Engine and transmission

Displacement799.9 ccm (48.81 cubic inches)
Engine typeV2, four-stroke
Engine detailsBRP Rotax engine
Power71.0 HP (51.8 kW))
Bore x stroke91.0 x 62.0 mm (3.6 x 2.4 inches)
Fuel systemInjection. 46-mm Throttle Body, 2 Siemens∞ VDO injectors
Fuel controlSingle Overhead Cams (SOHC)
Ignition650-watt magneto
Cooling systemLiquid
Transmission typeShaft drive (cardan)   (final drive)
DrivelineSelectable 2w/4w shaft driven with Visco-lok  front differential

Chassis, suspension, brakes and wheels

Front suspensionKYB and #8734; HPG aluminum piggyback shocks with dual speed compression, rebound and preload adjustments
Rear suspensionKYB HPG with remote reservoir shocks with dual speed compression, rebound and preload adjustments
Front tire25/8-12
Rear tire25/10-12
Front brakesSingle disc
Rear brakesSingle disc
WheelsCenter cast-aluminum. ITP Holeshot ATR tires.


Physical measures and capacities

Dry weight279.0 kg (615.1 pounds)
Power/weight ratio0.2545 HP/kg
Seat height876 mm (34.5 inches) If adjustable, lowest setting.
Ground clearance279 mm (11.0 inches)
Fuel capacity16.28 litres (4.30 US gallons)

Other specs

Color optionsYellow/black
InstrumentsMulti-function gauge: Speedometer, tachometer, odometer, trip and hour meters, fuel, gear position, 4×4 indicator, diagnostics, clock, auto shut off
Light4 fender mounted Projector Beam headlamps (60W) with tail light / brake light
Carrying capacityRack 35 lb (16 kg). Rear storage 1 US gal (3.7 L).
Factory warranty6 months


Engine idle speed:
1250 ± 50 U/MIN
Tyre pressure (front):
0,35 – 0,48 BAR
Tyre pressure (rear):
0,38 – 0,48 BAR
Spark plug 1:
Electrode gap:
0,6-0,7 MM


Fork oil per rod:
Engine oil w/o filter:
SAE 5W-30
Engine oil with filter:
Brake fluid:
Final drive oil:
SAE 75W-90 GL-5
20,5 LITER
*Always verify maintenance and service data with the bike owner’s manual.

Get your parts with free shipping and no restock fees from REVZILLA.COM


Private Price Guide
$3,900 – $5,900
Price as new


CAN AM RENEGADE 800 HO Review and Does it Actually Worths The Money?

You’ll know what this machine has to offer the moment you see it. The new 2008 Can-Am Renegade 800’s sleek design lines are unlike anything else on the market. It screams performance with a design that accurately reflects what this machine is all about. It will not disappoint anyone looking for sheer power at the ready in any given circumstance. This Renegade has the same engine as the Outlander. In reality, the Renegade has many of the same characteristics, such as its beam frame, gas shock absorbers, adjustable handlebar, a comprehensive numerical meter with driving mode and speed indications, and high-quality headlamps. The list is extensive, and you can find all of the specifics on the manufacturer’s website.

The start-up is rapid and efficient, and the injection helps you forget about problems with a choke and altitude changes. My only complaint is that if I stopped and began too frequently, the battery would deplete. When turned off, even with the key removed, the Renegade’s tail light and instruments remain illuminated for an extended period of time. I’m not sure why. The scrolling messaging device was equally amusing to me. The initial sounds released hint to the motor’s potential power. The huge twin-cylinder has a significantly more serious and muscular sound than the Outlander, thanks to a different muffler. The growl is nice, but it’s the loudest I’ve heard on a quad so far.

CAN AM RENEGADE 800 HO Review and Does it Actually Worths The Money?​


Driving this beast requires you to be always vigilant. Managing all of this power might be difficult at times; thumbing softly is essential on narrow terrain. The renegade’s powertrain generates power smoothly at low and high rpm, but it’s still challenging.
Our initial attempts had us chuckling at the absurd amount of force and grip. Climbing onto a massive snow bank, the monster broke it in two, blasting up snow like four snow blowers working together. The massive ITP tires are incredibly efficient, and the quad effortlessly ploughed through knee-deep snow. We felt so unstoppable that we got stranded despite the fact that there was at least four feet of snow at that location. Fortunately, we were two extremely capable big lads. For increased security, a winch should be installed. The powers of this quad will seldom let you down, but when they do, the 800-pound beast will be difficult to move. Even on flat terrain, it’s difficult to push.

can am renegade 800 review

Handling and Controls

The machine’s riding posture is really comfortable, and it appears to be able to accommodate riders of all sizes. Only experienced riders should attempt this one. For it is a beast awaiting the most difficult terrain. In that regard, the tiltable handlebars are really useful.

