2021 Can Am Renegade 570 and 1000R X XC Review For more than a decade, the Can-Am Renegade has been one of the most radical and thrilling ATVs. When the original Renegade 800 was released in 2007, its performance easily surpassed other Sport 4×4 engines of the time such as the Yamaha Wolverine 450 or Polaris Sportsman 500.
In 2008, the Renegade 500, then the 570, along with the 800 X pack were added. The 800 X benefits from full tuning, featuring reservoirs, KYB HPG shocks, aluminum handlebars, elevated metal toe pegs, aluminum skid plates and reinforced aluminum wheels.
Based on what Can-Am learned in GNCC racing, the Renegade X XC, the cross-country racing package was introduced in 2010. Building on the X-package, it gains dual-mode adjustable Dynamic Power steering, half-inch front sway bar, Can-Differential a faster-retracting Visco-Lok QE Am front, and beadlock aluminum wheels.
Renegade 1000 82hp added in 2012; the time was right for Can-Am to introduce its G2 chassis. The G2 chassis is lighter, stronger, stiffer and better handling thanks to the revised geometry. Dynamic power steering also switches from bi to tri-mode for 2012 with a third power steering map.
Can-Am increased its 1000 horsepower output to 89hp in 2016 to match the power output of the Polaris Scrambler XP 1000, which was released in 2014.
In 2019, the Can-Am once again increased power at 1000, to 91hp, accompanied by a number of more significant updates to the chassis and suspension.
Sharing an almost identical basic engine, chassis and suspension setup to the sports utility Outlander 1000R, Can-Am put most of its effort into marketing Outlander updates. This left some fans unaware that Renegade has even been updated, which we’ll take care of.
Whether you’ve been following the Renegade since its release, or seeing it for the first time, it’s with the same level of adrenaline, anticipation and nervousness we experienced when we threw our feet on the ATV for the first time that we bring you our test review of the Can-Am Renegade. 1000R X XC 2021.
2021 Can Am Renegade 1000R X XC Specs
Table of Contents
Engine: 976cc V-Twin
Power: 91 HP
Shocks: FOX 1.5 Podium RC2
Tires: 25″ ITP Holeshot ATR
Ground Clearance: 10.5″
2021 Can Am Renegade 1000R X XC Options
There are three displacement options available for the Renegade, all of which have enjoyed the most of the chassis and suspension updates from 2019. There are the reasonably priced 570 for $8,449 and the $10,299 850, both of which don’t come with power steering.
Power steering-equipped Renegade X XC packages are available starting at $12,999 for the 850 and $13,949 for the 1000. The black and red Can-Am Renegade 1000R X XC we tested lists for $14,149.
Can-Am sent us our test unit with a co-branded stainless steel Yoshimura performance exhaust. Yoshimura tells us that the exhaust is built to meet the 96db limit. It will work with stock fuel mapping, but we recommend adding a fuel management system to maximize horsepower and lower operating temperatures.
It is lighter than a standard exhaust and features a USFS-approved spark arrestor. The Extreme front bumper has also been installed.
2021 Can Am Renegade 1000R X XC Engine
Along with low-profile fenders and vibrant stripes, the Renegade doesn’t sport a cowling, exposing an impressive Rotax powerplant. The 1000R is powered by a water-cooled, fuel-injected, 976cc, V-twin, four stroke with four valve engine and SOHC per cylinder.
The automatic CVT transmission features high and low ranges, plus neutral, reverse and park, which are selected by the gate shifter. Engine braking is standard.
The 2019 increase from 89 to 91 horsepower is due to the addition of a knock sensor, which automatically optimizes ignition timing to suit varying fuel qualities. Can-Am recommends using premium pump gas for maximum performance. We never use less than premium because the pump gas octane rating declines rapidly with age.
The rear differential is said to have been made 50% stronger thanks to a size increase from 143mm to 155mm in 2019.
The right-hand handlebar-mounted switch chooses between two- and four-wheel drive featuring the Visco-Lok QE Can-Am, an auto-locking front differential, which operates as a limited-slip front end, progressively locking full four-wheel drive if the front end begins to slip .
It opens even more when traction has been restored. Can-Am recommends switching between driving modes at stop and the engine at idle.
