britten's girder, Bimota's Tesi, Nico Bakker's QCS, and two systems by James Parker, the RADD and RATZ. A telescopic history of suspension The first motorcycles were bicycles with small engines thrust into the frame. Suspension systems were developed to keep wheels on the ground in the face of uneven pavement and higher speeds. The traditional telescopic fork came from a 1935 BMW design that included hydraulics. After BMW, Norton developed a similar system in 1939, Matchless in 1940 and Ariel in 1941 (Ford, 1989:65). The main benefit of telescoping fork systems of the early era was hydraulic damping, far superior to the friction damping systems used to that point in leading and trailing link systems. While friction dampers provided high initial friction and less with greater wheel travel, hydraulic damping provided the opposite, a boon to keeping the wheel on the road. Modern iterations of BMW's 1935 design are built with modern materials and CAD/CAM systems but remain essentially the same. Refinements in bearing technology, metal anodizing, metal strength, spring technology and composite materials all help to create modern telescopic forks which can handle extreme loads. Yet there are many inherent problems with telescopic fork suspension systems for motorcycles. Because of a common heritage, traditional motorcycle front ends have much in common with bicycle systems, including a steering headset and forks. Key drawbacks to motorcycle front suspension systems as we know it today are structural. A design developed from bicycle technology, even modernized with new materials and improvements, is hardly adequate for the power available in today's modern machines. Tracing the path of loads from the front tire, inherent flaws in traditional forked suspension systems are revealed. Forces acting on the tire and wheel must be transmitted up along fork tubes, (essentially 30 inch levers) through the steering head bearings, and back down into the frame. This long path for the forces induces extreme loads on the fork tubes and steering head bearings. Forks under extreme loads often twist, bend back, forth or to the side. This flexibility is very undesirable, especially at extreme occasions when one needs rigidity most. Even with the advent of modern materials, bracing and CAD, motorcycle suspension is still a copy of a pair of lowly bicycle forks. One gradual trend motorcycle design has been moving towards wider wheels and tires. Early motorcycles had tires not much wider than bicycles while modern motorcycle tires are often 190mm wide or larger than tires on small cars. Traditional fork systems show other drawback here as forks are inherently wider than the wheel and tire combination. As tires get wider to give the rider a larger contact/traction patch, fork tubes must be strengthened to deal with the forces of braking and steering a motorcycle. As fork tubes diameters are increased for strength, the steering head bearings must be placed farther apart to deal with the increased leverage power of the fork, tire and wheel combination. Thus the steering head grows taller, raising the center of gravity and placing more weight higher. This becomes a vicious cycle as traditional telescopic forks must be designed heavier, taller and wider than previous systems, all attributes unwanted by any motorcyclist. All of the systems discussed here have lessened or changed load bearing surfaces to rotational bearings from linear systems to reduce stiction. Most of the designs are lighter overall and carry the weight at a lower center of gravity, enhancing stability and ease of turning. In recent decades, motorcycle manufacturers have moved towards gas-charged mono-shock systems to suspend the rear ends of many motorcycles. In fact, mono-shock rear ends are de rigeur on everything but old-style or inexpensive bikes. One of the main reasons for moving towards a single shock rear versus the twin shock design of old was developments in shock technology. The main drawback to running twin rear shocks was that it was very difficult to get both shocks to do the same thing at the same time. It was also more compact, lighter and cost-efficient to use one shock in place of two. Developments in nitrogen-charged coil shocks made monoshock rear ends a reality for most motorcycles today. Why did manufacturers not hold the same ideals for the front end? Forks are springs with oil, dated technology in comparison to the gas-charged monoshocks they developed for the rear end. Even with progressively wound springs, adjustable preload and damping, two forks are very difficult to setup identically. All of the alternative systems discussed in this paper have moved to front suspension with gas-charged monoshocks resulting in lighter and more adjustable suspension, taking advantage of the extensive research and design which has gone into the modern gas shock. Another development that all of these alternative suspension systems use is that they have discarded the traditional frame. Even today, many motorcycles are built using trellis or cradle frames, a nod back to the early history when motorcycles were bicycles with motors. These designs all use the engine as an integral stressed part of the frame. Not only has this new development in design increased rigidity, it has moved weight from the extremities of the bike in towards the center of gravity. Probably the most revolutionary aspect to all of these alternative suspension designs is that they all make attempts to separate braking and suspension, traditionally intertwined in telescopic forks. For the racer, this means more effective braking as the suspension always has 100% of its travel devoted solely to suspension while braking is absorbed into the frame. Telelever and SaxTrak The systems on the BMW R1100 series motorcycles and the Saxon-Triumph 900 BEARS racer are very similar. Both the BMW Telelever and SaxTrak front suspension system, designed by Nigel Hill, look deceivingly similar to traditional systems at first glance. The "forks" on the SaxTrak are merely thin-walled cast alloy sliders which ran first on linear bearings and now on hydraulic fluid. The "forks" have no internal suspension systems and are used only to place the wheel in front of the engine, and to operate the external shock. The shock absorber is a modern gas-charged monoshock whose top mount is attached just behind the steering head. The bottom mount for the shock is attached to an A-arm steel wishbone which is mounted to the frame on eccentrics. The top/front of the A-arm is attached to the "forks" via a large ball and socket . The top of the "forks" and steering head is clamped by a billet aluminum triangular triple clamp three inches thick, easily twice as large as is found on production street motorcycles.

    Nigel Hill's Saxon-Triumph is not only a technological step beyond traditional forked racing motorcycles, it allows for a faster motorcycle. The separation of steering and suspension means that a racer can brake and know that suspension travel is not being used up at the same time. Practically, one can brake later and harder than with a conventional setup, with better roadholding, lowering lap times and winning races.

    Alan Cathcart has proven the benefits of the SaxTrak with wins in the BEARS series (British, European and American Race Series) one week after the debut of the bike (Cathcart, 1994). BMW's Telelever front suspension is very similar to the SaxTrak system and was designed by Englishman Hugh Nicol in 1981. The Telelever forks are very long in comparison to the SaxTrak and BMW does not use any anti-stiction systems in the sliders besides oil to lubricate the sliding surfaces. This combination makes for comparatively y weaker rigidity and promotes stiction although not nearly as much as is found in traditional telescopic forks. The differences in the systems are acknowledged in focus: one bike is a purpose-built racer and the other is a production motorcycle for mass consumption. Telelever and SaxTrak both work to separate suspension and steering with a combination of fork tubes and swingarms. Both systems use the engine as a stressed member, an a modern gas-charged monoshock mounted on an A-arm . The Saxon-Triumph mounts the A-arm on the frame with an eccentric to make steering geometry changes easily and uses either linear bearings or hydraulic pressure to lessen stiction in the tubular sliders. These system's benefits of traditional telescopic forks are much greater rigidity due to the suspension's A-arm design and wide mounting area. Braking and suspension force paths are shortened to the frame through the A-arm and both bikes can separate suspension and braking forces. The Saxon-Triumph has ease of geometry changes and both bikes look like tradition bikes but aren't. While the Saxon is a limited production racer and has proven itself beyond merely the alternative front end, the BMW has also been well accepted by the purchasing public. These bikes have made significant strides by their mere existence and design. Seemingly traditionally forked, these bikes are the interim step towards more radical alternative designs for front suspensions on motorcycles. An informal survey of BMW owners who are using Telelever have some strong comments about Telelever. I have been riding and racing for 53 years and have never found a front end as remarkable as the Telelever. No dive and exceptional control under any conditions. To me it is superior to the RADD or any other type because of it's simplicity. John Goodpaster (bsajohn@pla-net.net) I think that by experimenting with Telelever and a combination of rake and trail, you could have the perfect suspension. I have 35,000 miles on the clock and I've had no degradation in performance whatsoever. Compare that to any conventionally sprung bike--new fork springs/shock notwithstanding. No fork oil. No compressed air. No leaky seals. Guess you can tell I'm pleased. Sam Taylor D'81 (taylor@hooked.net)

    The suspension is smooth under almost all conditions. I am surprised that it moves and handles so easily (short wheelbase effect) and yet is so stable (long wheelbase effect). I think the suspension gives it more stability and also better handling. Quite a feat. Stephen (dali@ipof.fla.net) Fabulous. More responsive than forks. Responds to minor ripples during braking/ cornering. Stable during impact/ cornering situations. True anti-dive properties. Aaron Burns (aaronb@acm.org) Another desirable effect of this front suspension is noticeable when carrying a passenger. With the Telelever, the passenger is not thrown forward much when the brakes are applied hard. This makes braking much easier for the rider, because he does not have to brace against the weight of the passenger against his back. Manuel Helzel (mhelzel@mail.transdata.ca)

    The Telelever is arguably the finest feature of the bike, works completely as advertised, and is the most elegant and robust solution to motorcycle front suspension problems since the telescopic fork was first applied to [production] motorcycles. Its only shortcoming as far as I'm concerned is the quality of the shock itself, which is easily (if not cheaply) rectified. I can't picture myself riding a non-Telelever machine in the future. John Dancoe (jdan@msp.com) God, I love it. All bikes should have front ends this good. I can only compare it to standard forks, but Telelever is far, far, better. I won't go back to standard forks.

    Neil Kirby (nak@gwe486.cb.att.com) Britten's girder forked parallelogram John Britten recently died of cancer in late 1995. Although his death is considered by some to be the greatest loss to modern motorcycling, his legacy lives on in his V-1100 supertwin race bike. For most of the motorcycles featured in this paper, their alternative front suspension systems are their raison d'etre. Not so for the Britten. While the Britten has an alternative front suspension system, it has a whole host of other technological marvels as well. The first iteration of John Britten's race bike used a traditional White Power upside-down telescopic fork. In a move for more rigidity, suspension geometry flexibility, and the ability to separate suspension and braking forces, Britten created a new front end. Britten's handmade alternative front suspension is a modern redevelopment of Norman Hossack's girder/wishbone parallelogram suspension or systems designed by Claude Fior. The Hossack design was an update of the Vincent Girdraulic fork which itself was an update of systems used at the dawn of motorcycling (Alan Cathcart, Superbike Magazine, January 1993). This fourth design iteration was chosen, much like the SaxTrak, because of the versatility of the geometry. But it is a girder fork nonetheless. Britten had four reasons for scrapping the proven race-quality White Power telescopic fork. He wanted to eliminate sliding friction under braking, raise rigidity, create an adjustable system, and reduce weight. While achieving all of these goals, Britten also managed to reduce wheel chatter common on telescopic forks, enhance braking, and improve handling (Cameron, 1992:36). Because the girder design uses rotational bearings in place of telescoping bearings on traditional forks, bearing area and motion is significantly reduced and stiction under braking is almost eliminated.

    The telescoping action of traditional forks means that the front wheel is constantly accelerating or decelerating relative to the bike itself. This relative motion of the wheel and tire must either be absorbed by the tire, the fork or the brakes and often manifest itself as a "chatter" in any or all of those components. The wide expanses of carbon fiber and the girder design assure that unlike traditional systems, the front wheel position relative to the bike is constant even with extreme suspension movement. This creates a more stable platform under extreme forces (better braking) and a more direct feeling as rigidity is increased (better handling). In order to create an adjustable system, Britten knew that a double wishbone system would be the most flexible design. Either length or angle of either wishbone in the parallelogram could be changed to affect the handling of the suspension. Britten's system can be set up for no dive under braking, pro-dive or anti-dive or a combination of any of these. At the moment current racers, having grown up on telescopic forks, like the reassurance of dive under braking. Thus Britten has set up the forks currently to dive for the first 80mm of travel and then rise for the last 40mm (Cameron, 1992:38). But as racers begin to understand the strengths of Britten's design, the fork geometry can be setup for any desired action: constant wheelbase, pro-dive, anti-dive, no-dive or any combination of these. Single wishbone systems, such as the Bimota Tesi, are not nearly as adjustable by design. The two purpose-built racebikes discussed here (the Saxon-Triumph and Britten) both have adjustable steering geometry to make a bike that can be competitive at different kinds of racetracks. By design, materials and construction, Britten was able to lighten the weight of the whole front end, reducing polar moment and making for lighter steering and better handling overall. The Britten girder fork also has another key benefit it shares with all of the alternative suspension systems discussed in this paper. It too suspends with a modern nitrogen-charged Ohlins monoshock, probably the best developed if not most researched suspension device made. Thus it too does away with the problems of trying to make both forks in a telescopic system do the same thing at the same time. The one shock is easily adjustable, accessible, rebuildable, and lighter than the suspension systems held within the fork tubes of a traditional system. The faults in the Britten girder parallelogram suspension are few. One issue in common with the SaxTrak and Telelever designs discussed above is that the braking forces do not have the shortest or most direct path to the frame. In all three cases, forces acting on the tire and wheel must travel some distance up mock fork tubes or a carbon fiber girder to reach arms that attach to the engine or frame.