All of the controls are perfectly positioned for simple usage. My fingers felt at ease reaching for any button. The reverse gear rev limiter override is the most useful, but it should be used with caution. If you squeeze your thumb too firmly, you can wind up kissing the front bumper in a hurry. The transition from two to four wheel drive is accomplished swiftly with the flip of a switch. I went against the advice and attempted changing it while moving but off the throttle, and there was no discernible noise or mechanical hesitation. The “Visco-lock” provided smooth and intelligent traction to the wheels when needed, although it did seem strange on a few instances, making a noise while carving hard in the thick and heavy wet snow as the outer rear tire seemed to lose grip for a brief moment. But this isn’t something that any reasonable rider would notice because it happened while we were attempting to slide the back for a great shot in much too much snow.

can am renegae 800 specs

The right-side gear selector works nicely, and I got the hang of it soon. Indentations in the body help to avoid having to hunt for or question if the correct spot is picked. I didn’t need to glance at it after only a few rides to know what position it was in.

How does the CAN AM RENEGADE 800 feels?

Despite the difficult and strenuous snow conditions, riding it in two wheel drive was only practicable where quads had already built tracks. Driving it in 4WD, on the other hand, was a lot more fun. The enormous amount of power available gave the impression that this quad was incredibly light; standing on the pegs and letting the machine dance over bumps was just as much fun and effortless as it was on a 450 race quad.

Rider protection should be improved: debris is often thrown straight up in your face by the nose wheels, and snow quickly fills up the foot rests. So much so that it would obstruct the working of the back brake pedal, and I had to stop several times to clean them out. The rear brake pedal was a little too high for my liking; I got my boot sole trapped on the side of it a few times instead of having rapid access to it. In that regard, the plastics are less effective than other 4WDs, but it’s the price to pay for looking so awesome. The alternative option would have been massive squared-off fenders, which would have plainly ruined the aesthetic.

This huge machine is exceptionally well balanced given its size. On dry ground, pressing the throttle to the limit from a standstill will not have you flipping over on your back, but if you increase the rpm a little, the beast can easily rise up into a wheelie if that’s what you want. It’s smooth enough that it shouldn’t take you off surprise. Only a tug on the bar will assist the front ascend higher.

Without a doubt, this is not a machine for a novice. There’s also a caution label on the gas tank to alert inexperienced drivers, which states, among other things, that no one under the age of 16 should drive it. However, for those with the requisite skill, the Renegade is quite easy to take in hand, and the power, although being copious, is highly manageable. Who would have believed that such large barrel 4WD quads could become so sporty?


I’m new to performance tuning for a Renegade, although I’ve worked with Yamaha sport ATVs before. Essentially, I’m searching for a how-to or direction on where to begin, what the first things you need, and what gets the best bang for your dollars.

My 2007 Renegade 800 HO (does the HO designation mean anything, or is this the basic 62 HP engine) has 25″ tires and no performance improvements yet. I’d want to see faster acceleration and a top speed of 130 km/h.

Some queries:
– Why not start with the big three?
– Slip-on or full exhaust?
– Do you require the Tune Monster for a Renegade or will a Power Commander suffice?
– How should I handle intake?
– What about cluth kits? They appear to be costly.

Most importantly, when I ride with the Raptors, I have the fastest acceleration. 🙂

By the way, I’m aware that there is already a lot of material on the boards. I’m afraid I can’t see the forest for the trees right now.

  • You can travel as quickly as you want, but it all depends on your budget. Clutching requires a great deal of skill. There are full clutch replacements as well as clutch kits, and depending on how far you go with the motor, the stock clutch will only hold so much. Full exhaust will increase flow, but depending on other modifications, you may not need it. The tune monster will have more power and will be able to grow with you. Install an 09 intake and boot on the intake. The stock 09 filter performs admirably as well. Plan your build so that your parts work together and you don’t have to buy them again. If you are looking for acceleration, pay attention to the weight of your tires when changing them. A smaller tire will help in this situation.
  • When you fully depress the throttle, keep an eye on your RPMs and let us know what happens.


    Floor it from 1500rpm, they climb to 7400rpm, then drop to 7250, hold for a bit, then raise again until I had to let go. (This will help us recommend a clutch kit, or if you’re lucky, just a Tan Primary spring)

    You have a “high output” engine, which means you have more advanced timing down low to help you, but you lose AIR at the top end, so you need more air, 09 intake, etc… and possibly some cheap ’09+ cams that everyone has laying around.

