Road Test Review: 2010 Ram Power Wagon

Road Test Review: 2010 Ram Power Wagon
Words by Dan Sanchez, Photos by Mike Levine

When you compare the latest off-road trucks, it’s clear that the second-generation Ram Power Wagon has been humbly launched in the shadows of the headlines touting Ford’s F-150 SVT Raptor. But once you get behind the wheel of the Ram lineup's best off-road vehicle, and experience the thrill of maneuvering a full-size crew cab truck, nimbly over terrain almost as easily as a Jeep, you begin to remember which features are really important to a large group of off-road truck enthusiasts.

To test its off-road prowess, we took a 2010 Power Wagon to Johnson Valley Off Highway Vehicle park, located in Mojave Desert north of the San Bernardino Mountains. On almost any weekend you can find a wide mix of off-road enthusiasts running everything from dirt bikes to purpose-built rock crawlers on Johnson Valley’s variable terrain. OEM and aftermarket manufacturers test their latest gear here and the rapidly growing “King of the Hammers” off-road race has made Johnson Valley its home, because of the unique mix of Baja-style trails, dry lakebeds and brutal rock islands here.

It was cool to see a handful of SCORE Baja Class-8, stock full-size race trucks in the park. It reminded us that that driving wide-open on flat dirt roads and catching air over deep ruts is lots of fun, but the Power Wagon isn’t made for that. It’s a serious four-wheeling vehicle that can handle almost any terrain yet still perform as a tough work truck. The eight-lug, three-quarter ton rig can tow up to 10,300-pounds and haul up to 1,940-pounds of payload.


Although our test truck’s presence didn’t catch the interest of the Class-8 racers, it did grab the attention of the park ranger. He immediately drove up to us in his first-generation Dodge Power Wagon just after we arrived. While we worried that we’d maybe broken some rules or failed to get our permits in order, it was a relief when he explained his anticipation to take possession of a 2010 model he had on order - his current truck had more than 70,000 miles on it, nearly all hard-earned while patrolling Johnson Valley's 190,000 acres.

The ranger used the opportunity to check our test truck up close, and told us that his experience and preference for the Power Wagon comes from its ability to reach park visitors in the wide variety of terrain found there. Wannabe desert racers with go-fast machines could outrun him on the trail but using his deep knowledge of the park, he'd catch them by being slow and steady when they paused for a break or at their campsite. His current Power Wagon is frequently called upon to tow out 4x4 vehicles that break, get stuck in the loose sand, or find themselves high-centered over terrain that they simply can’t handle. With a grin, he told us that in recent months he'd pulled two heavy-duty tow trucks out of the sand that had come to rescue other stuck rigs.

The Power Wagon’s capabilities became clear as we found several areas to test its agility over rocky terrain. First, we found it easy to air down the Power Wagon’s tire pressures using the tire pressure monitor gauge on the dash. This allowed us to precisely air down to the levels we needed for crawling over rocks and deep sand, and bring the tires back to the correct pressures when we were ready to head home on the highway.


As we traveled across miles of rolling hills, we found ourselves maneuvering through deep sand and low brush. Although there were times we couldn’t find the trail, the Power Wagon didn’t have any difficulty maintaining a sure foot wherever it stood. It easily trekked across open sand and deep washes, without a hint of a struggle or digging in. We eventually made our way across the valley to one of the area’s dry lakebeds where we were able to make some high-speed runs to see how the Power Wagon reacted to various steering input.

With a wide turning radius, the truck isn’t very agile at speed. But the steering does have the power to place a large tire wherever you need it to be, and force its way among loose river rock to get you in the correct position to maneuver over the next obstacle.

With the Power Wagon’s transfer case set to the four-wheel low mode, the rear locking differential can be engaged to provide added traction when climbing over large obstacles. In more than one instance, we got the truck’s rear differential in an extremely articulated situation, but never lost traction on each opposing wheel and were able to maintain forward momentum to get over each obstacle we faced.

