2014 Ram Power Wagon: First Drive

1 2014 RAM Power Wagon 11 II

By John Cappa

Pickup truck off-road packages have developed far beyond the once common and simple sticker, skid plate and shock upgrades. Modern-day 4x4s have evolved into far more capable vehicles than ever before. The Ram Power Wagon was reintroduced in 2005 under the Dodge moniker. A pickup with front and rear selectable lockers, supple suspension, an electronic disconnecting sway bar, off-road focused tires and a real Warn 12,000-pound winch hidden behind the bumper had never been offered. It was groundbreaking and unbelievable that a new truck like this could even exist in our litigation-consumed society. But we're glad it did.

Fast-forward to June 2013, when we had our first look at the 2014 Ram 2500/3500 trucks where the Power Wagon model was briefly mentioned, but nowhere to be seen in the lineup. The new 2500 three-quarter-ton truck, the chassis on which the Power Wagon is based, received coil-link rear suspension, a radius arm front suspension and an optional 6.4-liter Hemi V-8 punching out 410 horsepower and 429 pounds-feet of torque, among other things. We were later able to get behind the wheel of these heavy-duty trucks and report on the performance of the new front and rear suspension and 6.4-liter Hemi.

Ram never hid the fact that a 2014 Power Wagon was coming, but an unfortunate marketing incident at a beach confirmed the off-road truck was indeed on its way.

Nearly a year after the first mention of the 2014 Ram Power Wagon, we received more detailed specs and images of the off-road pickup. With all the details laid out on paper, there was only one question left unanswered: Is the 2014 Ram Power Wagon an improvement over the outgoing model? The simple answer is yes. To come to that conclusion, we got behind the wheel for an on- and off-road adventure that took us through 1,000 miles of highways traversing the deserts and mountains of California and Arizona.

The 2014 Power Wagon is only available in a crew cab with the 6-foot 4-inch bed. We spent time in all three available trim levels: Tradesman, SLT and Laramie.

2 2014 RAM Power Wagon 2 II

On the Road

We appreciated the 410 hp and 429 pounds-feet of torque from the 6.4-liter Hemi V-8. It's the only engine available for the Power Wagon. The previous generation Power Wagon featured the 5.7-liter Hemi and 4.56:1 axle gears. This made it a somewhat high-revving truck on long freeway jaunts, which resulted in less than ideal fuel economy numbers that often dipped below the teens. Die-hard truck fans will be quick to call foul on the switch to 4.10:1 gears in the 2014 Power Wagon axles, but torque and horsepower from the new 6.4-liter has made the gearing switcheroo a nonissue from the driver's seat. Ram engineers were also able to take advantage of the increased power and added a multidisplacement system, which allows the truck to automatically run on four cylinders when peak power output is not required. You can hear the MDS kick in when floating the throttle downhill or on mostly flat sections of road. It's little more than a change in engine tone that becomes a burble. The MDS is unnoticeable as far as power transmission is concerned. It quickly and automatically switches back to eight-cylinder mode at the slightest throttle input. Where we would typically get 11-12 mpg with the old 5.7-liter Power Wagon, the 2014 model with the 6.4-liter will muster 13-14 mpg. It's not often that you see improved fuel economy with a larger displacement engine, but 6.4-liter Hemi in the Power Wagon does just that thanks in part to the increased torque, the MDS, front axle disconnect and the 4.10:1 axle gears.

The Power Wagon suspension is significantly different than the Ram 2500. For improved off-road performance the Power Wagon features straight-rate coil springs at all four corners, where the 2500 receives dual-rate coils for more load-carrying capacity. The four-link rear suspension of the Power Wagon rides incredibly smooth for a three-quarter-ton truck, even smoother in some situations than several of the currently available half-ton trucks with the heavy-duty gross vehicle weight packages. The front suspension, however, seems a bit unmatched to the rear. It could be caused by the improved roll stiffness of the radius-arm suspension, but whatever it is the front suspension spring feels just a touch firmer than the rear.

The new and more-aggressive 285/70R17 Goodyear DuraTrac tires increased tire noise in the cab at highway speeds. It's a little noisier than with the same-sized BFG All-Terrain tires on the previous-generation Power Wagon. On the plus side, it's been our experience that the Goodyear DuraTrac tires are better performers in the mud, ice and snow.

