Part 4 - First Drive Review: 2010 Dodge Ram Power Wagon

Part 1: Introduction and Specs
Part 2: 2010 Dodge Ram 3500 4×4 Crew Cab Dually Unloaded
Part 3: 2010 Dodge Ram 3500 4×4 Crew Cab Dually Towing 16,500 pounds
Part 4: 2010 Dodge Ram 2500 4×4 Power Wagon Off-Road
Part 5: 2010 Dodge Ram 3500 4×2 Regular Cab Dually Hauling 1,500 pounds
Part 6:

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Some might not remember that the Power Wagon was first introduced in 2005 as the no-compromise, flagship off-roader of Dodge Ram HD pickups. It was meant to evoke the Dodge Power Wagons of the 1940s-60s that were direct descendants of the trucks that helped transport troops and supplies during World War II.

The strategy of using a specialized off-road pickup to promote the rest of the lineup should sound familiar. It’s what Ford has been doing well with its new F-150 SVT Raptor SuperCab that’s been recognized by the mainstream automotive media for its incredible high-speed off-road capabilities.

The Power Wagon is just as capable and exceptional as the Ford F-150 Raptor but in its own, unique, way.

Where the Raptor depends on its specialized long-travel suspension to accomplish Baja-1000-style feats off-road, the Power Wagon features solid front and rear axles, locking front and rear differentials, and electric sway bar disconnect for maximum low-speed articulation and maneuvering off-road.

Unfortunately, Dodge let the Power Wagon wither on the shelf for several years, giving Ford and Hummer the opportunity to look like they were the only brands willing to meet the needs of the most demanding off-road enthusiasts.

Enough of that, Dodge said; the Power Wagon is back and the automaker is going to promote it, starting with retro giant vinyl stickers that remind us of the old Macho Power Wagon trucks from the 1980s. According to Dodge execs on the Ram HD drive, Ralph Gilles, chief designer for the Heavy Duty pickups and the new CEO of the Dodge Car Brand, made a heritage wall of the Power Wagon pickups from a generation ago to find just the right look to accentuate their purpose-built capability in the dirt. The sticker design was locked in about six months ago and replaces the previous, low key, chrome metal badging. We’re sure the introduction of the aggressive looking Raptor also helped push things to a more extreme degree with the new Power Wagon.

The Power Wagon is only available with the 5.7-liter 383-horsepower, 400 pounds-feet of torque Hemi V-8.

A few years back, Chrysler’s Mopar Underground showed off a Cummins-powered version at Easter Jeep Safari in Moab, Utah, but that was a one-off truck. The 12,000-pound Warn Winch that’s integrated into the Power Wagon’s front bumper blocks where the intercooler would need to sit for the Cummins engine.

One gripe about the 2005-09 Power Wagon – one that’s not legitimate, if you ask hardcore Power Wagon fans – was that it rode terribly stiff when it was driven on city streets. That’s not the point of the truck, they’ll tell you. Regardless, city driving manners seem to be greatly improved. The same hydro-mounts that made driving an unloaded dually 3500 a better experience also helped the Power Wagon. It’s more civilized on the highway too (we drove it on the freeway for a story that’s coming soon). Like the rest of the Heavy Duty lineup, the Power Wagon’s unique Bilstein shocks have also been retuned by changing the valving.

The rocky landscape of Moab and the off-road capabilities of the Power Wagon seem fused in our minds. We’ve always thought of the Power Wagon as the ultimate full-size rock crawler but in Texas we didn’t have boulders to climb, we had mud to slop through after two days of heavy rains.

The Power Wagon’s 33-inch tall LT285/70R17D BF Goodrich All-Terrain tires aren’t the best choice for mudding but its 2.5-inch taller suspension than a standard Ram 2500 4×4 and front and rear lockers helped ensure we weren’t going to get stuck even if the truck slid around the gloppy conditions like it was on rollers. We kept our foot on the accelerator and powered out of soupy pools and sticky ruts.

We’re not fans of the Hemi’s 545RFE five-speed automatic transmission for towing but it’s plenty responsive for off-roading, especially paired with the Power Wagon’s unique and very short 4.56 final drive ratio.

We wish the Hemi had more power, larger displacement or both for optimal locomotion because the Power Wagon tips the scales at almost 6,600 pounds. There’s definitely a weight trade-off for the extra capability a solid front axle affords.

Through tight turns and rapid changes in terrain, the front axle and higher ground clearance was invaluable keeping the truck out of the dirt. The front sway bar electronic disconnect helped, too. Sway bars are designed to distribute load force from one side of the vehicle to the other, minimizing body roll while cornering. But they also limit axle articulation off-road. When the sway bar is connected, the Power Wagon loses about 9 inches of articulation. At speeds above 18 mph, if you forget to re-engage it, the sway bar will automatically hook back up.

We mentioned earlier about not liking how the gearshift lever blocks access to the transfer case dial. On the Power Wagon, it also blocks access to the sway bar disconnect buttons – which really should be condensed into only one button because there’s no need to have discrete buttons to connect and disconnect the bar.

Overall, we’re big fans of the Power Wagon and very happy to see Dodge continue to sell this model in 2010. It truly has go anywhere capability.

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