When we approached a tall ledge with some boulders nearly the height of the front bumper, we switched the dash-mounted knob to lock both the front and rear differentials. We also needed additional traction and nine more inches of articulation as there were plenty more rocks and dips ahead if us. A press of the front electronic sway bar disconnect button unlocked the front anti-sway bar which allowed us to easily place the 33-inch tall, 285/70R17 BFGoodrich all-terrain tires and 17-inch wheels against huge front obstacles and slowly climb with ease.


With over eight inches of ground clearance, the Power Wagon proved it can go places where standard four-wheel drive trucks, and perhaps even the Ford SVT Raptor, simply can’t. Heavy-duty skid plates protect the transfer case, front differential and gas tank. Rock sliders protect the underside of the trucks’ rocker panels that can see lots of abuse if you’re willing to take the truck to its extremes. Nevertheless, if we would have gotten the 2010 Power Wagon stuck, the truck is equipped with a Warn 12,000 lbs. winch that could easily pull this 6,600 lbs. truck out of any situation.

Fortunately, we didn’t need the assistance of the winch. At one point, we encountered a very steep incline in which we were glad we had a winch with us. As we proceeded forward, we were shoved into the cloth bucket seats and could only see sky from our windshield. Thinking the truck might slip back and we’d have to pull out the winch cable, the Power Wagon inched forward giving us the confidence to maintain a light throttle while the truck slowly crawled its way up and out of the deep wash. While the 4:56 rear axle can be an impediment to fuel economy and highway driving, it worked optimally to send torque from the Power Wagon's 5.7-liter V-8 Hemi to claw our way out of heavy loose sand on the way out, and helped to maintain grip over the slick, hard-packed dirt that we encountered during our evaluation.

Bouncing up and down on a section of deep washboard ruts, which we took at 5-10 mph, nearly launched the Power Wagon off the ground. That situation is probably best left for a truck like the Raptor. Yet the pounding barely put a squeeze on the bump stops and didn’t toss our heads into cab roof. With this in mind, it would seem like an oxymoron to talk about a smooth and comfortable ride from a heavy-duty, front straight axle, 4x4 truck. But the ride was surprisingly comfortable in a variety of conditions. Dodge engineers managed to take the kidney-kicking brunt out of the Power Wagon with the combination of a rigid frame and all-new fluid filled hydromounts that look like squashed shock absorbers. By also including custom-valved Bilstein dampeners, the transition from hard dirt to rock is a smooth one. More important, the latest Power Wagon is much more subdued on the highway, absorbing any shakes and high frequency vibrations for a better ride than on previous models. It handles incredibly well on the street, allowing us to take corners with much more confidence than we would on a truck with a similar ride height.


The appearance of the 2010 Dodge Power Wagon also gets some improvements. While only some of us liked the power bulge hood with faux louvers, we all liked the design of the two-tone paint scheme. Big “Power Wagon” decals on the hood and tailgate give the truck a retro and bold look. But it also caught the attention of many Ford-loving F-150 owners on our way home who simply saw it as a reason to challenge the Power Wagon’s performance. The 383 horsepower and 400 lbs.-ft. of torque from the 5.7 liter Hemi V-8 gave us enough acceleration to put one lowered super crew in its place, when we took off from a stoplight and proceeded onto the freeway onramp.

Although fuel economy can’t be a concern when you opt for a truck like this one, we did manage to squeeze nearly 13 highway mpg out of the vehicle. As we mentioned earlier, the 4.56 rear axle is an asset off-road but a liability on the highway. The wall like front profile doesn't help either, though Ram engineers have done their best to smooth out its aerodynamics, which also contributes to a quieter ride inside the truck at speed. The Hemi's Variable Valve Timing technology also slightly helps with fuel economy as well as providing peak torque lower in the engine’s power band. The Hemi continues to be coupled to the legacy 5-speed automatic transmission.

The Power Wagon, as with all Crew Cab 2500 and 3500 Dodge trucks, has plenty of great storage areas around and under the seats for just about any type of gear you can take with you. While our test model came equipped with plenty of accessories -- including a sunroof and in-dash navigation system with hands-free phone capability -- bringing the price tag up to $50,530, the base price of the Power Wagon starts around $45,000. Nevertheless, when you compare it to a standard 4x4 Laramie Ram that is only a few hundred dollars less, you can appreciate the effort Dodge engineers made in creating a true off-roader’s vehicle.