  • I prefer suspension, but I think I’d start with the tune monster. All of your other mods will have an effect on the tune, so you might as well get the most out of each one as you go. Use the search function as well. It works better if you Google it, and it usually redirects you to the Aurora or Can Am Talk forums.


With the Dyno-Boost fuel management chip, you can unleash the full power potential of your fuel-injected Can-Am Renegade 800 EFI and say goodbye to the sluggish stock fuel trim settings. This power control chip module tunes your engine with advanced fuel injection settings to maximize the power of your Can-Am Renegade 800 EFI. With this adjustable performance piggyback, you will not only experience faster acceleration, but you will also gain 15% more power and torque throughout the RPM range. This popular fuel management chip remaps the lean factory fuel map settings restrictions imposed by a slew of regulations that manufacturers must follow.

Get it here:

Can-Am Renegade 800 EFI MAGNUM Dyno-Boost ATV Performance Chip (magnumtuning.com)

With the Smart-Tune-X remapping chip, you can boost the horse power of your Can-Am Renegade 800R EFI X and say goodbye to lean stock programming. Our Can-Am Renegade 800R EFI X remapper chip boosts horsepower by 17% across the rev range while also improving fuel efficiency. This remapping chip connects to the engine management system via engine sensors and calibrates the most precise fuel mapping. A massive amount of potential horsepower lurks in your engine, waiting to be unleashed with our Smart-Tune-X power tuner. With the power of Smart ECU tune, you can put an end to the restrictive stock settings.

Get it here:

Can-Am Renegade 800R EFI X MAGNUM Smart-Tune-X ATV Fuel Tuner Performance Module (magnumtuning.com)

After snorkeling the CVT, I needed to finish the project by waterproofing the air intake. Rather than raising the factory inlet, I removed it completely and opened the airbox lid. This serves two purposes: the air inlet will be higher than it could have been under the pod, and the CVT and engine intakes will not compete for the same air.

The first step is to remove the front plastic, the left side panel, and the outer cover of the box (inside the left front fender) that houses the factory engine and CVT intakes. The factory “snorkel” running from the airbox to the underside of the left front fender is now visible.

Remove the 10mm bolt and pushpin that hold it in place. It is held to the airbox by four rivets. I removed the airbox lid, the factory air filter, and placed a clean rag in the intake to keep debris out. You can now drill out the rivets, remove the factory “snorkel,” and clean the airbox gasket material.

To cover the hole, I used a piece of 1/8″ plastic. I riveted it to the airbox (in new holes) and used black RTV to seal the perimeter and all holes.

There are several companies that manufacture material to cover the openings in the airbox lid. My research led me to the water-resistant FrogzSkin intake screens made by GTL, Inc. in Minnesota. Before purchasing them, I spoke with the owner, Wayne Nicholson, who was extremely helpful. His product was designed for use on snowmobiles, primarily to aid engine cooling while preventing snow and water from entering. This, along with the fact that these vents are flexible and the Can Am airbox lid has many contours, were important factors in my decision to use the FrogzSkin brand.

I chose the locations for the intake screens after removing the airbox lid. After a few math problems, I used three of the 2.5″ (outside diameter) FrogzSkins. The stock opening was 1″ X 3.25″, giving us a total area of 3.25 square inches. The intake screens have an inside diameter of 1.5″, resulting in a total area of 1.767″ (radius squared times pi or.75 X.75 =.5625,.5625 X 3.1416 =.677). Because my math skills hadn’t been tested in a while, I had to enlist the assistance of my children.:: D OK, so each screen has an area of about 1.75″ and I believe Wayne mentioned a 30% restriction from the screen material (I could be wrong, don’t quote me on that figure). The total area of the three screens will be 5.25″, less 30% leaves us with 3.675 square inches, nearly a half inch more than stock. Even with the 30% restriction, this represents a 13% increase in total area. I’m hoping that this won’t necessitate the addition of a fuel controller, but I’ll be checking the plugs frequently to make sure. Here’s where I’ve decided to put them:

After drilling a pilot hole in the center of the holes I marked, I used a 1 1/2″ holesaw. Remove all of the plastic shavings and burs that have accumulated around your new holes.

For best results, the area around the holes should be cleaned and prepared with denatured alcohol, according to the instructions included with the FrogzSkin screens. The bonding strength of the industrial grade adhesive used on the product pleasantly surprised me. The instructions provide a detailed explanation of how to apply the screens correctly on the first try. One thing I should mention is the hole in the curved area of the lid. The hole I drilled is actually longer than 1.5 inches “because of the curvature The only way I thought I could avoid this was to use a Dremel to make the hole, but I felt that simply centering the screen over the slightly longer hole would yield better results. It was off by less than 1/8 “The sides were perfectly aligned on top and bottom.