We liked the range of trim levels available for the Power Wagon; however, none of the seats really inspired us. It's not to say that they were uncomfortable, quite the contrary. We simply want to see a Power Wagon-specific seat option with more bolstering to keep you in place off-road. They should look and feel sportier, maybe even feature some Power Wagon badging. As it sits, the Power Wagon interior isn't much different than a regular Ram 2500, aside from a few knobs and controls.

3 2014 RAM Power Wagon 4 II


As with all three-quarter-ton trucks, dropping the Power Wagon's tire pressure from the recommended 60/65 pounds per square inch (front/rear) to something in the neighborhood of 35-45 psi all around (depending on terrain) greatly improves the off-road ride and performance. We love the more aggressive Goodyear DuraTrac tires and the new forged aluminum wheels with much smaller and less vulnerable wheel caps. The large plastic wheel caps on the previous-generation Power Wagon would often get crushed off-road or launch themselves when driving over harsh, bumpy roads.

Shifting into four-wheel drive is made easy with the manual shifter. It's a popular feature in the off-road world that seems to be slowly going away. As with any 4x4 shifter, it's easiest to shift in and out of 4-Low if you come to a complete stop and put the transmission into neural. Shifting in and out of 4-High can be done on the fly in the Power Wagon.

Inevitably, someone always wants a Cummins diesel-powered Power Wagon. The most common argument is for the increased torque off-road. There are several reasons why a Cummins Power Wagon is not feasible or even desirable. Ultimately, the new 6.4-liter Hemi V-8 backed with 4.10 axle gears provides more than enough grunt to pull the big truck down the trail comfortably and reliably. The Cummins would simply be overkill in this situation and a hindrance in most other off-road scenarios.

The sway-bar disconnect and locker controls are conveniently located in the same area to the right of the steering wheel for quick access. We noticed that the front and rear lockers engaged and disengaged slightly quicker and easier than we have experienced with Power Wagons of the past. We were told the new Powernet electrical architecture system is likely the reason for the faster response times from the locker sensors and switches. Most obstacles can be conquered with only the rear locker locked and the sway bar disconnected. With both lockers locked you have enough traction on hand to literally drag the truck through a trail that would destroy the body. Speaking of drag, we never needed the 12,000-pound Warn winch, but our buddies with other trucks rested easy knowing it was there when they got stuck.

The "Articulink" radius arm front suspension system features Power Wagon-specific radius arms combined with the disconnecting sway bar. This system provides an impressive amount of flex, especially for a three-quarter-ton truck. The Articulink radius arm replaces the rigid radius arm structure found on the standard Ram 2500. The Articulink system includes a large additional rubber bushing per side and short link sections used for the upper axle mounts. The design offers the best of both worlds: increased roll stiffness for hauling and improved articulation over off-road obstacles. We pulled our test Power Wagon into a twisty trail section to get a firsthand look at the Articulink in action. We were impressed by the movement allowed in the bushing. Combine the flexible front suspension with the supple five-link rear suspension and you have a very off-road-worthy truck. We did notice that much like on the road, the front end seemed slightly more firm than the rear suspension.

Thanks in part to gratuitous ground clearance, the Power Wagon really shines on rocky trails. It takes a pretty significant obstacle to reach the body and bumpers. The truck also shines on graded roads and rough, unimproved trails littered with cobble stones. We found that more speed allowed the truck to smoothly push the loose rocks out of the way rather than bounce over them. In this case slower was not better. You do have to watch your speed in the open desert though; larger bumps and deep whoop sections are not what the Power Wagon does best. Hitting a 2-foot-deep rut in a nearly 7,000-pound truck will feel like hitting a 2-foot-deep rut in a nearly 7,000-pound truck.

Under the Power Wagon you'll find a healthy amount of steel skid plating protecting the vitals. The monstrous nearly 2-inch diameter tie rod seems unbendable. Out back we noticed a change in the way the rear aluminum driveshaft is manufactured. Older models were simply welded. The 2014 model is friction welded. The advantage is that the new driveshaft yoke looks longer, slightly more rock-resistant and a bit less fragile. Ultimately, the overall attention to detail has resulted in what we believe is a better Power Wagon to date. Pricing for the three Power Wagon trim levels starts at $45,690 for the Tradesman, $50,340 for the SLT, and tops out with the Laramie at $56,215. The most expensive Power Wagon we test drove was just less than $60,000.