While the Ford Raptor fans can enjoy the truck’s Baja fame and high-speed off-road agility, we agree that many off-road truck enthusiasts will prefer the Power Wagon’s ability to get them into remote areas with ease, and the ability to carry lots of gear and passengers in comfort. In addition, the knowledge that the Dodge Power Wagon is THE vehicle used to get other 4x4 vehicles and even tow trucks out of trouble, gives you a great feeling of security and confidence that no other full-size truck can deliver.


If you like this story, be sure to also check out our in-depth Ford F-150 SVT Raptor vs. Ram Power Wagon Comparison.


Ford needs to build a Super Duty like this. Like they almost did a few years ago with the FX4 Hoss Edition. The Raptor and Power Wagon just are two very different trucks and I think the only fair comparison would be to have a Super Duty to compete aginst the Power Wagon. I know Ford can build it and make it great. Then Ford could be running the off road market in 1/2 ton and Heavy duty trucks.

Power Wagon is a great truck BTW.

"With over eight inches of ground clearance, the Power Wagon proved it can go places where standard four-wheel drive trucks"

Must not be refering to a Tacoma because a Tacoma has 9.3 inches of ground clearance and the 1st generation had over 10 inches!

May I add the Tacoma has a weight advantage, shorter wheelbase and is more nimble and it came with a locking diff back in the 90's...

And what is with those rear lower shock mounts? Though they do not hang as low as some other domestic pickups, they still hang below the axle line!

It's a fine stock truck but their are places in Wisconsin it would not make it, the deep backwoods fire-lanes especially after some rain fell and after logging trucks made their way through.

Full-size trucks because of their weight needed 38 inch or larger tires to get through, compacts needed 35 inch tires...

Yes this is a decent off-roader from the factory but true off-roaders build their trucks from a stock base. This one is marketed to construction crews and farmers than need some extra features where they work and live to make it.

A great off-roader is a built up one to handle the deep stuff, the silt, rocks and other obstacles both slow and higher speeds!

Don't get me wrong, a decent rig with some good ideas and features but it is still a stock rig which limits its capabilties in the real off-road stuff!

"three-quarter ton rig can tow up to 10,300-pounds and haul up to 1,940-pounds of payload."
Mike, How does this compare to the standard Ram 3/4 ton crew cab? I was looking at the Ram website and couldn't locate exact numbers. It does look like Ram sacrificed some towing and carrying capacity to get the extra articulation out of the PowerWagon. I like the graphics. Kind of reminds me of "Simon and Simon". Man, I feel old saying that ;)

Wow Go Dodge!!!!

As anybody who is a tru off roader and not a off road racer would know there is simply not a truck out there that can match what a Power Wagon can do. It's a true full size offroaders dream truck! With front and rear locker and a sway bar dissconnect that give you almost double the the wheel travel of any solid axle vehcle out there minus a Wrangler Rubicon.
All this while being able to tow a 10.000lbs trailer pretty dam cool if you ask me! No IRS crap for me somthing that can take a pounding and keep on going is what its all about!

@ OXI,
Dont even try to compare a wimpy car like toyota to a real mans work truck like the RAM HD. Toyotas are a city boys truck. The RAM HD is a real work truck and not some toy truck with a car suspension and weak frame. Real men drive Heavy Duty rigs like the new RAM HD

