Our area had been hit by heavy rains in the last few weeks, which left plenty of deep rain ruts and choppy terrain to compare to my previous experience. My experience with Fox Shox has been positive and left me feeling good about what this machine would now be able to soak up. The first rut I encountered, which was much deeper and wider than what I had been exposed to at the intro, was sucked up by the machine as if it never existed, and this gave me the confidence to push even harder. As the speeds increased I could tell that the shock upgrade and DPS make a huge difference in how the Renegade 1000 handles on the trails. Whereas the front end seemed to wander around on the standard, this machine tracked straight and even took the hit of exposed boulders from the ground with minimal feedback through the bar.
As the day progressed and I became more comfortable, I opted to push the limits further, even to the point of catching some air on one of the choppier trails. If I cleared the small double, the landing was easily absorbed, but if I pushed the limits, the rear bucked as if I was riding a bucking bronco. I’m sure it could be dialed in a bit more with the adjustments on the shocks, but we also need to take into consideration this isn’t a motocrosser and it does have some limits. To give it a real GNCC test, I took the machine on some water-laden trails to see how much water abuse it could take before any signs of trouble would surface, and I was pleasantly surprised. After multiple water crossings with plenty of splash, it was apparent I was going to be waterlogged before anything came close to the belt. It was also through these crossings that the heavy-duty aluminum skid plate came in handy as I bounced off numerous submerged boulders that were looking to destroy the undercarriage of this machine.
At the end of the day as I made my way back to my truck, I started to take notice of the smaller things. Such as how the 25-inch ITP Holeshot ATR tires held traction and made turning predictable and that the clutching of this machine was almost spot-on to deliver power at the precise moment you needed it. You do need to be aware of how strong the decompression braking on this machine is, because it can cause the rear end to come around on you in loose terrain if you’re not paying attention. Even if you’re flying on any kind of paved surface, if you chop throttle, this thing will start to lock up the rear end to slow you down. My only gripe about the Renegade 1000 X xc, and I’m sure it isn’t specific to this model, was that I had a faulty seat latch on my unit that caused the seat to unexpectedly pop off at inopportune times and was a little annoying. Overall the machine was solidly built and a blast to ride.
Worth The Price?
If you’re looking at potentially purchasing a new Renegade 1000 and are struggling to determine whether the $2,500 difference is worth getting the X xc package over the standard model, it really depends on what you plan to do with the quad. If you’re simply going to set it up for mud riding with a lift kit, huge tires and snorkel, then the X xc is not for you. That’s what the Outlander X mr is for. If you plan on doing any kind of racing or even medium to aggressive trail riding, this is the machine you need to get. The effectiveness of the Fox Racing suspension and DPS make this machine well worth the money you’ll spend to make you comfortable on the track or trail. To sweeten the deal you get a set of killer beadlock wheels, hand guards to keep branches from taking off your fingers and a graphics kit that will help make you look fast even if you’re not. No matter what, you just need to make sure you’re comfortable and capable of handling this kind of machine as it was definitely made for more experienced riders. ATVR
2012 Can-Am Renegade 1000
Type: 4-stroke SOHC V-twin
Bore x stroke: 91x75mm
Fuel system: Fuel injected with 46mm throttle body
Starting system: Electric
Drive system: Shaft, selectable 2x4/4x4 with Visco-Lok front differential
Transmission: CVT with high/low range, reverse, engine-braking
Front: RS-type dual A-arms with Fox Racing Shox HPG shocks/9.0 in.
Rear: Torsional Trailing arm Independent (TTI) with Fox Racing Shox HPG shocks/9.3 in.
Front: ITP Holeshot ATR 25x8-12/Cast-aluminum beadlock
Rear: ITP Holeshot ATR 25x10-12/Cast-aluminum beadlock
Front: Dual 214mm vented discs with hydraulic twin-piston calipers
Rear: Dual 214mm vented discs with hydraulic twin-piston calipers
Wheelbase: 51.0 in.
Claimed dry weight: 687 lb
Ground clearance: 12.0 in.
Length/width/height: 86.0/46.0/45.0 in.
Seat height: 34.5 in.
Fuel capacity: 5.4 gal.
Lighting: Fender-mounted projector-beam 60-watt headlights with tail/brake light
Instruments: Multi-function gauge with speedometer, tachometer, odometer, tripmeter, hourmeters, fuel level, gear position, 4x4 indicator, diagnostics, clock, auto shut-off
Colors: Black/yellow with X xc race-inspired graphics and seat cover