    The later discussed RADD and Tesi systems have the shortest path possible for braking forces into the frame and do so at a lower height on the bike, lowering the center of gravity and easing steering. The low weight of the Britten system in addition to the rigidity of the materials make that fault almost imperceptible. Britten has shown us that an updated version of the girder fork that was used at the dawn of motorcycling is still a viable option that has many benefits of traditional telescopic forks. More than any other motorcycle in the world, the Britten V-1100 showcases the integration of a host of design features that, given a clean sheet of paper and an unlimited budget, designers would unerringly adopt as the best way to achieve a given design target. Features that for commercial or marketing reasons, they are simply unable to adopt themselves.

    Alan Cathcart, Superbike, May 1993, p.42. Pierluigi Marconi and the Bimota Tesi Bimota is a small Italian firm which designs motorcycles around engines from other manufacturers. The unique aspect of the Tesi is that it is a hub-steered motorcycle, having more in common with the articulation of a car wheel than with forks on a bicycle. Conceptually, the front end of a Tesi looks like a set of motorcycle rear swingarms moved to the front and bowed to accommodate approximately 30 degrees of steering lock for turning the front wheel. The front swingarm is kept at hub level and attaches to the "frame" of the motorcycle directly behind the wheel. One of the most important design benefits of the Tesi is that the path for any forces entering the motorcycle from the front wheel have the shortest distance to the frame. The frame in this motorcycle is not a traditional cradle which has been the design paradigm since the beginning of motorcycling. Bimota has a pair of milled aluminum plates which sandwich the Ducati engine on each side. Shaped like an upside-down U, the ends of these plates accept the front and rear swingarms. Using the engine itself as an integral part of the frame is yet another revolution in this motorcycle design. What this new front suspension has done is to change where and how much weight is up front. The Tesi uses significantly less weight to achieve a stiffer steering and suspension package and places the weight low. Steered weight is extremely reduced as the only steered mass is the tire, wheel, brakes. A telescopic fork system and frame must support the extreme braking and suspension forces in addition to the weight of the rider.

    Most modern motorcycle front ends weight close to one hundred pounds or often a quarter of the total weight of the bike. In a traditional system, this whole mechanism must be turned to affect a change in the trajectory of the bike. Steered mass is very heavy as faster motorcycles need stronger, stiffer and bulkier telescopic forks. The benefits of hub-center steering are many. The main benefit is a true separation of braking and suspension forces and overall rigidity. With telescopic suspension systems, braking forces are mated to suspension forces. When a rider uses the front brakes on a traditional bike, the front forks are compressed. In extreme or race situations, to reach optimum or threshold braking potential is to often use up nearly all of the suspension travel. This makes the bike incapable of following the road if it is uneven and makes for very heavy steering. The short, direct force paths from the front tire to the frame are the most efficient system for getting power from the road to the bike and rider. Bimota chief engineer Pierluigi Marconi has tested the Tesi design as being 25% more rigid than a comparable traditional fork. Thus, this system is stiffer. The first and second prototypes of the production Tesi that was sold in 1991 were developed on a Honda VFR400 platform using hydraulic steering actuation and a composite frame. Bimota realized that hydraulic steering was the problem with the prototypes. Thus for the 1991 production model, powered by a Ducati 851 fuel injected V-twin, mechanical steering linkages were used. (CW 5/91) In place of the traditional axle is a horizontal non-rotating trunnion tube through which is vertically set a kingpin, to serve as the axis so that the wheel can be turned for steering. Large bearings around the trunnion allow the wheel to spin on a vertical axis. Horizontal bearings around the kingpin allow the wheel to steer. Tilting the kingpin allows adjustments of rake and trail. All of the steering is actuated from the handlebars with a maze of levers, spherical and rotational bearings, ten all together. Attached to the main swingarm are twin lever arms which actuate a gas-charged monoshock. Unfortunately, the actualization of this hub-center steering system was not optimized. Although the hydraulic steering linkages were dropped for mechanical linkages, the sheer number of moving parts resulted in a certain amount of slop. Four spherical joints and six rolling bearings must be moved to steer this bike. The inclusion of 10 bearing surfaces made for significant flexibility which is undesirable. Much of the design problems with steering probably had to do with the fact that Bimota had to design the steering system to work with an engine not optimized for the situation. While the hub-level front swingarms had the shortest force path to the frame, they had to be bowed to allow the wheel to turn. This bowing coupled with the diameter of the swingarms meant that the front end of this motorcycle was much wider than a forked unit. While riders do not complain of dragging the swingarm in turns while leaned over, one liability of this design is the width of the system. Steering is also further complicated by the trunnion tube hitting the swingarm at either extreme. Thus, compromises must be made to allow steering as well as rigidity.

    The limited number (300) and exotic price ($40,000) of this motorcycle relegated it to only a few. Yet it served to prove the viability of a hub-center steered system and the benefits of truly separating braking and suspension forces. It was and continues to be an influential design, heralding the emergence of hub-center steered designs. James Parker and RADD/RATZ One of the most influential motorcycle suspension designs is the RADD system designed by James Parker licensed to Yamaha for the GTS1000A. Holding the most theoretical promise, it is a true hub-center double swingarm system which separates braking and suspension. What makes the RADD design different than the Tesi aside from the single-sided nature of the suspension swingarm is that two A-arms are used, the lower to suspend and brake, and the upper to steer. Unlike the Tesi swingarm design, this has the advantage of parallelogram adjustability as seen in the Britten or SaxTrak design as well as higher rigidity. Parker went through many prototypes before working with Yamaha on the GTS and the key was the telescopic steering column which allowed the most direct inputs on the steering swingarm and is a stronger design solution than the scissors-link used on Nico Bakker's QCS machine and the Britten. The bane of a cornering motorcyclist is "bump steer" or the ability of road irregularities or suspension movement to steer the bike itself. Many prototype alternative front suspension systems by different designers had problems with bump steer due to intricate or hydraulic steering linkages.

    Parker's solution was direct steering control through the telescoping steering column. Essentially, two swingarms project forward from the frame mounted on radial bearings. At the front ends of each of the swingarms are spherical bearings that help to control the movement of the wheel. Right here, benefits over telescopic forks are visible. Bearing surface area is radically smaller and bearing movement is less, creating almost imperceptible friction. No longer are telescopic tubes moving against each other creating sliding friction. The lower arm has a modern gas-charged shock mounted on the top of the arm, connected to the frame. In this manner, the lower arm's movement is solely to suspend the front end. Frictional movement is significantly reduced and rigidity is significantly increased. The steering arm's upper end is connected to a telescoping steering box which is connected to the handlebars at the upper end of the system. Below the steering box is another single-sided swingarm, smaller and lighter than the suspension swingarm because it only needs to be strong enough to steer and carry the weight of the rider. At the bottom end of this swingarm is another spherical bearing that carries the wheel. The brake caliper is mounted to the steering arm and a dished wheel with brake disc is the last component. With Parker's design, there are many benefits as discussed with the other systems. Steered mass is halved as all that needs to be steered is the wheel and the upper steering swingarm. Rigidity is increased significantly due to the nature of the suspension swingarm. A wide area at the frame mount places loads in a much more direct route than traditional systems which send forces up a set of telescoping levers, through a pair of roller bearings at the steering headset and back down the frame. Suspension travel is essentially relegated to one plane, and extreme travel does not cause changes in rake and trail as experienced with traditional forks. Center of gravity and weight is lowered, making a more friendly, easy to steer system. And finally, the single-sided nature of Parker's system makes for easy wheel removal. The benefits over traditional forks are numerous and practical. Although the GTS was not considered a commercial success in the US, it certainly was not due to any mechanical problems with the suspension. Traditional fork systems have been in use for the entire life span of most motorcyclists alive today. While the GTS does not demand a new riding style, to get the most out of the design is to revolutionize the way one rides as well. This front end, coupled with Yamaha's excellent ABS system is the potentially the most potent and stable braking platform on two wheels.

    The separation of braking and suspension means that a rider can brake at a threshold level while knowing that the suspension has 100% of its travel available to deal with road irregularities. Traction and handling are no longer mated to each other. Stability is the paradigm. In the same way suspension has revolutionized bicycling both on and off-road. Forks are a lever, and no matter how good the forks are, they still act like a lever on the frame and multiply the load from the front wheel to the chassis. If the front wheel of a motorcycle that has traditional telescopic forks is loaded with 600 pounds, that 600 pounds translates to 1800 pounds of load on the frame. If the forks of that same motorcycle were to be replaced by the RADD system, a 600 pound load would be fed into the frame at only 600 pounds. [In the RADD system], the load of the motorcycle and almost all of the loads that are generated by the front wheel essentially travel into the chassis through the lower arm. The lower arm is in-line with the load so there's no lever arm involved. (James Parker, speech at RPI, 10/14/95) According to Parker and owners of the GTS, the RADD front suspension not only solves the classic lever problem, but works much more efficiently and rigidly than the traditional system under heavy braking. Comments from an informal poll of GTS owners reveal similar opinions.  Unlike most bikes, which feel less and less secure as lean angle and cornering speed increase, the GTS just never seems to use up its full capacity to stick through even the bumpiest corners. Paul Taylor (72002.3603@CompuServe.COM) The most common criticism of [the GTS] was that it reduced feedback and feel through the handlebars. That's probably partly true, but I think that it suspended so well that it unnerved long time riders who were used to telescopic forks and had trained themselves to understand and work with their inherent quirks. It wasn't nearly as complex as it was made out to be, and it provided more stability and more structural integrity than the Telelever. It really does feel different--and I believe some riders would never get comfortable with it--but if you are willing to trust and adapt to it, it's head and shoulders better than a conventional fork, and potentially superior to Telelever.

    Mike Knezovich (mike@spyglass.com) Parker's effort since the GTS has been to create a purpose-built roadracing bike developed around a Yamaha two-stroke engine. The RATZ (mating RADD and the Yamaha TZ 250) roadracer has addressed all of the problems that the RADD system on the GTS had. Unfortunately, Parker's relationship with Yamaha in developing the GTS was not as close as it should have been. Problems that came up with the GTS included over engineering of the swingarms, making them unnecessarily heavy and wide. Slow-speed steering was theoretically better because of halved steered mass over traditional systems, but Yamaha's front wheel was again over engineered and much heavier than was necessary or safe. A better swingarm could have been both lighter in weight and stronger by design, but Yamaha engineers erred too far on the large side. The main problem with the wide front suspension swingarm, other than weight and bulk, was that in extreme cornering situations it is possible to scrape the swingarm itself on the ground. A thinner, stronger and higher-placed swingarm could work as efficiently and give the rider as much lean as needed and that is exactly what Parker did on the next design. He also eliminated a pair of flexible couplings at either end of the steering tube to quicken steering and lighten weight. (Karr, 1994:24) Another Achilles heel for the GTS, and all of the designs discussed here, is tires.

    While significant research was purportedly done to test tires on the GTS, GTS owners believe that this bike is much more sensitive to tire design differences than any other bike. Parker believes that once tire technology has been re-examined to be developed specifically for the different needs of swingarm suspensions, more benefits will be seen from the suspension design. As it stands today, tire design and construction plays a critical role in helping to suspend a traditional telescopic fork and modern radial designs are iterationally optimized for these systems, not for any of these new designs which place different loads on the tire.