Oxi, I dont really understand why your in such uproar over all this. I mean unless i skipped some of the article I dont remember anywhere where thats its claimed as the ultimate off-roader, they claim it as a true off-road truck which really it is. Once again yes to have the "Ultimate" off-road truck you have to perfrom your own modifcations to it, but buying a power-wagon really cuts down on what you need to add. Its already got lockers, disconnecting sway bars, and winch. You say it needs bigger tires, ok throw a leveling kit in the front and stuff some bigger meats under it. What else do you need. Sure its a big heavy truck, but lets remember the truck is still meant to be a work horse. I see you like the smaller sized toyota trucks, and to be honest thats a point I wont argue with you on, i've seen a older tacoma do some serious stuff with nothing but a 4 banger a 5sp(i believe) and some 35 in tires.(actually older than the tacoma name, before the trucks really had names T100 maybe?) Still, whats wrong with what dodge did here, people wanted a truck they could buy from the factory that they could take out into the nasty stuff and survive, if you ask me dodge did the best they could with this one especially being a stock truck as you describe it

"Power Bulge" "faux louvers" "5-10mph bouncing off the ground on washboard ruts" "$50k"

This is great stuff!



Why do you compare Tacoma to this truck...a 1945 Dodge Power Wagon can do anything better than a 1980-now Toyota...the first 4wd truck was a Dodge !!!

For a stock truck this will go where 99.9% of the 2010 Dodge Power Wagon owners want to go,if not It is an awesome base to expand its greatness on...

Man you have to say, Chrysler is on a roll, These new trucks are awsome, and the new HD. Man what next!

@ Oxi,
Don't ever compare a Toyota to a real truck. You have a TOY truck this is a real mans truck and this truck is bad as hell. Yeah so your Toyota weighs less but it can't tow more or handle the work of an HD pick up such as this. When you go get a real truck: Ford, RAM, or Chevy come back and tell us about that. Until then dont compare a Lion to a Squirrel.

BTW Im a Ford man.


Keep your manly truck on the road!

I would not be caught with a heavy gas guzzler that is too big and wide when the SHTF. Get that thing stuck, good luck pulling it out...

Anyway, a man's truck? Sound like compensating for something. A trucks a truck. I have no use for hauling heavy stuff or pulling trailers so why should I even consider a full-size?

I like to build off-roaders, I mean the real deal where ground clearance numbers mean something insteade of just a statement and that is my expertise is off-roading.

Right now I am working on a BOV (bug out vehicle) project for when the government defaults on its debts and collapses and then what?

And I would not want to have a heavy full-size truck when fuel becomes scarce. I would rather have a nimble truck that can do more off-road...

I never said the Ram was horrible, it's a great rig for those farmers and construction workers that need some assistance off-road. I just get upset at writers for claiming it to be something it is not.

A solid off-roader is not a stock vehicle, that is reserved for military trucks! The Ram is a solid base to work with but you still have to overcome its large size and weight off-road and those are huge obstacles to overcome and try and build something that would work in just about all types of terrain with...

Just my 2 cents!


"Why do you compare Tacoma to this truck"

I don't know but the Dakota, Ranger and Colorado do not even compare to the Tacoma, so I have to compare it to a full-size.

Note: I would rather compare a Tacoma than a Tundra if you know what I mean...


"Dont even try to compare a wimpy car like toyota to a real mans work truck like the RAM HD. Toyotas are a city boys truck. The RAM HD is a real work truck and not some toy truck with a car suspension and weak frame. Real men drive Heavy Duty rigs like the new RAM HD"

I do not live in the city. I am one of those few Toyota owners that know a great off-roader to build with and can hold my own in various obstacles off-road...

Unless you drive a military vehicle from the factory, all pickup truck suspensions are weak from the factory. I have competed in desert races and even in the stock classes the suspensions are modded for survival down in Baja...

Weak frame? I never had a problem with any Toyota frame. Larger tires, extreme off-roading, running my X-Runner at high speeds on road courses with road racing tires and so forth, no issues!

Real men are smart enough to drive what they need. I do not need a heavy duty pickup to compensate for my lack of driving ability off-road, a simple built up Tacoma will do just fine for me...

Those that need solid payload and pulling power for the farm and construction site with some off-road obstacles and a family of 4 or workers, this rig would fit the bill, no questions when compared to other pikcups even the Tundra...

But when you cross into the off-road world, it's a whole new beast and full-size trucks require more mods to survive off-road because of their size and weight...

Oxi-- just give it up already!

