2000 fast blade 7x2

What's it like to ride FAST's all new Blade snowmobile? Like nothing we've ridden before- yet like bits of feelings from some of the many sleds we've ridden over the years.

What struck me most was how light the sled feels, especially in the steering.I had to reach way, way back to retrieve memories of a similar "feel." That sensation is reminiscent of late 1960s Ski-Doo Olympiques which had lots of track on the snow and an engine mounted on the tunnel where you find most fuel tanks on modern sleds. You would get a very light feel atthe handlebars, allowing you to switch left-right, right-left rapidly and with little to no ski bite in the snow. That was the "feel" with the Blade, but this modern concept, while easy to turn, has lots of bite.A mighty major difference from that vintage Olympique to now.

I retrieved another memory from the archives in my mental hard drive.That of Polaris' mid-1970s era Colt S/S 340. I had used the Colt as a practicesled for my run in the old Winnipeg-to-St. Paul 500-mile endurance race.While the sled I ran was a much faster Polaris TX-L 340, the Colt proved ideal for practice in Minnesota's cement-hard ditches of the day. With its narrow 28-inch ski stance and tall profile, the Colt, when ridden at full throttle, was a bit tippy, requiring the rider to develop reflexes needed in the ditches and ungroomed trail conditions of the old "Winnipeg"race. It was an exciting sled to flog hard forgiving, yet challenging and quite satisfying. It got you in shape for the real thing.

The 1977 Colt SS 340 weighed in at 390 pounds with five gallons of pre-mixed fuel (358.5 pounds dry). Compare that to FAST's Blade at 398 pounds. Bothwere light, nimble, easy to maneuver. But the Blade with its 124 horsepowerPolaris-based twin is much stronger and a whole modern world more responsive than the 30-ish horsepower vintage-era Colt.

In other words, you have to go way back to find a sled that could approach the Blade in light weight, light steering feel and all around rider satisfaction.

While totally modern, the Blade seems a throwback to an earlier era of snowmobiling. It reminds you that as its rider, you can have more fun than merely pulling the trigger on an obnoxiously powerful motor and casting your fate into the first turn you come upon. No, the Blade is designed to remind you that you, the rider/driver, are in total command. Hence the light pull on the throttle. The ease of steering. The strength of the ski bite,which is surprising for the lack of weight you feel coming back at you whenyou turn the skis. This sled is designed for control.

I was invited to the FAST late spring test track for a personal introduction of the new sled. Model #1 awaited me. But first I had to ride the Polaris Indy 700 XC for a baseline comparison of a top-rated conventional sled.Let me just state that I had undergone major surgery just three months previous to this ride and was not in peak riding shape. The Indy, a sled that undermost circumstances I enjoy, felt like a boat to me. We were on a closed ski slope, chasing the last vestiges of man-made snow around a three-mile test track. The Indy was set up well, felt strong off the mark and fit mefine. But I tired easily after a few hard laps.

A brief rest and the Blade was ready. The test sled came with the baseline M-10 rear suspension; manual adjustments set to my weight. Immediately you know that you are aboard a unique vehicle. And while the powerplant is essentially the same as the Indy 700, the drivetrain engaged more smoothly-sneaky smoothmore like a Yamaha triple than a hard-ramping Polaris. Credit to the FASTteam. The controlled Tru-Pitch transfer case and its gear system was noticeably better than the chain drive of the base Polaris.

At first the lightness of the Blade is unsettling. I expected more mass.Entering and exiting turns you know that this sled is light- 398 pounds.There's not the fight you must give a conventional sled to get grip on the skis when coming out of a bumpy, moguled turn. At first you think the Blade isn't biting in, but you are getting in and out of the corners with minimal effort. And it was easily a less tiring sled to ride. I could understand how high mileage riders could easily enjoy this new FAST design.

While I personally would opt for the $700 electronic M-10 suspension option, the standard M-10B is more than adequate. I just like gadgets, and if you're going to be riding for hundreds of miles a weekend, why not get a little more instant gratification at your thumb?

The Blade proved unique in overall ride and control. I haven't ridden anything even close to the Blade ever. Its power level is strong, not explosive like you'd get from an SRX or Mach Z. But every bit as stout as you'll findfrom Ski-Doo's MXZ 700 or the Indy 700. The drivetrain was very smooth,which makes us believe that the Blade is much quicker than you can sense without putting a radar gun on it. Like we said, it's sneaky like the better Yamaha triples.

Comfort-wise the Blade takes a bit of getting used to. It feels small,but that's more of a perception brought on by its narrow-appearing "stealth"styling and its light feel. The controls fit as well as any you'll find.The windscreen, while tiny looking, actually works better than most "racing"style screens. For Minnesota winters, you'll definitely want the hand-gators,a no-cost wind deflecting option. The optional Ohlins shocks would be nice,but you can save $800 if you pass. If you ride more than 200 miles per day or ride the moguls like snocrosser Blair Morgan, you would get benefit fromthe shock upgrade.

Other than that, the Blade is quite complete at its suggested base price of $15,900. At that price the Blade is not for everyone. FAST knows that and expects to hold total full production to about 500 units per year. That way the value and price of used Blades should stay high, making your investment pricey but stable.

Riding the Blade was one thing. Seeing the pieces that go into a Blade was even more impressive. FAST officials feel that the pieces- and final product- must not only be extremely functional, but should be styled well,too. With the Blade's lightweight skin covering the tubular/carbon perimeter frame, you can't see the intricate detailing of the gears in the transfer case or the precise fit of the front suspension's A-arms that give you a free-moving 9.5 inches of travel geometry. There's a precision designed stabilizer system that controls chassis roll and permits riders to adjust the roll stiffness to their own personal preferences.

While you can see some of the compactness of componentry on a dressed Blade, you need to see a naked Blade to appreciate the efforts made to bring all the "heavyweight" components- engine, exhaust, fuel and oiltanks- to the chassis' center. The Blade has an excellent center of gravity configuration, which directly contributes to the sled's sense of being lightin weight.

Yes, the Blade is the sum of some very nicely conceived parts. It is an impressive snowmobile. A uniquely creative sled, the FAST Blade borrows from the past and blends the present for a very promising future.

2000 Fast Blade 7x2
Overall Height: 45 inches
Overall Length: 109 inches
Weight: 398 lbs.
Ski Stance: 41.75 inches
Engine: 700cc liquid-cooled, case reed Polaris twin
Exhaust: FAST Fatboy pipe
Clutch:
Drive: P-85
 Driven: P-85
Suspension Travel:
 Front: RAD double A-arm, FAST tuneable stabilzer system, Fox shocks, 9.5 in.
 Rear: M-10B Fox shocks, 10.6 in.
Fuel Capacity: 10.2 gallons
Key Features: Wilwood hydraulic disc brake, Delta perimeter Frame, carbon fiber, Kevlarand honeycomb tunnel construction, C&A plastic skis.
Retail Price: $15,299