2018 Ski-Doo Renegade Backcountry X 850 E-TEC Test. Since its introduction, the Backcountry series has contributed greatly to the development and evolution of the hybrid market segment. Initially introduced in a 137-inch version, the series has evolved into a 146-inch version, just as the market as a whole has sensed the growing potential of hybrids, but with a bit more bite. Even the manufacturers who offer 4-stroke snowmobiles are now very active in this segment, knowing full well that a large share of the market lost on the trails is now found in this category. The argument of 10 years ago that a 137-inch track was too long for the trail doesn’t hold up anymore. Hybrid vehicles have improved a lot in this aspect and the few differences that remain when they are on the trails are quickly forgotten thanks to the versatility that these snowmobiles offer. It was therefore important for Ski-Doo to set the record straight in this segment by offering a new vehicle that would once again set standards in the market.
Available only in the spring edition, our test model was presented in the octane blue and mantis green version, which did not go unnoticed. For the more discreet, this Renegade was also offered in black with a few yellow highlights. According to Ski-Doo representatives, the new Renegade Backcountry X 850 E-TEC was built with the idea of bringing together the best components of mountain and trail snowmobiles and thus building the best hybrid vehicle available. This is understandable when you take a closer look at this new package for 2018. Based on the 4th generation Rev chassis, our test model had a standard electric starter, as well as a 14-inch windshield. To protect the rider’s hands in very cold weather, clear handguards are also standard. Three types of tracks were available for the spring orders and our Renegade was equipped with the 15x146x1.6 inch Cobra track.
As mentioned, the basic idea behind the new Renagade Backcountry was to take components from trail and mountain snowmobiles and make them the best they could be. First of all, Ski-Doo engineers designed the new cMotion suspension adapted to this style of vehicle. The cMotion is itself a hybrid between the rMotion and the tMotion, bringing together the most relevant features for this type of vehicle. The cMotion is not coupled for better performance in deep snow like the tMotion. However, it does not tilt from left to right and does not have a FlexEdge track. It therefore promotes better stability on trails and hard surfaces like the rMotion does. Comfort is provided by a KYB Pro-36 shock absorber in the rear. With a geometry similar to the mountain RAS-3, the front suspension, which is equipped with HPG Plus shocks, offers a variable adjustment typical of this type of vehicle, from 40.1 to 38.4 inches. The Backcountry X is equipped with Pilot DS 2 skis for better powder riding. Finally, a performance seat is offered to enhance comfort and sporty trail riding. For those with a higher off-trail ratio, a 16x146x2 inch PowderMax track was also available during the spring fever last April.
Our first contact was on a trail ride in early season conditions. First of all, I wanted to be quickly reassured by the capabilities of the cMotion in the more bumpy trails. I didn’t want the well-known comfort of the rMotion to be diluted in this new version. For many snowmobilers, including myself, the word hybrid is often synonymous with compromise. Fortunately, the Renegade Backcountry X 850 E-TEC does not compromise on comfort. Combined with the Rev Gen4 chassis, the vehicle offers impressive handling on rough trails, which contributes to the fun of riding the sled. The sled is easy to handle at low and medium speeds, as the new chassis gives a lighter feel. Better mass centralization of this platform also helps the handling, even if we did experience a few episodes of understeer at high speeds.
Ski contact can occasionally be off on harder surfaces. The frame and suspension help transfer weight to the rear in deep snow, but this can cause the skis to lack bite on the trail. The addition of under-ski patches is a must for trail-oriented snowmobilers, which is imperative for hardcore riders anyway. Despite its 146 inches in length and 1.6 inch profile, the Cobra track is once again one of the best choices for hybrid vehicles. Combined with the stability of the cMotion, it helps the driver in turns by not having a tendency to bite sideways and thus, cause the vehicle to unbalance and the inner ski to lift. Even with this resilience in turns, the track does not lack bite under acceleration and braking. An Ice Cobra version with metallic spikes on the studs was also available for the spring order, for enthusiasts in more southern regions that experience ice episodes.
Where I particularly liked this new snowmobile was when we went off-road. Naturally, the quick response of the new 850E-TEC engine is particularly useful in these situations. It’s very exhilarating on the trail, but it becomes a real advantage when you’re in the powder, especially with this type of track. In very deep snow, the margin of error quickly diminishes with a 1.6-inch traction profile. This is precisely where response time is critical between getting out of a bogging situation or staying put. The new Rotax is simply explosive and its pickup is instantaneous. Even in the 40.1-inch trail ski gap configuration, the handling of the new Backcountry is impressive. The balance of this platform to the XM chassis makes learning and maneuvering in powder easier. A simple lean with the rider’s weight on the running boards is often enough to change the vehicle’s trajectory or to forgive a riding error. Sitting or standing, the Gen4 Renegade feels great. Its behavior quickly becomes predictable and the rider’s performance is improved at the same time.