Seriously !The Tacoma is a great truck for what it is but don't even try and compare it to a full size. Its not even on the same level as a Dakota. The Dakota can do everthing a Taco can do and then some with more power and just as good of fuel ecconomy,a better tow rating and a bigger payload. The only thing and I mean ONLY thing the Taco has over a Dakota is a rear locker, but how many sunday drivers use that???? Just the "Mall Crawler" bunch. LOL

You are building a bug?, That is cool for dessert racing but not serious off road use. I could not tell you the last time I saw a bug at a rock crawling event oh ya because no real rock crawler uses them only buggies based of a Jeep design with solid axles just like the Ram!

Beast of a truck. Awesome platform to take offroad stock, and a great platform to build from, if you are so inclined.

@ Evan- I liked that Hoss F-350 too. I still have the 4WOR magazine that featured it. I wonder if they would consider making one in the near future? If the Raptor sells well, may they will. But then again, they may not what to interfere with their offroad niche even if the HD Hoss is in a class with the PW.

If the next gen. Super Duty FX4's are like the current gen. FX4's, with a rear locker that would be sweet.

Great Moar Narc inspired trucks

it bad enough that they steal F-250 for dirty deeds

@ Oxi

Yeah its Heavy but the thing gets 19 mpg. I love to take it off road and drive through the Georgia mud. And why do you think I'm compensating for something. Can I not have a truck to pull my tractor or tow my cows around I just love a big truck. So I've got stuck a time or two but you aint been off roadin unless you been stuck. I dont care what kinda truck you have you can always get stuck.


Some of the backwoods logging trails here in Wisconsin, the full-size trucks needed at least 39 inch or larger tires to make it through the ruts and compact pikcups needed 33 or even 35 inch tires to get through...

The weight of the full-size trucks bogged them down and to avoid this and get those axles up was with larger tires...

Military trucks do not run around with larger Michelin tires for show, they run larger tires to get them axles up higher. Note newer military trucks are fully independent suspensions and not straight axles anymore...

I recall a 302 powered full-size Bronco with huge 36 inch tires that were wide and dwarfed my little Toyota pikcup with 35 inch tires...

We went through some deep ruts, he went first and got stuck hanging his axles on the ruts. I went next, gave it a little gas and besides dragging the rear axle a bit made it through with my trusty little 4-cylinder!

The guy was pissed but his knowledge of off-roading was limited. He thought by having a huge Bronco in the air with a 302-V8 and big tires was all he needed to pound the dirt. Despite all that my little Toyota had more ground clearance and a weight advantage!

While the twin-I beam was a solid setup, it lacked ground clearance thus he dragged his axles and with his weight, got stuck despite the power of a Mustang motor...

I had 17 inches of front ground clearance, my axle was 14 inches above the ground and even my frame sat 23 inches with just 35 inch tires. I did not need a V8, I simply had more running ground clearance and lighter weight which translated into clearing the ruts with ease when compared to the heavier Bronco...

If the Bronco had like 39 or taller tires, he would have made it...

The Bronco guy learned his lesson that size and power do not translate into off-road dominance!


I also recall running with a Jeep club from Madison one...

These 2 Jeeps were V8 powered, had 33 inch tires and we went through some grassy rutted areas in the backwoods...

The Jeeps got stuck because their straight axle front ends were just too low to the ground, they had to get winched out...

I went after them and litterly floated over the humps with my 17 inches of front ground clearance...

The first thing the Jeep guys asked was if I had a V6 under the hood... I replied nope, just my trusty little 2.4L big block engine under the hood...

They shrugged their heads and and walked away...

Again, you figure a Jeep guy would know something about off-roading but once again they thought a V8 would go through anything but they failed to realize they lacked ground clearance to clear obstacles...

I had massive ground clearance which is why I could float over the obstacles, I did not need a V8 nor a V6 to accomplish that and they never bothered to look at my suspension setup as to why I went through those soft-humped grassy land with ease...

Do people really know how to off-road or setup their rigs was my thoughts?

I wish that the ram power wagon will be available in the philippines

Yeah, it'd cost what, a hundred thousand dollars?! That'd be 4625500 Pesos!!!! Git some!

