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The skis were replaced with Starting Line skis and powder coated to go with the finished design of the sled. The radius rods were replaced the skinny up the front end for mountain riding. The Mountain Max rods were used and powder coated to match. The carbon fiber trailing arms were installed to decrease weight and add durability. The billet steering arm was added for weight and looks.

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Aaen Performance triple exhaust pipes were exchanged with the Yamaha stock pipe and canister. This replacement increased the performance of the Viper and the looks. The pipes were then Ceramic coated to create a more efficient engine. The heads were replaced with Hauck design. These have interchangeable domes to increase or decrease compression. The engine itself was cleaned up, but currently not ported (the timing and ports have not been altered). The engine, which was designed to run at 8500 RPM, was blueprinted and plotted out. It now runs at 9300 - 9500 rpm for this area.

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Due to the mountains, the stock suspension, tunnel, and track would not be efficient. The M-10 with Ohlin shocks (144") replaced the Pro-Action suspension (121"). The springs were powder coated in the fade red to black design to match the finished product. A Camoplast track, 144" x 2", was purchased and installed to create better floatation and traction. The tunnel was designed by Tim and built by Van Amberg Enterprises. It was design with the rider in mind and the running boards do not taper in until past the back of the seat allowing the rider the ability to stand in the back, changing the leverage points. Again, this was powder coated in the fade design.

All of these items were redesigned and/or installed to decrease the weight, increase the performance, and customize the look of the Viper to fit the needs of the rider.

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The following pictures and explanations are strictly the disassembling of the Stock Viper.

The tear-down began with the seat and gas tank removal.

...and continued with the engine being taken out of the chassis.

The suspension and track were taken out and the tunnel was then detached from the belly pan and trailing arms.

All of the remaining parts were removed from the belly pan, including rivets and harnesses.

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The following are pictures and explanations of the changes made to the engine.

While the engine was disassembled being blue printed, the pistons and cylinders were coated to increase horsepower. The piston coatings also add an element of preventative maintenance to the skirts. This coating also was a peace of mind addition due to the engine now turning 9500 RPMs.

The Hauck heads were added due to the flexibility they offer. The domes are interchangeable allowing a variety of compression changes. These domes allow for function changes (racing vs. riding) and elevation differences (10,000 feet above sea level vs. 4,000).

These pipes were selected because of the sleek line, smaller chambers, and the weight savings without a silencer. Although designed for 8500 RPMs, the engine and clutching was changed and the pipe was calculated to increase the RPMs and run aggressively. The Ceramic coating was considered during this process as well.

Although hard to see and tell the difference, the clutches are coated on the outside of the sheaves. This coating pulls the heat out of the inside sheaves increasing belt life and decreasing belt slippage. Since the Viper was radically modified, the clutching is very extreme as well.

To learn more about Internal Engine, Ceramic Pipe, and Clutch Coatings -

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The following are pictures and explanations of the changes made to the tunnel, suspension, and track.

The picture above is the last stage of the custom powder coating. Although it appears to be white, this is the clear coat that was applied last. Once the cured in the oven, the white appearance changes to clear showing the fade from red to black design underneath. This last stage is not necessary for coatings, but was added for affect.

The M-10 purchased was equipped with Ohlin Shocks. The springs were powder coated to flow with the finished design. The track is a Camoplast 144" x 2" with medium stiffness paddles.

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The following pictures and explanations are of the re-assembly of the Custom Viper.

Installing the finished coated tunnel required a lot of rivets and patience. The tunnel must be attached inside of the belly pan and the running boards, where the coolant runs, needs to be aligned perfectly for later. Since the tunnel was a custom design, there was some modifications that were necessary to the belly pan to ensure the proper fit.

Once the tunnel was installed, the front end (shocks, trailing arms, skis, and radius rods) were installed. Again, the angles needed to match up perfectly to ensure that the snowmobile would be in alignment when done. There was to much work involved to have to redo this machine.

In order to allow the machine to stand on it's own, the suspension and track were installed. The tunnel was designed to fit a 151" suspension and track so the suspension was installed so that modifications could be done at a later date with ease and little hole punching in the finished tunnel.

After the sled could withstand it's own weight, the engine was dropped in and aligned. Alignment of the engine is critical as the pipes will not fit properly and the clutches will cause problems when running. The pipes were installed after completing the ceramic process. Finally the clutches were installed to complete the package.

For more information on how you can get any item shown, please contact Thin Air!

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