    Parker believes there are no inherent problems with the double swingarm suspension system and with even a fraction of the research and design that has been devoted to telescopic forks should bear out his beliefs. (Interview with James Parker, 5/17/95) Parker's new effort is RAV, or Radically Advanced Vehicles, a company dedicated to building an American sportbike. Using lessons learned from the RADD and RATZ systems, Parker hopes to design a bike with an engine specifically built for the front end design. He also hopes to cause a revolution in tire manufacturing to build tires that will be developed specifically for the new demands of these alternative suspension systems. Tire design, much like motorcycle design, has been a evolutionary development since the advent of radial construction. All of Parker's efforts are, like Britten's, an attempt to look at motorcycles and riding from a fresh perspective, a tabula rasa. Instead of updating an iteration of a previous model, Parker chose to examine the benefits of twin a-arm steered upright front suspensions systems and decided that the benefits vastly overweighed the modern iterations of telescoping fork systems. Bakker's QCS While very similar the Parker's design, Dutchman Nico Bakker's Yamaha QCS had a few important design differences to highlight. Much like Parker's GTS, Bakker's machine used an FZR 1000cc Yamaha engine and a front end almost identical to the GTS. But Bakker's bike used a scissors-link as is found on airplane landing gear instead of a telescoping steering column. The other difference is that Bakker had more linkages actuating the front monoshock than the GTS design. These subtle differences made for a product that is not as refined as the GTS. Low speed steering was hampered by the scissors-link which added steering deflection because it was not attached to the frame in any significant fashion. Bakker's effort was a limited-production of 30 hand-built bikes. While his execution of the twin-swingarm, steered-upright front suspension was less effective than Parker's design, it shows the weakness of the scissors-link as a steering member. Curiously, the Britten uses a scissors-link in its steering system with excellent results. Conclusion The main stumbling blocks to further development of these alternative systems is the conservative motorcycling public. While some of these bikes are high-cost, low-production exotic machinery, it is telling that the BMW's Telelevered bikes have been a commercial success when the Yamaha GTS has not. Setting aside differences in audience and brand loyalty, the BMW looks deceivingly like a traditional motorcycle whereas the difference of the GTS is obvious. Not only do these alternative designs demand an open mind when assessing the bikes, they demand a new riding style as well. The result is a better motorcycling experience but not without efforts to change the way one looks at or rides bikes. Those who have made efforts to try the new technology know that the future lies beyond telescopic forks. Yet it is telling that a significant portion of motorcyclists currently desire technology from the early part of this century in the form of pushrod engines and dated designs. What all of these alternative designs have done is to open the door for further research into alternative systems not only in suspension but in frame, tire and engine design. The immediate future of motorcycling will see a move away from traditional frames as we know them and engines as stressed members of frames will become the norm. When the designs of the other parts of the motorcycle have been revolutionized as these suspension systems have been, we will see a very different, better motorcycle. Bibliography Brooke, Lindsay. "BMW springs ahead." Chilton's Automotive Industries, June 1993. pgs. 71-2. Cameron, Kevin. "Bimota Tesi 1D." Cycle World, April 1991, pgs. 34-42, 94-96 Cameron, Kevin. "Britten V-1100." Cycle World, June 1992, pgs. 34-38 Cameron, Kevin. "Brave new Beemer." Cycle World, May 1993, pgs. 36-47 Cathcart, Alan. "Yellow Hammer! Saxon-Triumph 900." Superbike Magazine, May 1994, pgs. 78-82 Cathcart, Alan. "Weird Science: Britten -1100." Superbike Magazine.,January 1993, pgs. 38-47 Ford, Dexter. "Forward into the past: A short history of motorcycle front suspension." Motorcyclist, July 1989, pgs. 64-66 Ford, Dexter. "Reinventing the wheel: Franco Sbarro's hubless dream machines." Motorcyclist, July 1989, pgs. 16-20 Gorr, Eric. "Cartridge forks: how they work and how to tune them to your riding style." Motorcyclist, May 1993. Karr, Jeff. "RADD to the bone: James Parker's RATZ." Motorcyclist, September 1995 pgs. 18-31 Karr, Jeff. "The long and winding road. The RADD front end: A flash of brilliance, 10 years in the making." Motorcyclist, December, 1992 20-28 Peters, Bill. "The frame at work: A guide to steering geometry and handling requirements." Motorcyclist, May 1993, pgs. 58-62 Taylor, Rich. "Motorcycle Masterpiece." Popular Mechanics, August 1993. pgs. 48-51. Tuttle Jr., Mark. "1993 Yamaha GTS1000: Childhood's End." Rider, December 1992, pgs. 51-55 Grable, Ron. "Future Tech." Rider, December 1992, pgs. 56-59 "Bakker Yamaha QCS" Cycle World, July 1990. Parker, James. "New directions for motorcycles: the suspension and chassis redesigned." Speech at Renesslaer Polytechnic Institute, 10/14/95. Parker, James. Interview on 5/17/95 Partridge, Michael. "Motorcycle Pioneers: The men, the machines, the events 1860-1930." Arco Publishing, New York, 1976 REFERENCES:

    http://splashmedia.co.nz/users/britten/art3.html#conclusion

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  • Motorcycle Appraisers Course
    THE MOTORCYCLE APPRAISERS
    COMPREHENSIVE GUIDE
    TO
    MOTORCYCLE
    EVALUATIONS AND APPRAISALS
    REVIEW, EXAMPLES FOR CRITIQUE AND KNOWLEDGE TEST.
    PLEASE COMPLETE THIS PORTION AND SUBMIT THE RESULTS TO:
    THE I.M.B.B.A MOTORCYCLE APPRAISERS
    CERTIFICATION AND ACCREDITATION BOARD
    ATTN: MILES BROWN I.M.B.B.A DIRECTOR OF APPRAISERS PROGRAM
    mbrown@masterbikebuilders.com
    FOR REVIEW, GRADING, AND CERTIFICATION ASSIGNMENT.
    MEMBERS WHO SUCCESSFULLY ACHIEVE A GRADE OF 85% OR
    BETTER WILL BE CONTACTED WITH THEIR ASSIGNED CERTIFICATION
    NUMBER AND YOUR CERTIFICATE AND APPRAISERS PATCH WILL BE
    FORWARDED TO YOU VIA MAIL.
    SECTION TEN. 10-0
    REVIEW EXAMPLES FOR CRITIQUE AND KNOWLEDGE TEST.
    APPRAISAL EXAMPLES FOR EXAMINATION AND CRITIQUE.
    IN SECTION TEN, I.M.B.B.A appraisers will have an opportunity to inspect and comment on
    THREE APPRAISAL EXAMPLES for motorcycles. The purpose of this exercise is to enable
    members to utilize the knowledge they have obtained by reviewing and understanding the
    contents of this training manual, and to identify some of the acceptable and unacceptable
    practices that occur within the content of an appraisal report.
    Being able to identify these practices, will enable I.M.B.B.A appraisers to design an appraisal
    report that meets or exceeds the standards for content outlined by the I.M.B.B.A Certification
    and Accreditation Board.
    After each example, there is a summary conclusion and comment section where you can
    explain your findings and state your opinion regarding the content and format of the appraisal
    you have reviewed and inspected .
    In the previous sections of this training manual, we have discussed and explained all of the
    information regarding building and presenting an Acceptable, Approved I.M.B.B.A Appraisal
    Report. This is your opportunity to apply this information and the knowledge you have gained.
    PLEASE BE THOROUGH WHEN COMPLETEING THIS EXERCISE
    THE RESULTS AND EXPLANATIONS YOU PROVIDE
    WILL ACCOUNT FOR 15% OF YOUR FINAL GRADE!
    FROM THIS POINT ON YOU WILL BE GRADED ON YOUR ANSWERS!
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 161
    THIS MANUAL CAN NOT BE DISTRIBUTED OR COPIED IN WHOLE OR IN PART
    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
    PROTECTED BY COPYRIGHT
    EXAMPLE APPRAISAL # 1. 10-1
    MOTORCYCLE APPRAISAL
    For Mr. John Doe.
    3122 w 54 st. Saskatoon Saskatchewan. S9v-1G7
    PH: 306- XXX-XXXX
    1972 HARLEY SHOVELHEAD.
    COLOR: RED / WHITE
    CONDITION: GOOD
    ENGINE: 74 cu. in.
    TRANSMISSION: STOCK
    FRAME: STOCK SWINGARM
    GAS TANK: STOCK
    WHEELS: STOCK
    SEAT: STOCK /RECOVERED
    PIPES: PAUCHO
    GUAGES: STOCK
    CONTROLS: AFTERMARKET
    TIRES: AVON
    ELECTRICAL: REBUILT BY OWNER
    LIGHTS AND REFLECTORS: ORIGINAL
    ACCESSORIES: LEATHER BAGS / CUSTOM MADE
    CHROME: GOOD / SOME WEAR AND SCUFFS
    PAINT: REPAINTED. COST $ 2000.00
    OVERALL CONDITION AND COMMENTS:
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 162
    THIS MANUAL CAN NOT BE DISTRIBUTED OR COPIED IN WHOLE OR IN PART
    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
    PROTECTED BY COPYRIGHT
    CONFIRMATION
    Signed:
    Date:
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 163
    THIS MANUAL CAN NOT BE DISTRIBUTED OR COPIED IN WHOLE OR IN PART
    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
    PROTECTED BY COPYRIGHT
    SUMMARY AND COMMENTS. 10-2
    Please list all of the infractions you discovered for the appraisal you have just reviewed. Also
    explain what changes are required to make the appraisal for the 72 Shovel head Acceptable
    according to the Standards of the I.M.B.B.A .
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 164
    THIS MANUAL CAN NOT BE DISTRIBUTED OR COPIED IN WHOLE OR IN PART
    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
    PROTECTED BY COPYRIGHT
    EXAMPLE # 2 10-3
    A.B.C MOTORCYCLE APPRAISALS
    P.O BOX 11
    CALGARY ALBERTA CANADA T4M-0B0
    PHONE : 403-224-5678
    CERTIFIED MOTORCYCLE APPRAISAL
    PREPARED FOR AND PRESENTED TO :
    WYATT WINCHESTER
    FOR HIS
    2011 HOME BUILT CUSTOM CHOPPER
    SERIAL # : WWW52114WSST29177
    APPRAISAL PREPARED AND RESEARCHED BY :
    BOB ZURUNKLE
    INTERNATIONAL MASTER BIKE BUILDERS ASSOCIATION
    CERTIFIED MASTER BIKE BUILDER, JUDGE AND ACCREDITEDAPPRAISER
    MEMBERSHIP # 00001A
    this report must be read in its entirety
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 165
    THIS MANUAL CAN NOT BE DISTRIBUTED OR COPIED IN WHOLE OR IN PART
    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
    PROTECTED BY COPYRIGHT
    CONTENTS
    INDEX : 2
    SUBJECT AND PURPOSE OF REPORT :
    GENERAL OVERVIEW:
    INTRODUCTORY PHOTO:
    APPRAISED VALUE:
    GENERAL PURPOSE OF REPORT:
    VALUE DEFINITIONS: 3 - 5
    METHODS OF VALUATION :
    DETERMINING VALUES :
    COMPARITIVE EXAMPLES:
    RESEARCH RESOURCES: 6 – 10
    MOTORCYCLE CONDITION :
    CONDITION RATING :
    VISUAL ASSESSMENT:
    OVERALL CLASSIFICATION:
    SUMMARY CONCLUSION: 11 – 13
    CERTIFICATION OF REPORT :
    VALIDATION CLAUSE:
    CONDITIONS AND LIMITATIONS:
    APPRIASAL VERIFICATION: 14 – 16
    DETAILEDDESRIPTION :
    MOTORCYCLE DESCRIPTION:
    OWNERS INFORMATION:
    DETAILED PARTS DESRIPTIONS AND COMMENTS:
    SPECIALTY PARTS AND FINISHES: 17 – 24
    PHOTOGRAPHS : signed and dated photographs are included in the final pages of this
    appraisal .
    This report must be read in its entirety 2
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 166
    THIS MANUAL CAN NOT BE DISTRIBUTED OR COPIED IN WHOLE OR IN PART
    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
    PROTECTED BY COPYRIGHT
    A.B.C. MOTORCYCLE APPRAISALS
    P.O BOX 11
    CALGARY ALBERTA CANADA T0M-0X0
    PHONE 403 – 224 – 5678
    THE INFORMATION AND PHOTOGRAPHS CONTAINED IN THIS REPORT HAS BEEN
    RESEARCHED , COMPILED AND DOCUMENTED AT THE REQUEST OF :
    WYATT WINCHESTER
    7711 – 37 ST CALGARY ALBERTA CANADA T4P-3A3
    FOR THE PURPOSE OF DETERMINING AN ACCURATE REPLACEMENT VALUE FOR
    INSURANCE PURPOSES BASED ON THE CURRENT CONDITION OF THIS
    MOTORCYCLE .
    I , BOB ZURUNKLE , HAVE PERSONALLY RESEARCHED , INSPECTED AND
    ASSESSED THE VALUE OF THIS MOTORCYCLE , AND IT IS MY UN-BIASED
    PROFESSIONAL OPINION , BASED ON THE INFORMATION PROVIDED TO ME BY THE
    OWNER OF THIS MOTORCYCLE , AND WITH THE SUPPORTING DOCUMENTS GIVEN
    TO ME THAT PERTAIN TO THIS MOTORCYCLE , THAT THE CURRENT
    REPLACEMENT VALUE OF THIS MOTORCYCLE IN THE CONDITION IT IS IN AT THE
    TIME OF THIS APPRAISAL IS:
    $31,800.00 CANADIAN DOLLARS
    this report must be read in its entirety 3
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 167
    THIS MANUAL CAN NOT BE DISTRIBUTED OR COPIED IN WHOLE OR IN PART
    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
    PROTECTED BY COPYRIGHT
    PURPOSE OF REPORT
    THE PURPOSE OF THIS APPRAISAL IS TO ESTABLISH A REPLACEMENT VALUE
    FOR THE CLIENT'S MOTORCYCLE BASED ON THE INFORMATION PROVIDED BY
    THE CLIENT , AND THE COMPARITIVE RESEARCH OBTAINED BY THE APPRAISER.
    WITH THE FACTS THAT HAVE BEEN PRESENTED TO ME IN THIS MATTER , IT IS MY
    PROFESSIONAL OPINION THAT THE REPLACEMENT VALUE FOR THIS
    MOTORCYCLE IN THE CONDITION IT IS PRESENTED TO ME AT THE TIME OF THIS
    EVALUATION IS :
    $ 31,800.00
    CANADIAN DOLLARS ….PLUS APPLICABLE TAXES
    GENERAL OVERVIEW
    THIS IS A VERY FINE EXAMPLE OF A CUSTOM BUILT CHOPPER ! THE BIKE WAS
    BUILT BY THE OWNER IN HIS HOME SHOP IN CALGARY ALBERTA AND HAS BEEN
    WELL DESIGNED AND FABRICATED USING SOME OF THE BEST PARTS AVAILABLE
    ON THE MARKET TODAY.
    THE MOTORCYCLE HAS IMMEDIATE VISUAL APPEAL , AND THE PAINT SCHEME IS
    BEAUTIFULLY EXECUTED. ALL OF THE SAFETY FEATURES AND REQUIREMENTS
    HAVE BEEN ADRESSED .
    THE MOTORCYCLE STARTS, RUNS AND RIDES WELL , WITH NO VISIBLE LEAKS
    OR MECHANICAL CONCERNS PRESENT AT THE TIME OF THIS APPRAISAL.
    THE ODOMETER READING REGISTERS 75 MILES ON THE AUTO METER PRO
    CYCLE CUSTOM GUAGE , AND THE OWNER HAS INDICATED THAT THE
    MOTORCYCLE HAS ONLY MINIMAL MILAGE AS A RESULT OF PRELIMINARY TEST
    RIDES.
    this report must be read in its entirety 4
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 168
    THIS MANUAL CAN NOT BE DISTRIBUTED OR COPIED IN WHOLE OR IN PART
    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
    PROTECTED BY COPYRIGHT
    VALUE DEFINITIONS
    REPLACEMENT VALUE:
    REPLACEMENT VALUE IS THE COST OF REPLACING A PARTICULAR VEHICLE WITH
    A “NEW” ONE WHEN THE ORIGINAL IS EITHER TOTALLY LOST OR DESTROYED.
    FAIR MARKET VALUE:
    IS THE PRICE AT WHICH THE VEHICLE WOULD CHANGE HANDS BETWEEN A
    WILLING BUYER AND A WILLING SELLER, NEITHER BEING UNDER THE
    COMPULSION TO BUY NOR TO SELL; AND BOTH HAVING REASONABLE
    KNOWLEDGE OF RELEVANT FACTS. FAIR MARKET VALUE IS AN INDICATION OF
    THE MOTORCYCLE'S WORTH IN THE MARKET PLACE.
    PROVINANCE:
    IS DETERMINED WHEN THE MOTORCYCLE HAS DOCUMENTED PROOF OF ORIGIN ,
    SUCH AS CELEBRITY OWNERSHIP , MOVIE USE , RACING HISTORY ETC.
    RAREITY:
    A MOTORCYCLE WITH LOW PRODUCTION NUMBERS , NO LONGER IN EXISTANCE ,
    ONE OF A KIND OR EXPERIMENTAL .
    OPTIONS AND DESIREABILITY:
    SOME OPTIONS ARE MUCH MORE VALUABLE AND DESIRABLE THAN OTHERS.
    MOTORCYCLES WITH MANY OPTIONS INCREASE VALUE, LARGER ENGINES, ALSO
    KNOWN AS, “BIG BORE,” OR “ STROKERS “ARE MORE DESIRABLE. HORSEPOWER
    RATINGS ARE SOMETHING THAT SHOULD BE CONSIDERED.
    this report must be read in its entirety 5
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 169
    THIS MANUAL CAN NOT BE DISTRIBUTED OR COPIED IN WHOLE OR IN PART
    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
    PROTECTED BY COPYRIGHT
    DETERMINING VALUE
    THIS APPRAISAL IS COMPILED USING CURRENT INDUSTRY COMPARISONS AND
    RETAIL PRICES FOR PRODUCTS AND SERVICES . ECONOMIC FLUCTUATIONS IN
    THE VALUE OF CANADIAN AND FOREIGN CURRENCY, SALE ITEMS , DEALER OR
    WHOLESALE PRICES FOR COMPONENTS ARE NOT ACCOUNTED FOR IN THIS
    APPRAISAL. EVERY EFFORT HAS BEEN MADE TO COMPARE PRICES OF
    COMPONENTS AND SPECIALTY SERVICES FROM NUMEROUS EXISTING
    RETAILERS, COLLECTORS , FACTORY DEALERSHIPS , MANUFACTURERS AND
    AUCTION SALE SOURCES. THE AUTHOR HAS NO PRESENT OR PROSPECTIVE
    INTEREST IN THE MOTORCYCLE THAT IS THE SUBJECT OF THIS REPORT AND THE
    AUTHOR HAS NO PERSONAL INTEREST OR BIAS WITH RESPECT TO EITHER THE
    MOTORCYCLE OR THE PARTIES INVOLVED.
    THE POPULARITY OF PERSONALIZED AND CUSTOMIZED MOTORCYCLES HAS
    BEEN STEADILY INCREASEING .
    TELEVISION SHOWS SUCH AS THE DISCOVERY CHANNEL , T.L.C , BIKER T.V ,
    BUILD OR BUST AND AMERICAN CHOPPER , HAVE PUT THE CUSTOM
    MOTORCYCLE INDUSTRY FRONT AND CENTER IN THE HOMES OF ENTHUSIASTS
    AND HOBBIESTS WORLD WIDE .
    THE UNLIMITED AVAILABILITY AND SELECTION OF CUSTOM PARTS AND
    SKILLED CRAFTSMEN , AND THE INTERNET ACCESSABILITY TO SPECIALTY
    RESOURCES HAS MADE OWNING A PERSONALIZED CUSTOM MOTORCYCLE A
    VIABLE AND AFFORDABLE OPTION TO INDIVIDUALS THAT WANT TO RIDE A
    MOTORCYCLE THAT REFLECTS THEIR INDIVIDUAL TASTES AND PERSONALITY.
    VINTAGE MOTORCYCLES HAVE BECOME VERY COLLECTABLE AND THEIR VALUE
    CONTINUES TO INCREASE.
    EVERY EFFORT HAS BEEN MADE TO COMPARE NO FEWER THAN SIX SIMILAR
    MOTORCYCLES TO THE SPECIFIC MOTORCYCLE EVALUATED IN THIS APPRAISAL .
    COPIES OF THE MOTORCYCLES RESEARCHED FOR COMPARISON HAVE BEEN
    INCLUDED IN THIS PRESENTATION FOR FUTURE REFERENCE PURPOSES.
    this report must be read in its entirety 6
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 170
    THIS MANUAL CAN NOT BE DISTRIBUTED OR COPIED IN WHOLE OR IN PART
    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
    PROTECTED BY COPYRIGHT
    RESOURCES
    • EASYRIDER MAGAZINE