With the throttle cable replaced with a throttle by wire system, Intelligent Throttle Control Can-Am was added in 2019. The rocker button on the throttle lets you choose between three throttle modes: Eco, Normal, and Sport.
Eco Mode reduces the top speed to 43 mph spread across the throw of the throttle, allowing for easier modulation of the throttle. Normal mode is designed to deliver full throttle with smooth initial throttle delivery.
Sport mode is designed to deliver faster and faster throttle delivery with less throttle lever movement required. Intelligent throttle control is also designed to filter out unwanted throttle input from rough terrain.
Starting the engine requires the use of the Can-Am Digitally Encoded Security System key. It comes with a performance lock and you can get a “normal” lock, which limits the top speed to 43 mph and mellow power delivery if you feel compelled to allow newer riders to try your Can-Am Renegade 1000R X XC, or you can just be put in. into Eco mode, which does the same thing.
With the DESS Key installed, the Renegade comes alive at the push of the start button. After 10 or 15 seconds, idle calms down and the engine is ready for action.
Seemingly endless horsepower and torque are available at all RPMs. Clutch engagement is sharp and responsive both off-track and fast-accelerating. Even with the throttle setting in eco mode, the clutch still provides some snap off the line. That helps when you need a little kick to roll. The clutch can be scary to a rider who probably shouldn’t be driving this machine.
When it comes to power, we have to talk about throttle. We’ve heard complaints about its build and being too smooth, although some people like its light-weight action. The electronic function is very good. All throttle settings are useful depending on the terrain and your mood.
For the Renegade, we really prefer a three-position switch, more like a run/off switch that lets you switch instantly and intuitively between throttle modes. This will significantly increase its usability without requiring you to lose a few seconds of switching modes.
The Eco throttle mode really softens the power and properly filters out sudden and unwanted input from the rider when traversing bumpy technical terrain. It also makes brute force much more manageable when speeding through tight, twisty sections.
Normal mode provides full throttle opening, with smooth delivery from the bottom. Sport mode delivers more throttle faster in throttle throws with sharp, precise throttle response. Sport mode provides the most direct throttle feel, with almost zero detectable lag when you hit the gas at any RPM. A more direct feeling of connection lets you appreciate how powerful the big Rotax V-twin really is.
Regardless of your current speed or the steepness of the terrain in front of you, the engine feels unaffected when you ask for more and is always willing to build RPM in a hurry. The responsiveness of the CVT only adds to the sensation with a slight flick of use.
Sliding out of the hole, the engine will stand up straight if you don’t respect the throttle. Lag is also not a problem entering and exiting corners at high speed. The sporty and responsive nature of the engine and transmission allows you to jump, wheelies, or open the throttle to relieve you of trouble if needed.
When the ATV 4×4 engine is running, there’s nothing faster, more thrilling or amazing to ride than the Can-Am Renegade 1000R X XC.
This is the third Can-Am ATV we’ve tested with the Visco-Lok QE four-wheel drive system and we’re very pleased with its performance, locking both front wheels instantly when needed to pull with all four wheels. Some may still demand a manually lockable front differential, but we don’t feel like we really need one on a speeding machine like this.
Engine braking strikes a fine balance between helping to keep speed under control at lower speeds without feeling like you’re dropping anchor when cutting throttle at higher speeds.
Overall, there’s a lot more performance than just about anyone can get used to, but that’s what makes it so much fun. Other than that, the 850 doesn’t make a lot of sticker envy.
2021 Can Am Renegade 1000R X XC Suspension
With the 2019 update, Can-Am claims to have provided the industry’s best handling, stability and comfort thanks to the new suspension. The Renegade has increased by 2” to 48” in width, thanks to the new A-arms which are 1” longer and the TTI rear arms are longer and wider. This is achieved without raising the machine’s center of gravity, maintaining an overall height of 49″. The frame received minor changes to complement the ATV’s wider stance.
The a-arms are completely redesigned with a wide arc that offers an additional 1.4” ground clearance at the midpoint. This is accompanied by a redesigned front axle guard.
The Can-Am Renegade 1000R X XC uses a 13.5mm diameter front sway bar, allowing for a softer rear sway bar. The goal is to increase the independence of the rear wheel, aiding comfort, while increasing ground contact for better traction in corners.
Taking advantage of the updated chassis required updated shock settings. The longer control arm allows the 2/10″ wheel to move more forward at 9.2″ and 6/10″ more to move backwards at 9.9″.