4 2014 RAM Power Wagon 5 II

Our Power Wagon Wish List

Sure, it's the only available truck featuring an off-road package that includes front and rear lockers, dirt-friendly tires and wheels, a disconnecting sway bar and a real Warn winch. There are still several things we would like to see available on future models of the Power Wagon. As we noted earlier, we'd like to have sportier Power Wagon-specific seating with increased bolster support. Maybe even something cushier like you find in the current top-trim Jeep Cherokee. The lockers and sway-bar disconnect should work in all transfer case speeds. There are some off-road situations where the flexibility to do so could be useful.

We would love to have a built-in on-board air compressor for filling up tires at the end of the trail and for inflating recreational lake and camping items. The pump should produce in the neighborhood of 3 cubic feet per minute and connect to at least a 1-gallon tank. Of course, we would absolutely worship a standard cab short bed and manual transmission option, although we are well aware that the take rate on both would be dismal. Lastly, we think the 33-inch tires look a little small in the large fenders. The Power Wagon would benefit from 35-inch tires in more ways than one. How about it Ram?

Cars.com photos by John Cappa, manufacturer images


5 2014 RAM Power Wagon 9 II


6 2014 RAM Power Wagon 13 II


7 RM014_078TF II


8 2014 RAM Power Wagon 10 II


9 2014 RAM Power Wagon 14 II


Those arent cheap genaric good year tiresthey are Goodyear Wrangler DuraTrack tires and they are some of the best tires in snow and in mud , they are 1000 time better than the BFGs they replaced, which was a big complaint on both the power wagon and the raptor. Many raptor owners that live where i live including me switched to the DuraTracks cause they are arguably one off the best tires you can get these arent the good year wrangler ssa's that are on fx4s and z71s these are the real deal so don't talk about stuff you have no knowledge of.

Needs the ZF 8hp90 transmission.

What's up with the spare tire? Seems to be a Duratrac, but looks smaller and is on a different wheel. Why would they do that? Why go to the trouble to use an expensive DuraTrac tire but then change the size and the wheel it's on?

Power Wagon concerns seem to be would a small diesel work, and GY Duratrac vs BFG KO and 33" vs 35" on tires. Everyone likes the floor-shift transfer case, front and rear lockers, disconnecting sway bar, and factory-installed winch.

Now go back and look at the GMC Sierra HD "All Terrain" with an air dam and street tread.

Chrysler is serious about producing a 3/4-ton off-road truck. GM is not.

@Big Al

I have a few questions for you if you can indulge my curiosity.

-How often is it more than just you in your BT-50? More than 50% of the time or less?

-How often do you have the need to tow more than 6,000lbs in your BT-50? More than 50% of the time or less?

-How often do you actually utilize your BT-50's bed? More than 50% of the time or less?

-How often do you go in off road places that requires 4x4 in your BT-50? More than 50% of the time or less?

Just to show I am a good sport, I will answer those questions a well. All of the questions above are less than 50% of the time accept with it being just me in the cab. My situation is unique as I have a company vehicle to back and forth to work in so my truck is mainly used on weekends where I either have my Wife, dogs, or friends with me doing stuff. So how about you? How often do you utilize your truck?


ANY tire Goodyear makes is crap
I have owned enough Goodyear tires in the past that I feel qualified to say that!
More evidence is Wal Mart sells Goodyear tires and IF Wal Mart sells them everybody knows they are cheap and generic!
BF Goodrich tires are crap too!
Not ONLY does your pickup truck looks bad with Goodyear tires the driver also looks like a cheapskate and someone that has NO knowledge about tires.
The "BEST" Tires are COOPER !!!

Here's a link which answers your questions and a little more.

I wrote this two days ago.


Rut row Fords in trouble 2011-2014 cars bring recalled for corrosion already and SUV's you lose power steering on.


Here's a link which answers your questions and a little more.


I do think some of the pickup truck journalist fraternity have forgotten is the Titan and Tundra will be coming out with the 5 litre Cummins V8.

These will be an annoyance to the Big 2 and Fiat Ram.

Many people just don't want or need a 1 000ftlb engine in a truck. These will be the "midsizer" of HDs. Very capable and can achieve pretty much what required for a heavy pickup.