@Oxi your BS just keeps on flowing. I have one question for you. If ifs is so good then why does toyota use a sfa axle in the famed Land cruiser? Nuff said!!! There is no disbuting that a stock power wagon would walk circles around any stock taco any day! Your posts do provide good entertainment as they are so full of bs. Keep smokin that homegrown Oxi!!

There's a lot of variables affecting off road performance. A huge factor is the driver. Ground clearence, and weight are important, no doubt, but they are not the end-all be-all determining factors.

A full size truck, with locked axle(s), the right tires(tread/size/floation) and a good crawl ratio will go far.

Mandatory 38's implies that it's some serious stuff, but I highly doubt every full size out there is completly helpless with out them, while every compact on XX tires will skirt right over it. The statement is way too general to begin with.

Dodge makes some of the most impressive looking trucks in the market. They are always an eye catcher on the road when they pass by. Used dodge trucks are definitely a good purchase since you can 20-30 percent less than you would get from a showroom and they are as good as new.


Why is the U.S. military switching to independent suspensions?

I can name a few:

MTVR, LVSR, M-ATV, Cougar's and the next PLS Block 1 will be IFS...

Note the HUMVEE and JLTV have had independent suspensions not to mention the Stryker's...

@Oxi, Isnt this site Pickuptrucks.cpm? Do you drive a mil spec vehicle? Though so!! Also, your yota aint runnin a hummer suspension just like the raptor ifs isnt like the ifs on a typical ifs equipped truck. Lets compare apples to apples. Funny how when asked a question you change the subject!!

Independant suspensions in military applications make sense. I suspect oxi would agree.
Vital components like the engine, transmission, and differentials can be placed inside the armored shell of the vehicle. The "hulls" of these vehicles are more "boat like" in design to deflect land mine and IED blasts. It also allows for a farely flat belly the length of the vehicle which allows it to go through mud better. The Independant suspension/wheel assembly can be replaced more easily if damaged in a blast. These vehicles also have a "portal" style axle assembly where the input from the drive shaft enters the "top" of the assemby and is directed downward to the wheel by a series of gears. This gives the vehicle a ground clearance advantage over a conventional "live" axle. This is the setup a Humvee has, but without a blast deflecting hull. One disadvantage of having all the components tucked into the "hull" of the vehicle is that it eats up alot of interior space. This would not pose much of a concern in a military vehicle.
A Unimog, on the other hand has a portal style live axle system. I've seen the odd guy adapt Unimog axles to conventional pickup and gain huge ground clearance numbers.
In a rock crawling environment, the weight of the PowerWagon would not be too problematic as you don't need to worry about sinking into the ground. In softer terrain a lighter vehicle like the Tacoma, or even a Ranger would have an advantage. I used to have a regular cab Ranger with the biggest tires I could fit on it stock, and could go anywhere my friend's full size truck with 40" mudders could go. I did have to be more cautious with my lines.
It all depends on what you plan on doing with your truck. Buy the truck that meets your needs, modify to your heart's or wallet's content ! The intended uses of the trucks mentioned are so different that it really isn't fare to make direct comparisons.
If you are talking desert racing applications, I've yet to see anything touch a properly set up dirt-bike. 35 of the last 42 Baja 1000's 1st place overall finishs were dirt-bikes. But like Jeff said - this is after all.


Just proving a point!

If your gonna talk off-roading with pickup trucks, 2 arena's come to mind, the Baja races and military vehicles.

The military, especially the Marines spend most of their time off-road and desert races prove the product like no other can!

You can learn a lot from the military applications and learn a lot from desert races...

The Raptor is a great ride because it incorporated ideas learned from Baja...

The Tacoma has one too, despite being coil sprung on the front, no t-bars anymore, they have the PreRunner which is the look of the 4wd without the 4wd. Nifty idea that does well in the U.S. southwest...

Ivan Stewart was the marketing champ with that one...


"In softer terrain a lighter vehicle like the Tacoma, or even a Ranger would have an advantage. I used to have a regular cab Ranger with the biggest tires I could fit on it stock, and could go anywhere my friend's full size truck with 40" mudders could go. I did have to be more cautious with my lines."

