Can-Am Renegade 800 [2008 – 2014]: A Rugged Legacy Revisited
Introduction
The Can-Am Renegade 800 isn’t just an ATV—it’s a statement. From 2008 to 2014, this machine carved its reputation as a high-performance quad built for riders who demand power, agility, and durability. With its roaring Rotax V-twin engine and aggressive styling, the Renegade 800 targeted thrill-seekers and hardcore off-roaders. But how does this generation hold up today? After spending days testing it through mud, rock beds, and open trails, here’s why it remains a benchmark in the sport ATV segment.
Engine: The Heart of a Predator
At the core of the Renegade 800 lies a 799.9 cc liquid-cooled V2 engine (48.8 cubic inches), a BRP Rotax powerhouse churning out 71 HP. This isn’t just raw power—it’s refined fury. Early models (2008–2009) used carburetors, but by 2010, fuel injection took over, delivering crisper throttle response and better cold-start reliability.
Key Impressions:
- Low-End Torque: The engine’s 62 mm stroke gives it a tractor-like pull from idle, perfect for crawling over logs or climbing steep inclines.
- CVT Transmission: The automatic gearbox eliminates shifting hassles, but don’t mistake it for being tame. Under hard acceleration, the belt-driven system screams with a satisfying urgency, transferring power seamlessly to the shaft-driven drivetrain.
- Engine Braking: A standout feature for technical terrain. Descending hills feels controlled, almost like the ATV is digging its heels into the dirt.
While the engine isn’t the quietest (the V-twin growl is unmistakable), it’s music to an enthusiast’s ears. Fuel efficiency? Expect around 15-18 km/L (35-42 MPG) on mixed terrain, though heavy throttle use will drain the 16-20.5L (4.2-5.4 gal) tank faster.
Handling: Precision Meets Brutality
The Renegade 800’s chassis is a masterclass in off-road engineering. Its SST (Surrounding Spar Technology) frame balances rigidity and flex, absorbing impacts without feeling vague. Later models (2012–2014) upgraded to the SST G2 frame, which added robustness for extreme riding.
Suspension Setup:
- Front: Double A-arms with 229 mm (9 in) of travel (upgraded to Fox HPG shocks in later years).
- Rear: TTI (Torsional Trailing arm Independent) suspension with 236 mm (9.3 in) of travel.
On the Trail:
The Renegade feels planted, even at aggressive lean angles. The Visco-Lok front differential automatically adjusts torque between front wheels, eliminating the need to manually lock hubs. Switch to 4WD, and the ATV becomes unstoppable—mud holes and loose gravel are mere inconveniences.
Dynamic Power Steering (DPS): Introduced in 2010, this system reduces steering effort by up to 60% at low speeds but firms up at higher speeds. It’s a game-changer for long rides, reducing arm fatigue without numbing feedback.
Comfort: Built for Endurance
At 279-303 kg (615-668 lbs), the Renegade isn’t light, but its weight distribution masks the heft. The 34.5-inch seat height accommodates taller riders, while the narrow chassis lets shorter riders plant their feet confidently.
Ergonomics:
- Grips and Controls: Wide, rubber-coated grips dampen vibrations. Thumb throttle response is linear—no jerky surprises.
- Instrument Cluster: The digital gauge (post-2010 models) provides speed, fuel level, and diagnostics. Pre-2010 analog clusters feel dated but functional.
- Lighting: Four 60W projector beams (240W total on later models) light up trails like daylight.
Storage? Minimal. The 16 kg (35 lb) rear rack and 3.7L (1 gal) storage box are best for tools, not gear. Aftermarket racks are a must for camping trips.
Competition: How It Stacks Up
The Renegade 800’s rivals were fierce, but here’s how it dominated:
- Polaris Sportsman 800 HO:
- Similar power but softer suspension. Polaris prioritized comfort over aggression.
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Lacked Renegade’s DPS and Visco-Lok differential, making it less precise in technical terrain.
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Yamaha Grizzly 700:
- Ultra-reliable but down on power (48 HP). Yamaha’s Ultramatic transmission was smoother, though.
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Lighter at 295 kg (650 lbs) but less stable at high speeds.
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Honda Rincon 680:
- Honda’s build quality shone, but the 675 cc engine felt anemic next to the Renegade.
- Independent rear suspension couldn’t match the TTI’s articulation.
Verdict: The Renegade 800 outmuscled most rivals, though its weight and thirst for fuel were trade-offs.
Maintenance: Keeping the Beast Alive
The Renegade 800 is robust but demands attention:
- CVT Maintenance:
- Clean the clutch housing annually. Grit buildup causes belt slippage. Upgrade to a high-temp belt for heavy use.
- Suspension:
- HPG/Fox shocks need rebuilds every 2-3 years. Consider aftermarket springs for aggressive riders.
- Brakes:
- Single-disc rear brakes (pre-2014) fade during prolonged descents. Swap to dual-piston calipers for better bite.
- Tires:
- Stock ITP Holeshots wear quickly on rocks. Switch to Maxxis Bighorns for longevity.
Pro Tip: The DESS key system is reliable, but keep a spare—replacement requires a dealership visit.
Final Thoughts
The Can-Am Renegade 800 remains a legend for a reason. It’s not the lightest or cheapest to maintain, but few quads match its blend of power, innovation, and sheer capability. Whether you’re tackling dunes or towing logs, this ATV thrives where others hesitate.
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