Can am renegade: For more than a decade, the Can Am Renegade has been one of the most daring and exhilarating all-terrain vehicles on the market. Ahead of its time, the 2007 Renegade 800 significantly outperformed other Sports 44s like the Yamaha Wolverine 450 and Polaris Sportsman 500. In 2008, the Renegade 500 and 570 were introduced, and the 800 X package. Aluminum handlebars, elevated metal footpegs, an aluminum skid plate, and reinforced aluminum wheels were all standard on the 800 X. KYB HPG shocks with reservoirs were also standard, as were fully adjustable KYB HPG shocks.
Features of can am renegade:
With the lessons learned from GNCC racing, Can-Am unveiled the Renegade X Cross-Country package in 2010. Beadlock aluminum wheels and Can-Visco-Lok Am’s QE front differential were added to the X package’s adjustable dual-mode Dynamic Power steering. When Can-Am added the 82hp Renegade 1000 to their G2 chassis in 2012, the timing was perfect. A redesigned geometry made the G2 Chassis lighter, stronger, stiffer, and more responsive.
With the addition of a third power steering map in 2012, dynamic power steering switched from bi-mode to tri-mode. For the 2016 model year, Can-Am increased the 1000’s horsepower to 89 hp to keep up with Polaris’ 2014 Scrambler XP 1000’s output. Even yet, the 82hp version of the Polaris Scrambler XP 1000 was able to defeat the 82hp version in the Dirt Trax 2014 Shootout.
The Renegade comes in three different displacements, which get the majority of the 2019 chassis and suspension upgrades. For $8,449, you get the 570, and for $10,299, you get the 850, both of which do not have power steering. The 850 and 1000 X XC packages with power steering start at $12,999 and $13,949, respectively. For $14,149, the black and Can-Am Red model we’re testing is available.
The Renegade’s exposed Rotax engine is one of the car’s most striking features, especially when paired with its low-profile fenders and aggressive styling. With four valves and SOHC per cylinder, the 1000R is powered by a 976cc water-cooled, fuel-injected, V-twin four-stroke engine with four valves. A gated shifter controls the automatic CVT’s high and low gears and neutral, reverse, and park. Engine braking is included as a feature.
The knock sensor, which automatically adjusts ignition timing to meet fluctuating gasoline quality, is responsible for the bump in horsepower from 89 to 91 in 2019. For best performance, Can-Am suggests using premium pump gas. Due to the steady decline in octane levels in pump gas, we never use anything less than premium in our vehicles.
Suspension and handling:
As a result of the revised suspension, Can am renegade claims that their 2019 upgrades have provided the industry’s greatest handling, stability, and comfort for 2019. Due to new, 1″ longer A-Arms and longer, broader TTI rear arms, the Renegade’s width increased 2″ to 48″.
Design of can am renegade:
There is an additional 1.4″ of ground clearance at the midway of the A-Arms because of its wide-arc shape. A new design for the front axle guards went along with it. The front sway bar on the Renegade is 13.5mm in diameter, allowing for a gentler rear sway bar. It is necessary to increase the independence of the rear wheels.
A pair of 214mm hydraulic disc brakes with dual-piston calipers supply the front stopping power. Steel-braided brake lines connect the front and rear hydraulic disc brakes. The front brake was operated by a right-side brake pedal and a lever positioned on the left side of the handlebar. Both the braking power and the feel were excellent. You’d expect the braking to be a little more concentrated towards the front.
Possessing the Required Work Capabilities:
On-board storage and towing capabilities are limited because this vehicle is a sport 4×4. Up to 35lbs of goods can be attached to the rear fenders using a little rough patch; this was hardly enough for our test crew’s lunch. A bolt-on hitch will allow you to pull up to 1,300 pounds. Even if you get the Outlander XT-P or X XC and add all the accouterments, it’ll be cheaper in the long run.
The Renegade’s cockpit is well-equipped if a little too large between the feet for our tastes. However, you get used to it. They drop the seat to a more comfortable level than on most Outlanders, making it easier for the rider to hang off the bars through corners. There are many advantages to using metal pegs instead of plastic ones, such as greater grip and control in mud or snow.
Tapered metal handlebars and sport-style:
The machine’s race-ready layout includes tapered metal handlebars and sport-style, wrap-around handguards. The track is well illuminated at night by the four 60-watt projector-beam headlights installed on the fenders. Tail and brake lights of 60 watts can be seen at the back. Updating the shock settings was necessary to make use of the new chassis. At 9.2″ in the front and 9.9″ in the back, the longer control arms have allowed for an additional 2/10″ of wheel travel.
High and low-speed compression:
Fox Podium 1.5 shocks are used in the 850 and 1000 Renegades, while the X XC variants use the Podium 1.5 RC2 shocks. High and low-speed compression and rebound damping can be fine-tuned using the RC2s’ threaded spring preload and rebound damping adjustment. These changes can give better speed over difficult terrain or smooth out a long day’s ride if you learn what they do and devote some time to properly testing and setting them up.
The Renegade 1000R’s dominance in championships and races shows that it is the fastest sport 44 in the woods. We tinkered with an old Outlander 800 on a simple jump over a decade ago. In the last few years, Can-Am has made significant improvements in the quality of its products, as seen by our testing of the Outlander and Can Am Renegade. Private owners who’ve put in a lot of time and mileage are also raving about it.
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