You read my mind. We have softer terrain around here so idealy a compact pickup would be ideal to be built vs. the heavier full-size trucks that would sink and/or require at least 39 inch or larger tires to get their axles high enough that they would not bog down in the thick stuff...

When it rains here or after the snow melt the ground gets soupy and soft and heavier pickups tend to sink. If logging equipement or another club laid down some ruts, their lies the trick, keeping your tires clean and making sure your axles will not dig into the ground causing your ride to get stuck...

I prefer a compact for these very reasons, less weight, do not need huge tires that could render your pickup useless as a daily driver, easier to get un-stuck with, and watch your lines and tire placement is key...

When I was with a club and we hit some water filled pits and traile, etc..., when we stopped to scope out the lines we were going to run, I always grabbed a stick and measured how deep the ruts were, were their rocks or debris down there in the water and depending on the situation, where would I place my tires like going full board into the ruts or dropping one side of my truck into the ruts to clear the obstacle...

That is where I loved my 17 inches of front ground clearance, it gave me so many approaches to obstacles to overcome...

oxi, how dare you bring up a pos tacoma into this truck site. i say hes banned for life. 4 cylinder are you serious!? the same engine the corolla has, the same engine the new sienna has SERIOUSLY! Well im going to stop you right there because i've owned both trucks. i sold the tacoma, but kept the ram. Why? because the acoma is a pos with no power. i took my tacoma off-roading once, guess what it got stuck the first time. and no its not a 4 cylinder, its a V6! and i had to go home and fetch my REAL truck to get the pos tacoma unstuck. and by the way it wasnt one of those cheap tacoma's it was a trd off-roading package tacoma. ill never drive and toyota truck wait i mean car again.

Hey oxi
Off roading all depends depends on the skill and experiance of the driver to utilize what his truck can do. I have owned jeeps and trucks. All have been full sized rigs. Some stock and some lifted. I rarely got stuck because I knew what the limits my rig had and chose my line accordingly and got some of my rigs into places others with smaller and larger rigs couldn't. The Power Wagon isn't designed to go baja racing, it is designed to back country rock crawling with all your gear but still go through the occasional mud hole. That's what we have here in Alberta, Canada. Also in case you missed it the Power Wagon has a WINCH to pull it out if it gets stuck. Yes it is a big heavy truck because it needs to be.

Nice Vehicle, Especially the front diff. lock and the sway bar disconnect.
Why do they force the 4:56's and limit it to the Hemi and crew cab.
I'd like to see it offered with 4:10 or 3:73, the Cummins and Mega-Cab.
This is about the only way you can get a Dodge without the bullsh*# electric shift for the transfer case.
Leave that crap for soccer moms.

It's definitely a step in the right direction though.

If I had any say in it, they would also be available with locking hubs.
If you are trying to stretch fuel mileage, why not disconnect the front drive line (i.e. Locking hubs) to reduce drag and wear.
I know I know everyone wants "shift on the fly".
Well, when you get near the nasty stuff, Get out and lock the damn hubs Sissies, Leave the transfer case in 2Hi until you need it. With one quick click of the transfer case shift lever, you'll have the front end driving immediately. Way faster than any "shift on the fly system on the market.
You don't even need to let off the gas.
I'll take locking hubs any day.

I'd like to see the power wagon options available on the standard trucks, especially the laramie.


man if i had the money...i think i would be the only one in this town and neraby cities to own one.......its looks powerful. and awesome...i wonder if they test it off-road while hooked up with a trailer or some payload."/"


Most people who drive off-road like to do it with more than one vehicle. I like the power wagon cause I can tow a trailer with my other off-road toys wherever I choose and have the ability to drop the trailer and play in the truck as well. If the trailer has a jeep, a razor, 2 quads, and 2 dirtbikes, plus one dirtbike in the bed and tips the scales at 13,200, Oxi's Toyota would quiver just backing up to it. I realize that the power wagon is rated for 10,300 but this can be done trust me.