    • THE HORSE MAGAZINE
    • REVOLUTION CYCLE MAGAZINE
    • CYCLE SOURCE MAGAZINE
    • HARLEY DAVIDSON MOTORCYCLES
    • MOTORCYCLE DEALERS AND
    DISTRIBUTORS
    • BONHAMS & BUTTERFIELDS AUCTIONS
    • MIDAMERICA AUCTIONS
    • WALNECKS CLASSIC CYCLE TRADER
    • TRADER PUBLICATIONS BIKE TRADER
    • INTERNET MOTORCYCLE DEALERS AND
    SUPPLIERS
    • CUSTOM MOTORCYCLE BUILDERS AND
    MANUFACTURERS
    • INTERNET BLOGS AND RESOURCE SITES
    • THE COMPREHENSIVE VINTAGE
    MOTORCYCLE GUIDE
    • KELLEY BLUE BOOK
    this report must be read in its entirety 7
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 171
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    COMPARATIVE EXAMPLES
    EXAMPLE # 1:
    2011 INSANE CYCLE CUSTOM CHOPPER
    $ 29,900.00 U.S.D.
    EXAMPLE # 2:
    2011 A.M.G. CHOPPER
    $ 29,999.00 U.S.D
    EXAMPLE # 3:
    2009 121 CU.IN MERCH CHOPPER
    $ 35,000.00 C.A.D
    this report must be read in its entirety 8
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 172
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    COMPARITIVE EXAMPLES
    EXAMPLE # 4:
    2006 CUSTOM BUILT CHOPPER
    $29,999.00 U.S.D
    EXAMPLE # 5:
    2005 CUSTOM BUILT CHOPPER
    $ 33,800.00 U.S.D
    EXAMPLE # 6:
    2011 AMERICAN IRONHORSE
    CHOPPER $ 32,000.00 U.S.D
    this report must be read in its entirety 9
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 173
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    COMPARABLE FINDINGS
    BASED ON THE SIX INDIVIDUAL COMPARISONS PRESENTED IN THIS
    EVALUATION IT IS DISCOVERED THAT THE VALUES REFLECTED
    ACCORDING TO THE CURRENT INDUSTRY DEMAND , OVERALL
    ECONOMIC CONDITIONS , VALUE OF THE CANADIAN CURRENCY AND
    OVERALL RESALE PRICES ARE AS FOLLOWS :
    HIGH END PRICE: $ 35,000.00 C.A.D
    LOW END PRICE: $ 29,000.00 U.S.D.
    AVERAGE PRICE: $ 31,783.00 C.A.D
    this report must be read in its entirety 10
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 174
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    CONDITION
    CONDITION RATING # : 2
    CONDITION RATEING SCALE
    1 = EXCELLENT, 2 = VERY GOOD, 3 = GOOD, 4 = FAIR, 5 = RESTORABLE
    1)
    EXCELLENT: A PERFECT OR CLOSE TO PERFECT MOTORCYCLE IN ORIGINAL
    CONDITION OR EXTREMELY WELL RESTORED CONDITION. ABSOLUTELY
    FLAWLESS AND STUNNING TO LOOK AT. ALL COMPONENTS APPEAR AND WORK AS
    NEW . ALL ORIGINAL EQUIPMENT , NEW OLD STOCK FACTORY REPLACEMENT
    PARTS OR MINIMAL USE OF REPRODUCTION PARTS. RUNS AND RIDES AS ORIGINAL
    2)
    VERY GOOD: WELL RESTORED; AND VERY PRESENTABLE ORIGINAL MOTORCYCLE
    THAT HAS MINIMUM WEAR. STARTS , RUNS AND RIDES WELL . NEEDS VERY LITTLE
    MECHANICAL WORK IF ANY . SHOWS WELL WITH LITTLE COSMETIC WEAR. ALSO
    CALLED ABOVE AVERAGE CONDITION.
    3)
    GOOD: COMPLETELY OPERABLE ORIGINAL OR OLDER RESTORATION SHOWING
    SOME WEAR OR AMATEUR WORKMANSHIP. ALSO A COMBINATION OF WELL DONE
    RESTORATION AND GOOD OPERABLE COMPONENTS; OR PARTLY RESTORED
    MOTORCYCLE WITH VALUABLE NOS PARTS. MOTORCYCLE WOULD LIKELY BE
    RIDDEN FREQUENTLY FOR ENJOYMENT. ALSO CALLED AVERAGE CONDITION.
    4)
    FAIR: ADDRESSABLE MOTORCYCLE NEEDING NO OR ONLY MINOR WORK TO BE
    FUNCTIONAL; OR A DETERIORATED RESTORATION; OR A VERY POOR AMATEUR
    RESTORATION. ALL COMPONENTS MAY NEED RESTORATION TO BE EXCELLENT
    OR ABOVE AVERAGE, BUT MOSTLY USABLE IN “AS IS” CONDITION.
    5)
    RESTORABLE: NEEDS COMPLETE RESTORATION OF BODY CHASSIS AND
    COMPONENTS. NOT DRIVABLE, BUT IS NOT WEATHERED, WRECKED OR
    STRIPPED TO THE POINT OF BEING USEFUL ONLY FOR PARTS SALVAGE.
    this report must be read in its entirety 11
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 175
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    VISUAL ASSESSMENT
    VISUAL ASSESSMENT IS BASED ON THE GUIDELINES FOR FIT , FORM ,
    FUNCTION AND SAFETY STANDARDS ESTABLISHED BY THE
    INTERNATIONAL MASTER BIKE BUILDERS ASSOCIATION.
    RATING : VERY GOOD
    EXCELLENT : 100 % - 90 %.
    VERY GOOD : 89 % - 70 %
    GOOD : 69 % - 50 %
    FAIR : 49 % - 30 %
    POOR : 29 % - 10 %
    ENGINE : EXCELLENT
    TRANSMISSION AND DRIVE LINE : EXCELLENT
    MECHANICAL : VERY GOOD
    FABRICATION AND ASSEMBLY : VERY GOOD
    FRAME : VERY GOOD
    SEAT : VERY GOOD
    EXHAUST : VERY GOOD
    ELECTRICAL : VERY GOOD
    PAINT AND FINISH : VERY GOOD
    CHROME AND POLISHING : VERY GOOD
    WHEELS / TIRES : VERY GOOD
    GLASS / LIGHTS : VERY GOOD
    OVERALL CLEANLINESS / LEAKS :
    MOTORCYCLE LOOKS TO BE IN VERY GOOD CONDITION WITH NO
    VISIBLE LEAKS . ALL CONTROL CABLES AND HOSES ARE IN GOOD
    CONDITION WITH NO CHAFEING OR ABRAISIONS.
    this report must be read in its entirety 12
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 176
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    CLASSIFICATION
    1: EXCEPTIONAL: SUPERIOR BUILD OR RESTORATION.
    UNFLAWED ORIGINAL.
    2: VERY GOOD: PROFESSIONAL BUILD OR RESTORATION,
    SLIGHT FLAWS.
    3: CLEAN: VERY PRESENTABLE , WELL MAINTAINED,
    NOT PERFECT.
    4: AVERAGE: FULLY FUNCTIONAL , SOME WEAR,
    AVERAGE MAINTAINED.
    5: POOR: NEEDS COMPLETE RESTORATION.
    PARTIALLY RESTORED.
    REQUIRES MAJOR WORK .
    THIS MOTORCYCLE RATES # 2
    CONCLUSION / SUMMARY
    THIS MOTORCYCLE APPEARS TO BE IN VERY GOOD OVERALL CONDITION WITH
    THE EXCEPTION OF SOME MINOR COSMETIC FLAWS IN THE PAINT WORK .
    INITIAL INSPECTION OF THE MOTORCYCLE INDICATES THAT THE MOTORCYCLE
    HAS BEEN RIDDEN , AND THE OWNER CLAIMS THAT THE MILEAGE IS MINIMAL
    AND IS THE RESULT OF PRELIMINARY TESTING TO ENSURE PROPER FUNCTION OF
    COMPONENTS.
    THE OWNER OF THIS CUSTOM MOTORCYCLE DID A FANTASTIC JOB EXECUTEING
    THE CONSTRUCTION RIGHT FROM THE CONCEPTION AND DESIGN PHASE
    THROUGH TO THE FINISHED MOTORCYCLE AS IT IS PRESENTED FOR THIS
    APPRAISAL .
    THIS CUSTOM CHOPPER HAS INSTANT VISUAL APPEAL AND DEMANDS VIEWERS
    TO TAKE A CLOSER LOOK AT THE DETAILS OF IT'S OVERALL DESIGN .
    THE OWNER HAS STATED THAT THIS WAS HIS FIRST COMPLETE CUSTOM BUILD .
    HIS CAREFULL CHOICE OF COMPONENTS HAS RESULTED IN A FINE EXAMPLE OF
    WHAT CAN BE ACCOMPLISHED USING BASIC TOOLS AND EQUIPMENT TO DEVELOP
    A DREAM INTO A RUNNING AND RIDEABLE REALITY THAT ANYONE WOULD BE
    PROUD TO OWN AND ENJOY.
    this report must be read in its entirety 13
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 177
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    VALIDATION
    THIS APPRAISAL IS ACCURATE AS OF THE DATE ISSUED. ANY
    ALTERATIONS OR SPECIFIC CHANGES TO THE VEHICLE DESCRIBED IN
    THIS APPRAISAL THAT COMMENCE AFTER THE DATE THIS APPRAISAL
    IS ISSUED ARE NOT INCLUDED. SHOULD ALTERATIONS OCCUR , THIS
    APPRAISAL WILL BE SUBJECT TO RE-EVALUATION , INSPECTION AND
    UP-DATING, AND SHALL BE DEEMED VOID.
    A.B.C MOTORCYCLE APPRAISALS , OR ANY AGENT ACTING ON
    BEHALF OF A.B.C MOTORCYCLE APPRAISALS IS NOT LIABLE FOR THE
    FUNCTION OR SAFETY OF ANY PARTS OR COMPONENTS ATTACHED TO
    THE MOTORCYCLE DESCRIBED IN THIS APPRAISAL.
    IN THE EVENT THE MOTORCYCLE DESCRIBED IN THIS APPRAISAL
    IS SOLD , THIS APPRAISAL WILL BE SUBJECT TO RE-EVALUATION AND
    INSPECTION AND DEEMED EXPIRED.
    I HAVE READ AND UNDERSTAND THIS VALIDATION CLAUSE:
    SIGNED BY THE OWNER AND RECIPIENT OF THIS APPRAISAL:
    NAME :
    DATE : DAY : 20 MONTH : 6 YEAR : 2011
    this report must be read in its entirety 14
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 178
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    CONDITIONS AND LIMITATIONS
    THE PURPOSE OF THIS REPORT IS TO ESTABLISH A REPLACEMENT VALUE FOR
    THE MOTORCYCLE DESCRIBED IN THIS APPRAISAL . THIS APPRAISAL IS TO BE
    READ IN ITS ENTIRETY ONLY AND IS NOT INTENDED FOR ANY OTHER USE OR
    DISTRIBUTION BY ANY OTHER PARTIES !
    A.B.C APPRAISALS OR ANY AGENTS OF A.B.C APPRAISALS DOES NOT ASSUME ANY
    RESPONSIBILITY FOR LIABILITY OR LOSSES OCCASSIONED BY THE OWNER AND
    OR ANY OTHER PARTIES AS A RESULT OF CIRCULATION , PUBLICATION ,
    REPRODUCTION OR USE OF THIS OPINION CONTRARY TO THE PROVISIONS IN THIS
    PARAGRAPH. WE RESERVE THE RIGHT ( AND WILL BE UNDER NO OBLIGATION ) TO
    REVIEW ALL CALCULATIONS INCLUDED OR REFERED TO IN THIS OPINION , AND IF
    WE CONSIDER IT NESSESSARY , TO REVISE OUR OPINION IN LIGHT OF ANY
    INFORMATION EXISTING AT THE VALUATION DATE WHICH BECOMES KNOWN TO
    US AFTER THE DATE OF THIS REPORT. THE CONCLUSIONS SET FOURTH HERIN ARE
    BASE ON MANY FACTORS , SOME OF WHICH HAVE BEEN EXPAINED AND OTHERS
    THAT HAVE NOT. IF ANY ONE IMPORTANT FACTOR OR ASSUMPTION IS CHANGED
    THE CONCLUSIONS PROVIDED MAY BE SUBJECT TO REVISION.
    THE APPRAISER NAMED IN THIS REPORT IS NOT REQUIRED TO PROVIDE
    TESTIMONY IN A COURT OF LAW WITH REFERENCE TO THE MOTORCYCLE
    APPRAISED IN THIS REPORT UNLESS OTHERWISE ARRANGED . ALL NOTES AND
    RESEARCH DONE WILL BE KEPT ON FILE FOR A PERIOD OF FIVE YEARS. IF
    ADDITIONAL RESEARCH OR TESTIMONY IS REQUIRED BY THE CLIENT OR THE
    COURT , A TRIAL FEE OR HOURLY RATE WILL BE CHARGED .
    POSSESSION OF THIS REPORT OR A COPY OF THIS REPORT DOES NOT
    CONSTITUTE THE RIGHT TO PUBLICATION , NOR IS IT TO BE USED FOR ANY
    OTHER REASON OR PURPOSE BY ANYONE OTHER THAN THE OWNER OR HIS/HER
    ATTORNEY WITHOUT WRITTEN CONSENT .
    this report must be read in its entirety 15
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 179
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
    PROTECTED BY COPYRIGHT
    CERTIFICATION OF REPORT
    THE VALUE ASSESSED IN THIS APPRAISAL IS BASED ON THE OPINION OF THE
    APPRAISER , GIVEN THE SUPPORTING DOCUMENTS BY THE OWNER AND THE
    JUDGEMENT AND PROFESSIONAL OPINION OF THE APPRAISER . THE APPRAISER IS
    NOT A LICENCED MOTORCYCLE MECHANIC , AND IS THEREFORE NOT ENTITLED
    TO JUDGE THE MECHANICAL CONDITION OF THE MOTORCYCLE IN THIS
    APPRAISAL BEYOND THAT WHICH IS EVIDENT AT THE TIME THIS APPRAISAL IS
    DRAFTED .
    NEITHER I ( BOB ZURUNKLE ) NOR ANY EMPLOYEES OF A.B.C APPRAISALS
    HAVE ANY PRESENT OR FUTURE INTEREST IN THE MOTORCYCLE DESCRIBED IN
    THIS APPRAISAL.
    I BOB ZURUNKLE , HAVE INSPECTED AND EVALUATED THIS MOTORCYCLE TO
    THE BEST OF MY ABILITY , KNOWLEDGE AND EXPERTISE, AND I HAVE UTILIZED
    ALL OF THE RESOURSES CURRENTLY AVAILABLE TO ME IN ORDER TO PROVIDE
    THE MOST ACCURATE AND CONCISE APPRAISAL POSSIBLE .I VERIFY THAT THE
    DIGITAL PHOTOGRAPHS I HAVE TAKEN OF THIS MOTORCYCLE ACCURATELY
    REFLECT AND ACKNOWLEDGE THE CONDITION OF THE MOTORCYCLE AT THE
    TIME OF THE APPRAISAL . MY PAYMENT FOR THIS APPRAISAL IS NOT CONTINGENT
    ON THE REPORTING OF ANY PREDETERMINED VALUE , OR DIRECTION OF VALUE ,
    OR ANY PORTION OF ESTIMATED VALUE.
    IT IS MY OPINION , BASED ON THE COMPARISONS I HAVE RESEARCHED AND
    THE VISUAL INSPECTION OF THE MOTORCYCLE DESCRIBED IN THIS APPRAISAL ,
    AND WITH THE INVOICES , RECIEPTS AND INFORMATION I HAVE BEEN PROVIDED
    BY THE OWNER OF THIS MOTORCYCLE , THAT THE …..
    CURRENT REPLACEMENT VALUE IS:
    $ 31,800.00 CANADIAN DOLLARS.
    THE APPRAISED VALUE DOES NOT INCLUDE
    APPLICABLE TAXES OR DUTIES.
    APPRAISED BY : BOB ZURUNKLE SIGNED:
    DATE : MONTH : JULY DAY 20 YEAR 2011
    PHOTO COPYS OF AVAILABLE RECIEPTS
    AND INVOICES ARE INCLUDED
    this report must be read in its entirety 16
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 180
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    MOTORCYCLE DESCRIPTION
    MAKE: HOME BUILT CUSTOM CHOPPER
    MODEL: SOFTAIL CHOPPER
    YEAR : 2011
    COLOR : BLACK METALIC / FLAT BLACK
    SERIAL # : WWW52114WSST29177
    V.I.N # : 7ATB032001V101634
    LICENCE # : N/A
    FRAME MANUFACTURER : MAXIMUM METAL WORKS
    ODOMETER READING : 75 MILES
    PRODUCTION: ONE OF A KIND
    INVESTED COST : $30,000.00
    SUPPORTING RECIEPTS / INVIOCES ? YES : X NO :
    ORIGINAL : X RESTORED : MODIFIED : CUSTOM : X OTHER :
    OWNERS INFORMATION
    OWNER : WYATT WINCHESTER
    ADDRESS : 7711-37 STREET CALGARY ALBERTA CANADA
    POSTAL CODE : T4P-3A3
    PHONE # : HOME : 403 – 371 - XXXX CELL : 403 – 304 - XXXX
    INSURANCE CO. NORDIC