Even for towing a 5 litre V8 diesel will be able to tow what 95% of what current HDs are towing.

Most HDs I see are not towing that are used for work and have single cabs. Counties, construction, etc use these vehicles with many different backend configurations, sort of like out midsizers.

The Titan and Tundra will be focusing on the DenverMike SUV with a balcony HD buyer.

@DenverMike and His fellow clowns and aliases
Bigland stated that Fiat doesn't want to sell pickups under $22 000 in the US. Fiat can, but won't and you are telling me about prices? And you think he a good guy?

So you are accepting that you guys should pay the prices we are paying in Australia and more, you want to pay $40 000 for a pickup as long as its not a midsizer? We don't pay that for a mid spec truck. Why do you think the US consumer should?

Have a look at the $27 000 Ram. What is its capability, it isn't truck like at all in performance.

I told you the price of trucks will rise in the US if nothing is done to remove the barriers and CAFE regs. The $27 000 under performing Ram is an indication of what's to come.

What I'm talking about is doing what is right for the US consumer not the UAW or Big 3. We aren't talking midsizers either. The midsizer argument or anti American argument is getting long in the tooth.

I'm not saying either that full size trucks are bad. Learn to comprehend and not misinform.

You are scared of what I'm discussing or you wouldn't come back with baseless retorts. Read what I'm writing not spinning some pro UAW spin to save your uncompetitive jobs.

I can't even read a stinkin' review on a lawn mower, without BAFO popping up to let us know how much better it would be with a diesel.

BAFO, when OEMs start denying us what we want, we'll let you know. And most US (private) consumers need a diesel like they need another hole in their head.

@Big Al

No, you didn't answer my question in that link. I am asking how often do you do all of those things.

This comment isn't mine.

Posted by: Big Al from Oz | May 29, 2014 3:08:48 PM

Are you now wanting to debate me on lawn mowers?

This doesn't surprise me as you know SFA about pickups and motor vehicles.


This is what the Big 2 and Fiat Ram have to be aware of. These pickups will offer a true intermediate capability that the Big 2 and Fiat Ram can't match.

These will offer better power, FE, durability, etc than any Eco Boost/V8/Hemi pickup, with the capapbility of an HD. Nissan and Toyota have to be on a winner here.

Unless a 25% tax is levied on 'un Murican' US pickup manufacturers ;)


A cut and paste from the Cummins site.

Diesel will provide light truck customers the combination of towing capacity and mileage that is expected in the highly-competitive North American truck marketplace.

With a torque rating in the mid-500s (lb-ft) and more than 300 horsepower, the Cummins 5.0L V8 Turbo Diesel will provide light truck customers the combination of towing capacity and mileage that is expected in the highly-competitive North American truck marketplace.


What this space!

Posted by: Big Al from Oz | May 5, 2014 5:41:57 PM


I've been thinking about the Titan's and Tundra's and I do think the one truck will come as Class 2 and Class 3 pickups. The Class 3 versions will come with these V8 Cummins.

I think the Big 2 and Fiat will have some competition in the lower end of the HD market. This is a smart move by Nissan and Tundra. There will be plenty of demand for the Cummins Titan and Tundra.

Hino diesel's are too heavy for this application. Toyota as I've stated don't have any decent diesel's in production.

Cummins is making good use of their products.

This engine is a Cummins ISF, from what I'm reading global production looks to be from China.

The ISF can come up to 3.8 litres. Looking at the Nissan power and torque figures a 3.8 should be able to produce 300hp and over 500ftlb of torque.

This should be able to be used as a cheaper entry level engine in a HD.

Some food for thought.


@Numpty aka Denverstool/TRD X4 Tom/Dave
You feel threatened by me?


Was it the Nissan Titan blog? Non UAW workers building them?

This article is discussing what's going to occur with HDs within a couple of years.

So, I do think your comment is out of place.

And the Titan and Tundra will play a role in HD sales.

So, you guys from the Big 2 and Fiat don't like competition, but I personally think Nissan and Toyota are onto a good thing.

They will compete with HDs at the bottom end of the HD market. They will be cheaper to own and operate than a Big 2 and Fiat HD.

Why do you need 1 000ftlb to tow small loads when 550ftlb will suffice for more than what 95% of HD buyers tow.

What is your question leading to?