Base models Renegade 850 and 1000 use adjustable preload, Fox Podium 1.5 shocks with X XC models use Podium 1.5 RC2 shocks. The RC2 delivers what we expect from a race-ready shock with threaded spring preload, high and low speed compression, and rebound damping adjustments.
Learning what these adjustments do and taking time for testing and setup can get you up to speed over the grunts or smoothing out a long day’s commute.
Tri-Mode Dynamic power steering lets you choose between three levels of power steering assistance, all of which offer more assistance at low speeds or when the driver or the terrain is more demanding on steering.
All Renegades use ITP Holeshot ATR tires, 25×8-12 front and 25×10-12 rear. The Model X XC uses 12” cast aluminum beadlock wheels. Tire diameters and rim sizes are great for trail riding or aggressive racing, but we wish they would have used a square setting with the same wheel and tire width at all four corners, an arrangement that is more common in cross-country racing.
The Can-am Renegade 1000R X XC is claimed to have a claimed dry weight of 710 lbs, 25 lbs lighter than the Scrambler 850 Polaris, and 116 lbs lighter than the claimed Outlander 1000R XT-P or X XC. It features a claimed ground clearance of 10.5 inches, 49 inches high with a seat height of 34.5 inches. A 51” wheelbase accompanies the 48” Renegade width.
On paper, the Renegade has a 2” shorter wheelbase, 6/10” narrower, and has a lower seat height and ground clearance than the Scrambler 850, making the Can-Am Renegade 1000R X XC slightly more compact in almost all areas. all parts. everything but horsepower.
The factory suspension setup is perfect for handling all those engines. The stock suspension setup is ready for race speed, but we’re going to soften it up a bit for all day rides. The shock seems to work better the harder we push the Renegade.
The vehicle is solid on small rocks and the roots respond better under harsh pressure on the throttle or brakes. The ride remains relatively strong over the mid-size punch of logs, larger rocks, and square edge holes in the trail. The punishing part of the punch is the surprise, while reminding you that there’s still plenty of backup for you to choose from to hit your limit.
Since some cross-country races have a motocross track section, we walked to one of the East Fork MX tracks to test the suspension limits. The Renegade can carry some impressive speed through the inner roller sections only finding its limits of travel when we really get carried away.
The Can-Am Renegade 1000R X XC’s added width and dual sway bars allow you to hook rail corners and handle off-cambers with minimal body roll. Accurate driving is good at low to mid-intensity, but the front end starts to push a bit as the charging spins with the rear end connected.
Like any good 4×4 GNCC racer, we continue to use four-wheel drive most of the time to help pull us through corners, which improves steering accuracy. Less spring preload and/or low-speed compression damping up front also helps. More accurate handling is one of the reasons many GNCC drivers choose to use tires of the same size in all four corners.
Steering feels good. The differences between the power steering modes are small, but noticeable. We usually switch between medium and maximum settings depending on conditions, although we can leave it at max and be content. It works great without leaving you feeling disconnected from the road, making it one of our favorite power steering systems on the market.
The ITP Holeshot ATR looks like a good fit for the Can-Am Renegade 1000R X XC, but after experiencing a flat from the relatively blunt little stick, we didn’t like it as much as the ITP Terracross used on most Outlander models.
At the front, braking power is provided by dual hydraulic disc brakes with 214mm rotors and dual piston calipers. The same single hydraulic disc brake is used at the rear, all using steel braided brake lines. The lever mounted on the left side handlebar engages the brakes at both ends with the right side brake pedal operating the rear brake independently.
Braking power and feel on the Can-Am Renegade 1000R X XC are both excellent. Braking is slightly biased towards the front as you would like. The position of the rear brake pedal is quite good although a bit high. There is also a handlebar mounted parking brake which is easy to use.
Can Am Renegade Work
Being a 4×4 ATV Sport, there isn’t much in the way of on-board storage or carry capacity on the Can-Am Renegade 1000R X XC. A small textured spot in the center of the rear fender allows you to mount up to 35 lbs of cargo; barely had lunch for our test crew.
The accessory bolt on the hitch will allow you to pull 1,300 lbs. You can add tons of accessories to allow you to transport stuff, but at that level, you might as well buy the Outlander XT-P or X XC.