    POLICY # : N/A
    MOTORCYCLE USE : SHOW : X RECREATION : X DAILY USE : X
    HISTORY / PROVINANCE : NONE . MOTORCYCLE IS FRESH BUILT AND NEW.
    MOTORCYCLE WAS PHYSICALLY INSPECTED ? YES: X NO:
    LOCATION OF INSPECTION : 7711 – 37 STREET CALGARY ALBERTA CANADA.
    SERVICE RECORDS PROVIDED ? YES: NO : X
    ORIGINAL BROCHURES / MANUALS ? YES : NO : X
    this report must be read in its entirety 17
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 181
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    ENGINE
    MAKE : ULTIMA PRODUCTS 120 CU.IN
    YEAR : 2009
    MODEL : EL BRUTO
    SERIAL # : EP07V4905
    DISPLACEMENT : 120 CUBIC INCHES
    HORSEPOWER STATED BY MANUFACTURER: 135 HP
    DYNO TUNED AND RATED : YES : NO : X
    INTERNAL ENGINE MODIFIFCATIONS ( NOT VISIBLE BUT STATED BY OWNER )
    NONE ….STOCK FROM MANUFACTURER.
    SUPERCHARGER /TURBO CHARGER / NOS ? NONE
    EXTERIOR FINISH : WRINKLE BLACK POWDER COATING
    SPECIAL FEATURES : POLISHED COOLING FINS , YANKEE ENGINUETY CUSTOM
    TOP MOTOR MOUNT.
    CARBERATOR / E.F.I.
    MAKE : MIKUNI HSR
    MODEL : 45 MM
    FINISH : CHROME
    AIR CLEANER STYLE : FORCEWINDER XR2 TURN OUT
    CABLE STYLE : MIKUNI
    INTAKE MANIFOLD TYPE : STOCK / O.E.M
    MANIFOLD CLAMP STYLE : STOCK / O.E.M
    SPECIAL FEATURES : NONE.
    IGNITION
    IGNITION TYPE : ULTIMA PRODUCTS THUNDER FORCE
    MANUFACTURER : ULTIMA PRODUCTS
    SPARK PLUG TYPE : CHAMPION
    SPARK PLUG WIRE STYLE : GRAPHITE CORE PERFORMANCE
    COIL / MAGNETO : ULTIMA PRODUCTS
    IGNITION SWITCH: COLE HERSEE 2 POSITION MARINE SWITCH
    this report must be read in its entirety 18
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 182
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    TRANSMISSION
    MAKE : 2009 ULTIMA PRODUCTS
    MODEL : 6 SPEED LSD
    SERIAL # : UD222228
    FINISH : WRINKLE BLACK / CHROME COVERS
    TRANSMISSION PLATE AND ADJUSTER : OFF SET
    CLUTCH : ULTIMA PRODUCTS
    PRIMARY DRIVE : 83 MM ULTIMA OPEN BELT DRIVE
    PRIMARY COVERS : ULTIMA PRODUCTS
    SHIFT STYLE : CHROME HORSE FOOT SHIFT
    KICK STARTER AND PEDDLE : N/A
    SPECIAL FEATURES :
    CUSTOM TRUCKER GIRL SHIFT ROD LINKAGE .
    FRAME
    MANUFACTURER : 2004 MAXIMUM METAL WORKS
    SERIAL # : WWW52114WSST29177
    STYLE : SOFTAIL 200MM WIDE TIRE STRYKER SERIES / HIDDEN
    AXLE.
    SPECIAL FEATURES :
    38 DEGREE RAKE, 4 INCH DOWNTUBE STRETCH . 2 INCH STRETCH .
    FRONT STEERING FORKS
    MAKE : ULTIMA PRODUCTS
    STYLE : WIDE - GLIDE
    FINISH : CHROME
    GATORS / SEALS : CHROME
    TRIPLE TREES / CLAMPS : ULTIMA PRODUCTS CHROME BILLET
    LOWER LEGS : ULTIMA PRODUCTS CHROME BILLET
    SPECIAL FEATURES :
    CHROME TRIPLE TREES. HIDDEN STEM NUT . 5 DEGREE BUILT IN RAKE ,
    INTERNAL FORK STOPS.
    this report must be read in its entirety 19
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 183
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    WHEELS AND TIRES
    RIM STYLE : 100 SPOKE
    MANUFACTURER : AFTERMARKET / CUSTOM
    FINISH : CHROME
    SIZE : FRONT : 21 INCH REAR : 18 INCH 100 SPOKE
    TIRES : FRONT : 80/90 21 VENOM REAR : 55 / 200 -18 VENOM
    TIRE MANUFACTURER : AVON
    SPECIAL FEATURES :
    100 SPOKE CHROME RIMS .
    BRAKES
    BRAKE TYPE : JAY – BRAKE CONTROLS / DNA 4 PISTON CALIPERS
    MANUFACTURER : JAY - BRAKE / DNA
    BRAKE HOSE / CABLE STYLE : BRAIDED STAINLESS STEEL / PROTECIVE
    COATING
    LINKAGE : N/A HYDRAULIC
    BRAKE LIGHT SWITCH STYLE : HYDRAULIC / ELECTRIC
    MASTER CYLINDER : CHROME HORSE REAR/ JAY – BRAKE FRONT
    SPECIAL FEATURES :
    REV – TECH ELIMINATOR 7 ROTORS.
    GAS TANK / TANKS
    MANUFACTURER : JESSE JAMES WCC VILLAN
    STYLE : FRISCO STRETCHED
    GAS CAP : POP UP WCC 6 SHOOTER
    FUEL SHUT OFF VALVE : PINGLE
    FUEL FILTER : PINGLE
    FUEL LINE : FUEL RATED RUBBER
    DASH : MILLED ALUMINIUM CUSTOM / ENGINE MOUNTED
    DECALS / TANK BADGES : N.A
    SPECIAL FEATURES :
    DASH BEZELS ARE ENGINE MOUNTED .
    this report must be read in its entirety 20
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 184
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    OIL TANK
    MANUFACTURER : ULTIMA OWNER CUSTOMIZED ROUND
    STYLE : ROUND WITH BUILT IN BATTERY BOX
    OIL TANK LINES AND FITTINGS : RUBBER / OIL RATED
    OIL TANK CAP : CUSTOM WITH TEMPERATURE GUAGE
    OIL FILTER / COOLER : STOCK STYLE ENGINE MOUNTED FILTER
    SPECIAL FEATURES :
    CUSTOMER MODIFIED OIL TANK FOR STARTER CLEARANCE.
    SEAT
    MANUFACTURER : KUHL'S CUSTOMS / ARLO'S UPHOLSTERY CUSTOM MADE
    STYLE : SOLO
    MATERIAL : BLACK LEATHER
    SPECIAL FEATURES :
    HAND FABRICATED SEAT PAN BY KUHL'S CUSTOMS.
    FENDERS
    MANUFACTURER : HARLEY – DAVIDSON STYLE FRONT / WILD CARD 9 INCH REAR
    STYLE : STOCK / O.E.M MODIFIED FRONT WITH SELF SUPPORTING REAR.
    TRIM : N/A
    FENDER BRACES AND BRACKETS : MODIFIED FRONT / CUSTOM REAR INTERNAL.
    SPECIAL FEATURES :
    WILD CARD 9 INCH ROUND TOP REAR FENDER BY KUHL'S CUSTOMS
    HANDLE BARS
    MANUFACTURER : AFTERMARKET CUSTOM
    STYLE : DRAG BARS
    FINISH : CHROME
    GRIPS : BDL KNURLED CHROME / RUBBER ISO BANDS
    LEVERS : JAY - BRAKE
    SWITCHES : JAY - BRAKE
    CABLES : MIKUNI / CUSTOM CLUTCH ALL STAINLESS STEEL BRAIDED / COATED
    this report must be read in its entirety 21
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    LIGHTING
    HEADLIGHT : ULTIMA PRODUCTS 5 ¾ X 6 ¾ SEALED BEAM WITH VISOR
    TAILIGHT : CUSTOM L.E.D
    SIGNAL LIGHTS : BULLET STYLE CUSTOM L.E.D
    RUNNING LIGHTS : N/A
    REFLECTORS : N/A
    FINAL DRIVE
    TYPE : 132 TOOTH BELT
    SPROCKET / PULLY SIZE : FRONT: UNKNOWN REAR : 70 T
    CHAIN / BELT TYPE : KEVLAR
    CHAIN GUARD / BELT GUARD: N/A
    TENSIONERS AND ADJUSTERS : ULTIMA ELIPTICAL
    SPECIAL FEATURES : NONE.
    ELECTRICAL WIREING AND COMPONENTS
    HARNESS STYLE : CUSTOM BY BUILDER
    WIREING TYPE : COLOR CODED 12 VOLT AUTOMOTIVE
    BREAKERS AND FUSES : CUSTOM 15 / 30 AMP SEALED
    BATTERY : BIG BOAR 12 VOLT 350 CCA
    BATTERY CABLES : ALL BALLS FLEX TYPE
    IGNITION MODULE STYLE : ULTIMA PRODUCTS
    GENERATOR / ALTERNATOR : ULTIMA PRODUCTS 32 AMP
    REGULATOR / RECTIFIER / CAPACITOR : ULTIMA CHROME FINNED
    WIRE CONNECTORS : DIETZ WATERPROOF
    COMMENTS
    WIRING HAS BEEN DONE BY OWNER TO MEET WITH REQUIRED VOLTAGE SPECS.
    ALL TERMINAL ENDS ARE SOLDERED AND INSTALLED CORRECTLY. HEAT SHRINK
    HAS BEEN USED TO PROTECT WIRING FROM CHAFEING AND WEATHER.
    this report must be read in its entirety 22
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 186
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    FAIRINGS , SADDLE BAGS , TOUR PACKS ETC.
    FAIRING / WINDSHIELD : N/A
    SADDLE BAGS / TOUR PACK : N/A
    LOWERS : N/A
    BODY PANELS : N/A
    SPECIALTY FINISHES
    POWDER COATING : N/A
    POWDER COATING COST : N/A
    CHROME PLATING : O.E.M COMPONENTS / REWORKED AND
    FABRICATED CUSTOM PARTS BY OWNER .
    CHROME PLATING COST : $ 400.00
    OTHER :
    COMMENTS :
    CHROME AND FINISHING OF COMPONENTS ARE AS THEY WERE SUPPLIED BY
    THE MANUFACTURERS WITH EXCEPTION TO THE CUSTOM DASH MOUNT OWNER
    FABRICATED.
    FORWARD CONTROLS
    MANUFACTURER : CHROME HORSE. 2 INCH EXTENDED
    FOOTPEGS : CHROME HORSE KNURLED WITH RUBBER ISO BANDS
    STYLE : CHOPPER FORWARD CONTROLS
    LINKAGE : CUSTOM TRUCKER GIRL
    SPECIAL FEATURES :
    this report must be read in its entirety 23
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 187
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    EXHAUST PIPES AND MUFFLERS
    \
    MANUFACTURER : VANCE & HINES
    STYLE : LARGE RADIUS
    FINISH : CHROME
    MUFFLER TYPE : INTERNAL GLASS PACK
    MANUFACTURER : VANCE & HINES
    FINISH : O.E.M STOCK CHROME
    CLAMPS AND BRACKETS : VANCE & HINES
    HEAT SHIELDS AND GUARDS : VANCE & HINES
    SPECIAL FEATURES :
    ADDITIONAL COMPONENTS AND SPECIALTY ITEMS
    AUDIO SYSTEM : N/A
    COOLING SYSTEM : N/A
    FASTENERS CORRECT ? YES: X NO: TYPE: BUTTON HEADS GR/12
    STARTER MOTOR : ULTIMA THUNDER FIRE 1.75 KW PUSH BUTTON
    HORN : AFTER MARKET CUSTOM
    PAINT
    PAINTER : FINE LINE / LACOMBE ALBERTA
    STYLE : SATIN BLACK WITH CLEAR COAT / METALIC BLACK WITH CLEAR COAT
    TYPE OF PAINT : ENDURA
    PRIMARY COLOR : BLACK
    PAINT JOB DESCRIPTION : METALIC BLACK TINS / SATIN BLACK FRAME
    SPECIAL FEATURES :
    EIGHT COATS OF CLEAR . HAND RUBBED BETWEEN EACH COAT TO A MIRROR
    FINISH .
    PAINT COST : $1200.00
    this report must be read in its entirety 24
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 188
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    ATTENTION
    TO BE PROPERLY INSURED FOR YOUR APPRAISED VALUE YOU
    MUST OBTAIN....
    A “ STATED VALUE ” ( SEF 19A ) ENDORSEMENT FROM YOUR
    INSURANCE AGENT AND HAVE IT ADDED TO YOUR INSURANCE
    POLICY !
    IN A TOTAL LOSS SITUATION YOU MAY BE ELIGIBLE FOR YOUR
    INSURANCE COMPANY TO PAY YOU “ NO MORE / NO LESS” THAN THE
    ACTUAL APPRAISED VALUE BASED ON YOUR CURRENT APPRAISAL.
    WITHOUT THIS SEF 19A FORM YOU WILL NOT BE ELIGABLE FOR THE
    FULL APPRAISED VALUE OF YOUR MOTORCYCLE.
    CONSULT WITH YOUR INSURANCE AGENT ABOUT THE FULL
    DETAILS OF THIS SEF 19A STATED VALUE FORM.
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 189
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    APPRAISERS CREDENTIALS
    BOB ZURUNKLE HAS BEEN INVOLVED IN THE MOTORCYCLE
    INDUSTRY FOR 30 YEARS . BOB IS A CUSTOM MOTORCYCLE SHOP
    OWNER , DESIGNER AND MASTER BUILDER CERTIFIED AND
    REGISTERED WITH THE INTERNATIONAL MASTER BIKE BUILDERS
    ASSOCIATION. BOB ALSO HOLDS A CERTIFICATE AS A REGISTERED
    AND CERTIFIED INTERNATIONAL JUDGE WITH THE I.M.B.B.A.
    IN ADDITION BOB HAS A P.H.D CERTIFICATE FROM THE FAIRVIEW
    CAMPUS OF G.P.R.C. AS A CERTIFIED HARLEY – DAVIDSON TECH.
    BOBS' HAND CRAFTED MOTORCYCLES HAVE BEEN FEATURED IN
    INTERNATIONALLY ACCLAIMED MOTORCYCLE MAGAZINES WORLD
    WIDE , AND HE IS A RESPECTED MOTORCYCLE BUILDER AND
    DESIGNER AMONGST HIS PIERS IN THE INDUSTRY.
    BOB IS ALSO AN ACCREDITED MEMBER OF THE I.M.B.B.A.
    APPRAISERS PROGRAM , AND IS DEDICATED TO FURTHERING THE
    ACCEPTABLE STANDARDS REGARDING THE DOCUMENTATION AND
    RECORDING OF ACCURATE AND CONCISE INFORMATION AND
    COMPARITIVE RESEARCH CONCERNING MOTORCYCLE APPRAISALS
    BY OFFERING HIS EXPERIENCE AND KNOWLEDGE TO APPRAISERS
    THROUGHOUT THE WORLD. Copies OF BOBS' CERTIFICATES CAN BE
    VIEWED ON A.B.C MOTORCYCLE appraisals WEB SITE @
    www.abcmotorcycleappraisals.com
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 190
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    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 191
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    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 192
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    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 193
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    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 194
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    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 195
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    COMPARISON # 3.
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 196
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    COMPARISON # 4.
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 197
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    COMPARISON # 5.
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 198
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    COMPARISON # 6.
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 199
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    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 200
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    COMPARISON # 6 CONT.
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 201
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    SUMMARY AND COMMENTS. 10-4
    Please list all of the infractions you discovered for the Appraisal you have just