I also installed a Uni filter after hearing numerous complaints about the stock filter’s ineffectiveness at catching small particles.

Because I have yet another torn CV boot, I’ve only tested this setup on a few bursts up and down the street. However, I can state unequivocally that there is NO loss of power. In fact, I believe there is a slight increase, as the front end came up quite easily. I don’t usually “hotdog” in front of my neighbors, so I wasn’t attempting to wheelie; it just seemed to happen more frequently than it used to. As I previously stated, I will monitor the plugs for any lean conditions caused by the increased airflow and will report any findings here. After I replace the CV boot, I plan on finding some deep spots to put the CVT snorkels and airbox mod through their paces!

Correct fueling for aftermarket mods such as exhausts and snorkels to make your machine more responsive and fun to drive. Rev Limiters have been increased. Limits on speed and TQ have been removed (where applicable) Speed limiters were removed. Improved throttle response at full throttle…

Get it here:

Renegade 800 ECU Tuning – RVS Performance

Outlaw Clutch Kit for Can-Am Renegade 800 EFI HO, EFIX, EFI XXC (07-11)

Upgrade your stock clutching for a more efficient power transfer to the tires. Our best all-around use kit, the Outlaw Clutch Kit, is ideal for trail riding, mud/sand riding, plowing, and hauling. The contents of kits differ depending on the model.

Get it here:

Outlaw Clutch Kit for Can-Am Renegade 800 EFI HO, EFIX, EFI XXC (07-11) (highlifter.com)

Mega Power Pipe

An extensive dyno development and field testing program resulted in our new CAN-AM Outlander and Renegade Mega Power Slip-on Silencer. On our Land & Sea Crankshaft Dynomometer, the CAN-AM Outlander 800 produced 67.8 HP at 6700 RPM in stock form. On the CAN-AM Outlander 800, the final development of our Slip-On Mega Power Silencer produced 73.2 HP at 7100 RPM. The difference is a 5.4 HP increase between Power peaks. The stock horsepower curve, on the other hand, drops faster as the RPM increases. The stock CAN-AM Outlander 800 has 66 HP at 7300 RPM, while the Outlander with our Mega Power Slip-On Silencer has 73.2 HP, a 7.2 HP increase. This effectively broadens the power curve and allows for better power utilization. There is a healthy 4.7 lb/ft increase in torque at the 7100 RPM power peak of the CAN-AM Outlander 800 with the Mega Power Slip-On Silencer.

The new Mega Power Silencer demonstrated strong bottom end pull and quick throttle response in field testing. The stock CAN-AM Outlander and Renegade 800 fuel injection is rich enough to work well with the new Mega Power Slip-On Silencer, and the power band is broad enough to put the power down without requiring extensive clutch changes. For those who want to optimize their fuel injection, we have a Techlusion EFI tuner available.

The CAN-AM Outlander and Renegade 800 Mega Power Slip-On features a three-stage stepped silver ceramic coated mid pipe and a 4″ aluminum body with a large 2.5″ core that keeps the sound level at 94 db(A) and is a closed end design that will pass as a spark arrestor in most states. There is also a 4″ Supertrapp spark arrestor kit available.

Get it here:

Aaen Performance – Can-Am 800, Outlander and Renegade Power Pipe


 Everything is brand new in its original packaging, and the manufacturer’s warranty is still in effect***. We sell the following items: At bpracingatv, our kits include the same brand name parts (in many cases, better) as other online rebuild kits, but we always include items that no one else does. We stock the exact same parts from different manufacturers so that when back orders occur, we can send an alternate part of the same quality. This is the ONLY reason your order may differ slightly when it arrives. We offer bulk pricing on every item we sell. Simply let us know how many you require!

Get it here:

06-12 Outlander Renegade 800 800R EFI Complete Rebuilt Motor Engine Re – BPRATV


Brake feel, ABS response and emergency brake response
brakes 69%
Engine responsiveness, feel of acceleration and power
engine 66%
driving experience for short and long trips
driving 72%
price as new (or used) compared to similiar models
price 91%
Seat comfort, driving position and rider ergonomics
comfort 77%
design and appearance compared to similar models
design 79%


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*All motorcycle specifications (also called SPECS) on our pages are provided by the respective manufacturers.

**Motobase reccomends to install your tuning parts and modifications only at authorized workshops.