Can Am Renegade Cockpit
The cockpit is quite well appointed for the Renegade’s sporty intentions, although it’s a little wider than we’d like between our legs. You get used to it, though. The seats are soft and easy to move, helped by the higher metal footrests on the Renegade.
They make the seat feel lower than most Outlander models, aiding rider movement when hanging around corners. The metal pegs are a huge upgrade that the Renegade enjoys that Outlander owners want to add for better grip and control, especially in muddy or snowy conditions.
The digital display is fully mounted “in front” instead of “above” the handlebars unlike most 4×4 ATVs. This makes it easy to outfit the Outlander with any kind of aftermarket handlebar style or bend you want. Standard tapered aluminum handlebars add to the engine’s race-ready setup along with sporting styling, wraps, hand guards.
Four 60-watt fender-mounted projector spotlights illuminate the trail quite well at night. The 60 watt tail and brake light are found at the rear.
2021 Can Am Renegade 570
BETTER WITH X: Renegade X Xc Rocks 91 Hp, Visco-Lok Qe Differential, Shock Fox, New Rims & Tires, Trail Armor—And A Ton Of Attitude.
FAST, FACTORY: The Renegade is Built To Master Its Class, With Standard Front Bumpers, Skid Plates Available, And New Wheel & Tire Options.
Features may include:
LEADING MACHINERY TECHNOLOGY
MOST POWERFUL ROTAX ENGINE
At 91-hp, the Renegade 1000R model is the most powerful ATV on the market, ready to attack and defend on the toughest trails or mud holes. Also offered in class-leading Rotax 850 & 48-hp Rotax 570 versions.
NEXT LEVEL HANDLING
FOX SHOCK AVAILABLE
Renegade 850 models are equipped with pre-adjustable FOX 1.5 PODIUM rear shocks that are calibrated for more predictable response at traction limits and better handling at high and low speed bumps.
TRI-MODE INTELLIGENT THROTTLE CONTROL
Intelligent Throttle Control (iTC™) is how the Renegade and its Rotax engine feel so responsive and controllable. With Standard, ECO, and Sport modes, the throttle-by-wire iTC helps smooth off-road power delivery.
INNOVATIVE SUSPENSION SETUP
FRONT DOUBLE SOFT ARM A-SUSPENSION
The Renegade’s most significant upgrade begins with front arched A-arms, sway bars and revised wheels for wider stance & better clearance. The Renegade goes where you direct it — with cutting edge grip and handling.
2021 Can Am Renegade Price: How Much Does A Can Am Renegade Cost
The base model Renegade 850 retails for $10,299 with the 850 X XC selling for $2,700 more. The X XC package gets a $2,069 Fox RC2 shock upgrade, $1,000 beadlock wheels, $104.99 tapered aluminum handlebars, $88.98 aluminum hand guard and mount, and a $104.99 aluminum center skid plate plus added power steering.
The Can-Am Renegade 1000R X XC will cost you an extra $950.00 compared to 850 for an extra 13hp. Can-Am increases the amount of value you get the more money you spend. This makes the X XC package hard to miss for those who want to race or who just want the best.
The disproportionate number of championships and riders who choose to race the Renegade 1000R is proof that it is the fastest Sport 4×4 in the jungle. More than a decade ago, we revamped the old Outlander 800 with a relatively easy jump.
Today, Can-Am has made great strides in construction quality which was evident to us during recent rough Outlander and Renegade testing. We also heard good things from the private owner who had traveled several miles.
Santo Derisi from Derisi Racing tells us that the Renegade should hold up well for entry-level XC racers without all the gussetting done on the rider’s Renegade. We expect the typical trail rider to get the year out of one without any major issues.
As a pure thrill, the Can-Am Renegade 1000R X XC is on par with legendary machines like the Banshee, LT500, or Tecate 3. Sure, there are some things the lightweight 2WD sports engine does better, but the Renegade is the only one in the bunch to provide it.
4WD capability and it’s great. This is an ATV we’ve been dreaming of testing for some time and it lives up to our fantasies. If you want to say you’ve ridden the worst ATV ever built, the Renegade 1000R should be on your list.
Whether you need a 4×4 quad race or just want the fastest 4×4 ATV in the jungle, the Can-Am Renegade 1000R X XC is your ATV.