    reviewed. Also explain what changes are required to make the appraisal for the
    Custom Chopper Acceptable according to the Standards of the I.M.B.B.A .
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 202
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    EXAMPLE APPRAISAL #3. 10-5
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 203
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    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 204
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 205
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 206
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    SIGNED. DATE.
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 207
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    SUMMARY AND COMMENTS. 10-6
    Please list all of the infractions you discovered for the appraisal you have just
    reviewed. Also explain what changes are required to make the appraisal for the
    V.L.H. Acceptable according to the Standards of the I.M.B.B.A .
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 208
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    OVERVIEW AND EXPLANATION. 10-7
    The three appraisal examples presented in this section are representative of some
    of the styles and presentation methods used by appraisers in the industry today. As
    you can see there are extreme variations with regard to content.
    The International Master Bike Builders Association's Primary Goal is to
    Establish and Maintain a STANDARD that ALL I.M.B.B.A CERTIFIED AND
    ACCREDITED APPRAISERS are Required to use regarding Methods of
    Approach, Research, Condition Rating, Value Definitions, Content, Comparative
    Examples, Supporting Documentation and Presentation.
    As previously discussed in this manual in Section Seven, there are certain
    Responsibilities and Obligations Concerning Professional Codes of Ethics,
    Standards of Care, Liability as an Appraiser, Contractual Commitments to Clients
    and Presentation that are Required by ALL I.M.B.B.A Certified and Accredited
    Appraisers MUST ADHERE TO.
    Certified and Accredited Members of the I.M.B.B.A Appraisers program can be
    confident in the knowledge that they are:
    THE MOST PROFESSIONALLY TRAINED AND INFORMED
    MOTORCYCLE APPRAISERS IN THE INDUSTRY!
    The Certification and Accreditation Board of Directors is Committed to
    Continually provide member appraisers with Current Information that concerns
    the motorcycle appraisal profession, and will Diligently Acknowledge and Promote
    it's Members. This Training Manual and The I.M.B.B.A Methods of Certification
    and Accreditation to Insurance Industry Professionals.
    CONGRATULATIONS AND THANK YOU FOR YOUR PARTICIPATION
    IN THIS PROGRAM!
    In the following section you will find the KNOWLEDGE TEST. Please read and
    understand the questions before committing to your answers. GOOD LUCK!
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 209
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    SECTION ELEVEN. 11-0
    KNOWLEDGE TEST.
    SECTION ELEVEN of the I.M.B.B.A Appraisers Training Manual consists of
    both written and multiple choice questions to confirm the knowledge you have
    obtained from this training manual.
    This section accounts for 85% of your grade, and combined with the previous
    exercise in Section 10, regarding the Appraisal Critiques for the three examples
    that were presented for your evaluation and explanation, will total a mark of
    100 %.
    Please be thorough with your written explanations, and verify your answers with
    supporting information on how you arrived at your conclusions if so required.
    All of the questions are derived from, and have been previously explained within
    the contents of this manual.
    ** PLEASE **
    DO NOT BEGIN THIS PORTION OF THE COURSE UNTIL YOU HAVE
    THOROUGHLY READ AND UNDERSTAND THE PRINCIPALS AND THE
    CONTENT OF THE MANUAL!
    It is STRONGLY ADVISED that you Review the Training Manual to ensure that
    you are ready to proceed with the test questions.
    Upon Completing the Knowledge Test and Obtaining a Passing Grade of 85 % or
    Better, you will be REQUIRED to Present Three Appraisals you have Completed
    for Clients that Meet or Exceed the Standards Outlined by the I.M.B.B.A
    Certification and Accreditation Board in order to become Certified. Please refer to
    Section 7- 10.
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 210
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    KNOWLEDGE TEST 11-1
    1: Name six things that the I.M.B.B.A Appraisers Program provides to meet its goal of
    Appraiser development.
    1.
    2.
    3.
    4.
    5.
    6.
    2: Name seven prerequisites required to become a Certified I.M.B.B.A Appraiser.
    1.
    2.
    3.
    4.
    5.
    6.
    7.
    3: Name six Goals that the I.M.B.B.A Appraisal Program strives to achieve within the
    Appraisers Certification Program.
    1.
    2.
    3.
    4.
    5.
    6.
    4: What does the term Professional mean to you?
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    5: What does APPRAISER INTEGRITY mean to you as an I.M.B.B.A Certified Appraiser?
    6: Can an I.M.B.B.A Appraiser, conduct an Appraisal on anything other than a Motorcycle or
    Motorcycle related Collectables?
    7: Can an I.M.B.B.A Appraiser Specialize in a specific make, model or style of Motorcycle ?
    8: Name four additional Resources an I.M.B.B.A Appraiser can use to assist with researching a
    Motorcycle's Value.
    1.
    2.
    3.
    4.
    5.
    9: Under what specific circumstances can a client's information be divulged?
    10: Does the I.M.B.B.A Appraisal Program set pricing and discounts for appraisals its
    members provide to clients?
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    11: How long must appraisal records be kept on file?
    12: If the appraisal is altered or modified in any way. Is the I.M.B.B.A Appraiser accountable?
    13: What information should be kept on file?
    14: What is the acceptable length of time it should take for an I.M.B.B.A Appraiser to deliver an
    Appraisal from the time of inspection to completion and delivery to a client?
    15: Hand written Appraisals are accepted by the I.M.B.B.A Certification and Accreditation
    Board as an alternative, if computer generated or type written appraisals are not possible.
    TRUE: FALSE:
    16: Define Conflict of Interest, and list five examples where Conflict of Interest occur.
    1.
    2.
    3.
    4.
    5.
    6.
    17: I.M.B.B.A Appraisers can conduct Appraisals via the internet when distance is a factor and
    it is not possible to inspect the motorcycle in person.
    TRUE: FALSE:
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 213
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    18: I.M.B.B.A Appraisers are Trained and Instructed on PRE loss Motorcycle Appraisals only.
    TRUE: FALSE:
    19: What procedure must be done if minor or insignificant Conflict of Interest occurs and it is
    mutually decided between the client and the I.M.B.B.A Appraiser that the appraisal can proceed?
    20: Name Eight of the Twelve Rules in the I.M.B.B.A Appraisers Code of Ethics.
    1.
    2.
    3.
    4.
    5.
    6.
    7.
    8.
    9.
    21: What is Errors and Omissions Insurance?
    22: In order to become an Accredited I.M.B.B.A Appraiser you must provide proof of Errors
    and Omissions Insurance.
    TRUE: FALSE:
    23: Name four methods of Establishing Condition Ratings for motorcycles.
    1.
    2.
    3.
    4.
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    24: It is acceptable to simply state that a motorcycle rates # 3 for condition.
    TRUE: FALSE:
    EXPLAINATION:
    25: What is the recommended and preferred method of inspecting a motorcycle when
    conducting an appraisal?
    26: Name five circumstances where the value of a motorcycle would be decreased by
    restoration.
    1.
    2.
    3.
    4.
    5.
    6.
    27: What is a comparable motorcycle?
    28: Name four factors that affect comparable examples.
    1.
    2.
    3.
    4.
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    29: Reference guides are better sources to determine value than comparable examples.
    TRUE: FALSE:
    30: Name four reference guide sources.
    1.
    2.
    3.
    4.
    5.
    31: What cautions are needed when using reference guides to establish value?
    32: What is the difference between Fair Market Value and Replacement Value?
    33: Explain what a 19A Endorsement is and the Importance of it with respect to your client.
    34: Name six ways to identify an Original Part from an Aftermarket replacement part.
    1.
    2.
    3.
    4.
    5.
    6.
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    35: How relevant are Auction results from sources such as Barrett Jackson with respect to your
    location?
    36: Around what year did V.I.N Numbers on motorcycle begin to contain more information?
    37: What year did Modern V.I.N. Numbers containing 17 digits begin ?
    38: Is an I.M.B.B.A Appraiser considered to be a Professional? And if so why?
    39: When does a Professional become Liable when it comes to Standard of Care?
    40: Define TORT.
    41: It is necessary to prove that an Appraiser intended to cause harm to be sued for negligence.
    TRUE: FALSE:
    42: Why is it important for I.M.B.B.A Appraisers to determine the purpose for which the client
    wants the Appraisal Report?
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    43: List three examples of negligence.
    1.
    2.
    3.
    4.
    44: On Harley – Davidson Motorcycle prior to 1961, what do the first two digits in the serial
    number tell you as an appraiser?
    45: 1982 to 2002 Harley-Davidson 5th and 6th digits designate?
    46: List Twelve things that must be included in an appraisal report.
    1.
    2.
    3.
    4.
    5.
    6.
    7.
    8.
    9.
    10.
    11.
    12.
    47: What is the Minimum number of Photographs acceptable in an I.M.B.B.A Appraisers
    Report? And how must photographs be presented?
    48: Define Provenance.
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    49: Supporting documents, Brochures, Manuals, Parts, and even Period Correct Original
    clothing can affect the Value of a Motorcycle and add to its Provenance.
    TRUE: FALSE:
    50: Name four reasons for having an appraisal done on a motorcycle.
    1.
    2.
    3.
    4.
    51: An I.M.B.B.A Certified Judge and Accredited Appraiser is participating on the Judging
    team at a major Motorcycle event, and is asked by the owner of one of the motorcycles he or she
    is judging to conduct an appraisal on the motorcycle. Is it acceptable to do so under the
    guidelines and code of ethics regulations outlined by the I.M.B.B.A Certification and
    Accreditation Board? Please explain your answer in detail.
    52: What is Vicarious Liability?
    53: The International Master Bike Builders Association Appraisers Program regulates fees and
    discounts charged by its member appraisers.
    TRUE: FALSE:
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 219
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    54: Name four Local resources an appraiser can use to research comparable examples.
    1.
    2.
    3.
    4.
    55: Describe the difference between the Kraus Publications Method and the Old Car Price
    Guide Method of determining condition rating.
    56: Explain the importance of using a worksheet when conducting an appraisal.
    57: Should I.M.B.B.A Appraisers conduct an appraisal on a motorcycle if they are not familiar
    with the particular make, model or year of it? Please Explain your answer in detail.
    58: I.M.B.B.A Appraisers can conduct an appraisal on a motorcycle they designed and Built for
    a customer.
    TRUE: FALSE:
    59: What must I.M.B.B.A Appraisers do to each Value entry within the body of an appraisal
    report?