It appears you think you are onto something.

Re-read my comment to papa jim. But, I will expand to sate you.

I carry more than myself at least twice a week. Over the past 3 weeks I have between 4-5 passengers in my vehicle on at least 5-6 occasions. These people were all adults of both sexes.

Off roading, it varies, the last time I off roaded was 6 weeks ago. But, I've been at 'school' for a few of them in Darwin. I'm also burdened as the head projectionist at our 3D cinema. This is chewing up much of my 'free' time this year as it's a voluntold situation.

Towing, I haven't towed since February.

Driving at constant speeds of over 85mph over a distance of at a minimum of 200 miles, twice a month. The speeds I cruise at are just shy of the top speed of your EcoBoost at times. The funny thing is I still can overtake;)

Urban driving, every workday for approximately 4 miles.

A load in the back, February, towed a 20' boat on a tandem trailer trailer weighed around 2.5 tonnes or 5 500lbs, with between 1 200-1 500lbs in the back, ie, 12, 30 packs of beer, food, camping and fishing gear, additional fuel, water, etc.

This would have broken a Ram 1500 and pushed this PowerWagon's load capacity to its limit.

Tow speed with that load is around 110kmph or 70mph.

That is a 6 700lb-7 000lbs load not counting the 4 guys in the cab.

I used around 13 litres per hundred kilometers or 18mpg, I think.

Like most pickups in the US, my pickup and even most in Australia are toys. SUVs with a balcony.

You can't get a gasoline engine to achieve what I can for the cost of running my vehicle.

Gas engines under load consume significant quantities of fuel in comparison.

As you can see I do use my vehicle under load often.

Maybe if I lived in a city and only drove to and from work and didn't have an outdoors lifestyle a 2WD 2.5 litre gas pickup would suffice.

But they don't come in leather and have all of the stuff to make high speed cruising comfortable.

If you're lucky some day you might see me on the street
My crystal clear complexion is as snow white as a sheet
'Cause some say I'm a genius, to others I'm a loon
But someday there'll be people like me walking on the moon
If you think you've got the nerve to put me in my place
I think that I should warn you, I'm not just a pretty face

I'm an individual - you can't fool me
An indi-bloody-vidual - you can't fool me
A genuine original - you can't fool me
I keep an open mind 'cause I'm thinkin' all the time


It's a pity it doesn't come out in a diesel.
Posted by: Big Al from Oz | May 28, 2014 4:05:22 PM

It's a pity how this baffoon BAFO thinks he has to turn every blog post into a diesel rant.

It really drives home the point that BAFO has a fragile ego, he hates our rejection of midsers, and his diesel rants are often fear based.

Huh, I wonder if there is a shred of that thing that isn't hecho en Mexico... the tires are likely made in USA.

@BigAl - I had a weird internet connection last night. I could not post on TTAC and PUTC wouldn't accept my post. Looks like a glitch originating from my home PC.

My apologies for the multi-post.

@People want a diesel engine in the offroad truck, but they will never ever buy one. Too expensive truck to go offroad with. Too dirty to breath, so always driving last one in the pack. Too heavy to go places Power Wagon can go.
This engine is perfect for Power Wagon. Enough power, torque, reliable, efficient, clean.

Posted by: zviera | May 29, 2014 8:34:12 AM

I completely disagree. Virtually every logger I know has a diesel pickup.

Too expensive?????????

Ever price out a Power Wagon?

They aren't cheep in Canada. You can get a diesel Ram for close to the same price as a PW. Ram has frequent "free diesel" sales and that makes a diesel 3500 a better buy and a smarter buy.

I don't mind you having a swipe at me. But first consider how many actually commented on the PowerWagoon getting a diesel prior to my comment.

Also, each and every engine I pointed out is a Fiat product, which believe it or not is a Ram.

The interesting one is the in line 6 VM 4.2 diesel with 350hp and over 500ftlb of torque.

These are all viable engines. Even the high output 3 litre VM V6 with 275hp and 440ftlb of torque. This engine only weighs 450lbs, not 1 200lb like the Cummins that someone commented on.

So, pull you head in and actually comprehend what is actually going on around you.

@Big Al

Fiat bought Chrysler, however, much of the design, engineering and many of the components (HEMI comes to mind) are due to the Daimler relationship, more so than the Fiat.