If I see this writer'Levine' refer to shocks as {dampeners },I'm gonna lose it.Levine knows nothing about suspension.The correct word is ,damper , to dampen involves water.

Can I just say I'm laughing at all the people talking about "a real mans truck?" Hah. Its funny because a man who isn't naturally unsure of himself doesn't go around talking about "real mans" anything. A truck, a gun, a house, none of them are required to be of a particular fashion for any man who can be proud of his own accomplishments.

I think we have a lot of kids living in exurban areas that visit this site, and still get all offended over brand names.

Me, I like the Power Wagon, but I've been camping, towing a boat, and moving stuff in a van for years. My next personal vehicle will be a Ford Flex, I'm pretty sure, because it both will tow my bass boat and store everything I need for camping. Sure I won't be camping in a mountainous hell-child desert, but I've never gotten stuck on a state park road.


I too think it'd be better with a Cummins, the Torque would be nice.

Question: doesn't the front driveshaft disconnect from the transfer case in 2Hi? If thats the case, why does it matter if the hubs are locked or not?

@ Marcus the front d-shaft turns all the time on a Ram HD. As do the front axles. If the Rams had the ability to unlock the hubs then the axles and front d-shaft would remain stationary. The last time a Ram HD has an axle un lock was 02. Hope this helps.

You can learn a lot from the military applications and learn a lot from desert races...

The Raptor is a great ride because it incorporated ideas learned from Baja...
Most people who drive off-road like to do it with more than one vehicle. I like the power wagon cause I can tow a trailer with my other off-road toys wherever I choose and have the ability to drop the trailer and play in the truck as well.

Oxi Moron, Only a Toyota owning FOOL would try to compare their frame rotting leafspring breaking POS Toyota to a Full Size Multi Role work machine. Yes it is not made to do all that fancy smancy off road racing stuff. But IF YOU BOTHERED TO READ THE FING ARTICLE, the Ranger loved the fact HE CAME OUT ON TOP IN THE END!!! Wisconsin...I am Aware of Wisconsin, I have family there. If I wanted to drive threw crap like that, I'll bring my Deutz tractor. If a truck is made to work, Independent suspension is no good. Nice but no good, and IF Ram wanted to get off their arse and Make a Dakota to compete with the Tacoma, I bet they really could do it and then some. I bet with the New Pentastar V-6, a 6 speed auto or stick, 4 wheel hi travel independent suspension, lockers all the way around and a good frame we could kick your arse!! Let me design the damn thing, then we won't need all the after market crap. Ford did with the Raptor!!

THanks to Toyota owners arrogance and stupidity, I joined the I Hate Toyota page on FB!!

A great story for a great truck! Fear The Beast!

oxi- The staff at Four Wheeler magazine would like to meet you. Have your people call their people.

Here is a quote, regarding the Ram Power Wagon, from the September 2011 issue of Four Wheeler Magazine- 10 Best Buys In Four-Wheel Drive:

"We want to meet the guy who wants to argue with us about this selection, because it can't be done. The Power Wagon is a legitimate 3/4-ton workhorse that can tow 10,100 pounds or haul 1,780 pounds, but likes to play with Jeeps on weekends..." and "...We are telling you this truck is tough, and there simply isn't a better 3/4-ton pickup out there for what we like to do"

Ram Power Wagon being a full-size pickup WITH solid-rear AND front axles no less!


Have you contacted Four Wheeler magazine yet? I am curious to find out if you have successfully changed their minds?

I'm sold. Going to have to get the 6.7 liter Cummins turbo diesel in it though. Boys will be boys.

I don't think that the cummins would be a good idea for this truck. Don't get me wrong i have an 06 2500 crew cab 6' bed with the cummins but it SUCKS as soon as the rain hits even blacktop. the massive weight of the 5.9 up front takes all the weight off the rear tires and you have no traction unless you are in 4wd and then in mud the front end sinks like its in quick sand.
hemi- 485lbs

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i need a car for long distance traveling. Since my family is little large the luggage's are lot. can i get with a large cargo box.

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