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    60: Name three important items that an I..M.B.B.A Appraiser needs to photograph when taking
    pictures of the subject motorcycle and include in the appraisal report.
    1.
    2.
    3.
    61: What is the minimum Megapixel Quality a Camera used by an I.M.B.B.A Appraiser can use
    to photograph motorcycles they are appraising?
    62: When inspecting a motorcycle, what other identification tags are important to document?
    63: Name three additional factors that can add to the value of a collector motorcycle other than
    provenance.
    1.
    2.
    3.
    64: What is the minimum amount of comparable examples required as per the I.M.B.B.A
    Guidelines?
    65: What is the recommended time that an appraisal should be updated?
    66: Values of Motorcycles can established by simply adding up invoices and depreciating the
    amount for normal wear and usage.
    TRUE: FALSE:
    67: What is the definition of an appraiser?
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    68: It is important to include your credentials as part of the appraisal report.
    TRUE: FALSE:
    69: It is required that I.M.B.B.A Appraisers include the names of all Experts or persons the
    Consult to establish Value within the body and contents of the appraisal report.
    TRUE: FALSE:
    70: List six reasons that you are a good candidate to be a Certified I.M.B.B.A Appraiser.
    1.
    2.
    3.
    4.
    5.
    6.
    71: I.M.B.B.A MEMBER Appraisers and Certified Appraisers CAN NOT use the I.M.B.B.A
    Logo in their Appraisals anywhere other than on their Appraisers Credentials page.
    TRUE: FALSE:
    72: Explain the criteria that must be met when using Internet selling sites to research
    comparative examples:
    73: Name the first two things that must be established between an I.M.B.B.A Appraiser and the
    client before beginning the appraisal process.
    1.
    2.
    74: The terms Vintage and Classic have the same meaning.
    TRUE: FALSE:
    75: Popular Culture can affect Value when it comes to appraisals.
    TRUE: FALSE:
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 222
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    The following two questions are appraisal scenarios that you are asked to review
    and provide assessments for. Each of these appraisal worksheets, will account for
    5% of your final grade, so please be thorough and diligent in your research and
    your explanations. Each example provided, will give you descriptions and
    background information regarding each individual motorcycle. It is up to you as an
    appraiser, to determine based on the information you are provided with, the
    replacement or fair market value as requested in each scenario.
    76: APPRAISAL SCENARIO #1.
    A client has a 2002 Harley Davidson FLHRCI “Road King” that he is requesting
    an appraisal for motorcycle insurance on. When you inspect the bike, and talk to
    the owner, and he indicates that he is the second owner, his brother in law was the
    first owner, and he has had the motorcycle for a number of years. Each year he
    puts about 1000 kilometers on it driving to the mountains and around Calgary.
    About two years ago, he added a number of bolt on Harley Davidson and
    aftermarket parts. He kept all the receipts and they indicate that at the time, he
    spent about $ 16,500.00 on the motorcycle. Your inspection verifies that the
    motorcycle is very nice, and obviously it is well cared for. There are no paint chips
    or stone marks in the chrome and the motorcycle is exceptionally clean. The tires
    are new Dunlop Harley - Davidson wide white walls with very little wear. The
    custom FLHRCI touring seat is original and shows very little wear.
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 223
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    The original engine is spotless, and has been upgraded to 95 cubic inch . The engine starts
    easily, and settles into a quiet purr with very little vibration. Your value guide checks give you the
    following information.
    Canadian Motorcycle Dealers Blue Book guide value for high retail value suggests $13,000, for
    average retail is $ 11,600 and for low retail is $ 9,900.
    You search recent local auctions and discover that a Harley Davidson FLHRCI “Road King” sold
    in his area for $ 17,500.00. You have no further information on the auctioned motorcycle. There
    are no newspaper adds that can be found, but on searching the internet sites you see a Harley
    Davidson FLHRCI advertised for $ 17,500.00 in excellent condition for sale in Edmonton
    Alberta. While researching this information, you have the Barrett Jackson auction on the TV.
    and right before your eyes, another Harley Davidson FLHRCI is being sold as a completely low
    mileage motorcycle. The winning bidder pays $16,500.00.
    What condition rating (based on the Kraus rating system) would you place on this motorcycle?
    If you prefer a different rating system, name that system and rate the motorcycle.
    Using the information supplied above, show the references and sources of information and the
    values you would use to establish a value for insurance purposes, for this particular motorcycle.
    Reference or Source Value Estimate
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 224
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    Describe the thought process you used to determine value.
    Your opinion of fair market value for this Harley Davidson motorcycle is?
    77: APPRAISAL SCENARIO #2.
    A client has a 1973 Norton Commando Mark II Roadster and gives the following information to
    you. It is a low mileage Norton that he has owned since 1973 when he bought it New off the show
    room floor in Regina. The frame had an aftermarket sissy bar bolted to it and bent it slightly. The
    motorcycle was taken to a local restoration expert who specializes in Norton's to have a ground
    up restoration completed. There is no indication that the Norton has been ridden recently, and
    the owner says that it is a show bike, and it has only been hauled in a trailer to a couple of
    motorcycle shows, and has won trophies at every show he entered. The client wants an appraisal
    on the motorcycle for insurance purposes. Your inspection confirms the above information is, in
    fact true, and the client gives you a folder full of receipts that he says, are all of his records for
    what he spent on the motorcycle including a detailed labor report.
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 225
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    You look through the receipts and find out the following:
    1. The Norton was purchased new in 1973 for $ 1,995.00.
    2. The owner added the sissy bar and the bike was stock.
    3. The frame was replaced with a new Norvil frame from the United Kingdom, and the tank
    and side panels were repainted by a local paint shop. The swing arm assembly was converted
    to roller bearings, and the I so-elastic System was rebuilt utilizing Vernier Mark III from
    Hemming s in England. The cost was for these items was $ 2,250.00.
    4. The seat was replaced from the UK for $ 350.00.
    5. The engine and transmission were completely rebuilt with new bearings, pistons, and
    rings. The heads were ported, new valves/springs and several new gears in the transmission
    chest were replaced. The aluminum timing, transmission and primary covers were polished to
    reflect a mirror finish. Amal carburetors were re sleeved to give the slides better tolerances
    within the slide bores. The cost in total was $ 6,650.00.
    6. New wheel rims, stainless steel spokes and Dunlop TT 100 tires and new wheel bearings
    were installed. The cost was $ 1,250.00.
    7. New O.E.M. fenders, handle bars were purchased and installed. The Lucas signal lights,
    head light bucket were re-chromed along with the headlight bucket ears and the cost was $
    1675.00. The exhaust system and mounting rubbers were replaced with new ones from Norvil.
    8. The labor rate charged was 100 hours at a rate of $ 65.00/hr which totaled to $ 6,500.00.
    What is your opinion of a fair market value of this motorcycle at the current time?
    What is your opinion of the replacement value of this motorcycle at the current time?
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 226
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    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
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    Each bit of information above, has a reference number. What reference numbers or
    information if any, did you decide not to include in coming up with opinion of replacement value
    for this Norton?
    Describe the thought process used to determine value.
    Do you have any suggestions that might improve the training manual for future appraisers?
    If so please feel free to give us your input.
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 227
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    SECTION TWELVE. 12-0
    FORMAL APPRAISAL EXAMPLE SUBMISSIONS.
    CONGRATULATIONS!
    The final procedure to becoming a Certified I.M.B.B.A appraiser is to SUBMIT
    THREE COMPLETED APPRAISALS you have compiled for your clients. The
    appraisal file must be submitted in it's original format ( NOT P.D.F ) for review by
    the Certification and Accreditation Board. Your files will be archived securely and
    client confidentiality will be protected. An edited copy of the appraisals you submit
    with your clients name, contact information, serial numbers and identification
    numbers deleted will be entered into the I.M.B.B.A appraisal programs central
    data base for future reference and use as a comparative example. All I.M.B.B.A
    Certified and Accredited appraisers will have access to the Central Data Base to
    assist them with their research.
    Once you have submitted your three appraisals, and provided they meet with or
    exceed the requirements for content and the guidelines established by the
    I.M.B.B.A Certification and Accreditation Board, you will receive your notification
    and be assigned your certification number.
    Certified members can then further their status by becoming Accredited, and
    finally, Accredited members may then qualify to become Master Appraisers and
    members of the Certification and Accreditation Board if they so choose. Please
    refer to SECTION 7, SUBSECTION 7-10 for details.
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 228
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    HERE'S HOW FILE SUBMISSIONS
    AND
    THE CONFIRMATION PROCESS WORKS
    ● Each appraisal you conduct for a client will have an assigned appraisal file
    number. All I.M.B.B.A Appraisers will start their files in the following
    manner .
    1: YEAR: 2012
    2: FILE NUMBER: 01
    3: APPRAISERS FIRST, MIDDLE & LAST INITALS.
    ( FOR EXAMPLE: M.G.B.) MGB
    THE FILE NUMBER WILL THEN BE: 201201MGB
    File numbers will then run consecutively for every additional file until the
    year changes, where they will begin again with the current year, followed by
    the file number beginning with 01 and your initials.
    THIS FILE NUMBER MUST BE ON THE FRONT PAGE
    OF EACH APPRAISAL.
    ● When your file is submitted for approval and archiving, a confirmation letter
    will be sent to you after the Appraisal Submission Fee is Payed and
    Confirmed, verifying your appraisal has been reviewed and accepted by the
    Certification and Accreditation Board and the Confirmation Letter will
    include your file number.
    THIS CONFIRMATION LETTER MUST BE INCLUDED WITH EACH
    COPY OF YOUR APPRAISAL THAT YOU PRESENT TO YOUR CLIENT!
    I.M.B.B.A APPRAISERS TRAINING MANUAL PAGE 229
    THIS MANUAL CAN NOT BE DISTRIBUTED OR COPIED IN WHOLE OR IN PART
    WITHOUT THE WRITTEN CONSENT OF THE AUTHOR .
    PROTECTED BY COPYRIGHT
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