Product-development lead time being what it is at some automakers, the time lapse between the drawing board and the showroom floor is five or even seven years.

@papa jim
Agreed. Chrysler vehicles are nowhere near being related to Fiat vehicles other than they are part of the same company now.

Fiat doesn't have much engineering-wise to bring to Chrylser vehicles because Fiat makes small cars for an entirely different market than Chrysler does. That may change over time as they start sharing more and more across product lines, but for now, I don't see them being related at all other than by the fact that they're now part of the same company.

@Big Al

It seems like you don't use your trucks size, capabilities, or engine power most of the time. I don't know why you got as big of a truck as you did. The 2.2L diesel 2wd regular cab BT-50 would have been better for you since you haul air, have no passengers, or don't go off road most of the time. You probably should step down to something smaller.

@ Lou
"Virtually every logger I know has a diesel pickup."
I wasn't talking about loggers, but Power Wagon.
True offroad truck, which you can go offroading with. No competition , Non, Zero, Nada.


You are right. The current Power Wagon does not have any competition. There is no other 250/2500 that has a payload of less then 3/4 of a ton......non, zero, nada.

@papa jim
You are almost correct. I can see Fiat products becoming more prevalent even in the Ram trucks.

You seem to forget about the input Fiat has with Jeeps, Ram vans, Chrysler cars, etc. They will not be around for a long time.

The Fiat based diesels I can forsee being used in Rams, like the VM V6 diesel.

That 4.2 litre in line 6 VM looks like a great engine for a HD as well or even this PowerWagoon.

I do think your point is valid for me and for most 'SUV' pickup operators, they are toys. I have never denied that.

Most of what we do we could probably get away with a Corolla.

As I pointed out I was initially after a SUV, not a pickup. I bought the pickup because it will do exactly what I wanted (as opposed to needed), plus a little more than a SUV would have done for me.

The biggest limitation I have found from my pickup is the ride, but it is more than bearable. Off road a shorter wheelbase SUV would give me a little more as well.

But, every vehicle I've owned has built a home and made me money. I'll hopefully be in that position next year. So my BT50 will build a home as well.

@zviera - like @All1 said...............

If I wanted a truck with a 1500 lb payload and ............ wait a minute......... I already have that.

To use your logic.......... the Raptor also has "No competition , Non, Zero, Nada."

""Virtually every logger I know has a diesel pickup."
I wasn't talking about loggers, but Power Wagon."

All of the loggers I know spend more time using their trucks "offroad" and in 4x4 situations more than any civilian does.

I see few ford but hurt people posting out of topic again. Some doesn't know what ofrfroad means and think they did it with their street yamaha and some know talk just about payload as usual. I can come back at this forum 5 years later and Bafo is gonna talk about 1.9L diesel in HD truck, Lou about his 5.4 Ford all in one truck and All1 about aluminum 1.1 quatro turbo ford payload.
I think I just had enough of this BS for next month. See you in June commenting on May truck numbers.
Have a good night everybody else.


@zviera - how much does a Power Wagon cost in Canada ? You didn't answer that one.

@Big Al

You just stated my point. You bought your truck because it will do exactly what you WANTED and for those times you need those capabilities. It doesn't matter that you don't use its interior room more often then not. It doesn't matter that you haul air most of the time. It doesn't matter that it hardly gets put in 4wd in comparison to the time spent in 2wd. It doesn't even mater that it won't tow its max tow rating more than a handful of times. Why? Because you bought it for those times that you needed or wanted those capabilities didn't you? So why do you jump our backs for buying these bigger trucks and engines you say we don't need, and tell us we need smaller less powerful engines with better FE when you went with a bigger and more powerful truck option than you needed? Sorry, but that sounds hypocritical.

Most of the time a Prius would work better for you for FE, but I don't see you driving one of those so get off our backs about what we drive or want out of our trucks. And for God sakes quit telling us we need little 3.XL diesels that can barely move something as big as a Power Wagon let alone more weight. Yes, I know it will move a Power Wagon based on your standards of movement, but not ours. Like I said earlier, you may be used to not having any balls, but we are not. And we WANT our balls Al.

It doesn't matter. It has no competition for offroad 3/4 truck. They can charge what ever they want.
Non of those logger trucks, or rupture can go places this Power Wagon can go.
Please, don't even remotely try to compare your anemic truck with Power Wagon capabilities.

I have never stated otherwise about what a person should buy for a truck. I really don't know where you read that or into that.

Maybe you should read MY response and not what others' state. Also half of the responses are multiposts by numpty the dumb f4ck. But maybe you aren't able to dissect or comprehend the 'conversation' or have the capacity to make a simple deduction. Try to read into the flow of the discussion.

Read the comments, if they aren't quite linked to the debate then maybe it isn't my comment.

I believe in freedom. If you want an EcoBoost have an EcoBoost, if you want a BT50 have a BT50 or HD or a diesel Yaris.

My initial comment concurred with the comments made regarding the 5 litre Cummins. After a little research I found the 4.2 VM in line six. This would probably be better suited than the V8 Cummins as it is only 2/3s the weight.

I also think a 3 litre VM is capable of moving this PowerWagoon. Which should marry up to your comments regarding the vehicles very low load capability.

ALL1 try and read the discussion. If something doesn't quite marry up it probably isn't my comment.

I really thought you were smarter than what you just displayed.


I know what off road means . Come down to my neck of the woods. I will take you down cliffs and trails that would have you $hiting yourself by the end of the ride.

As I said before. The whole premise of the Power Wagon was it's ability to not only go off road, but to take your toys or gear further off road than any truck. Go to any off road event like King of the Hammers or Rally on the Rocks and you will see how Power Wagons would be used. I don't know many Power Wagons I saw with a truck camper in the bed and bumper pulling a Jeep and some other toys at these events. That is not gonna happen anymore. I know you hate bringing up that point but it is a valid one for a lot of those that would consider buying a Power Wagon. That is the whole point of a Power Wagon and the reason the first ones were made to be a truck that is capable to take heavy loads off road. It can go a lot of places off road and it is also a truck that can do truck stuff so the guys that needed a truck, but can't afford to have a second vehicle Jeep can have their cake and eat it too. Now it is less of a truck(which was its premise from the very start) and it is too big to really go places off road that smaller vehicles like Jeeps can go. All I am saying is Ram should do whatever it needs to do to bring the Power Wagons payload back up to at least 1,800lbs.

What's your point.
You can come to my place and I will take you down cliffs and trails at Rockeys that would have you $hiting yourself by the end of the ride on my atv. You won't make it with your jeep . Not to mention Jeep payload.
Less payload=more offroad capabilities.
Everybody can get a right gear for his needs.


ATV! Got one of those too. Actually two. A Sportsman 550XP and an 850XP Touring. I am game to hit any ATV trails you can throw at me and I haven't met one yet that had me even close $hitting myself.

Less payload = Less off road capabilities.......What?!?!

So does that mean the previous years Power Wagons are less capable than the current year? No, because the poor payload is just a draw back of that cushy suspension you think is the best thing since sliced bread. The 2012 Power Wagon is just as capable in off road as the 2014, but the 2014 just isn't as capable as a truck as the 2012 was.

@Big Al

So you have never stated how we should be driving smaller vehicles since we only haul air most of the time or chastised us for wanting more powerful V8 or V6 engines that used more fuel in this or any other article? Rrrriiiigggghhhttt........

And competition still doesn't have any answer to new 2014 Power Wagon. LOL.

No I have never stated you should drive small trucks.

I actually have stated I like all trucks.

If you read my commentary you would have seen that I support no tariffs or protectionism.

I believe in fairness for all.

@BigAl - I had a weird notion to make double posts last night just to troll and get on peoples nerves. I posted on TTAC and every other forum that I could log on to. Looks like I will be doing it every day now, as I got a huge laugh out of it. Keep on trollin'! wahahahahaha

Nice truck. But that fuel mileage would get expensive quick.


Buying a new truck is what's expensive. If you can afford a heavily optioned new vehicle, why worry about fuel mileage?

At the end of the day where are you going to take your 20' long, 7' wide, 7,000 lbs., $50,000, 3/4 ton 'Power wagon' that I can't go in my 14 year-old two door Tahoe.

Sure, it has some impressive hardware but it's too long, wide, and heavy to be effective off-road. It's like a pick-up version of the H2.

Yea, a crew cab is ridiculous, why not a regular cab are at most a quad cab. This is just a poser truck. the break over angle is to low with such a gigantic wheel base.

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