Ram Power Wagon возвращается


Civilian 1-ton Power Wagon “Military-Type, Flat Fender Style

Early post-war postcard of a Power Wagon wrecker truck

First Series: late 1945-50
Includes the following years and model numbers: 1945-47 WDX; 1948-9 B-1-PW; 1950 B-2-PW;
Additional Distinguishing Features: (4) rectangular stake pockets on each side of the bed; round speedometer with a rectangular gauge cluster on each side. The two rectangular gauge housings have the instrument lettering on the glass instead of the face of the gauge.

Second Series: 1951-(early)56
Includes the following years and model numbers: 1951 B-3-PW; 1952- early 53 B-3-PW; late 1953 B-4-PW; 1954 C-1-PW; 1955- early 56 C-3-PW;
Additional Distinguishing Features: (3) slightly curved stake pockets on each side, bed sides are stamped. Looking at these bed sides from the rear, the top rail section of the bed angles out at 45 degrees with a rounded top edge. Group of 4 gauges in center of dash (Fuel, Amp, Temp, Oil) with silver/grey faces.

Third Series: 1956(late)-71
Includes the following years and model numbers: Late 1956 C-4-PW; 1957 W300; 1958-9 W300M; 1960-71 WM300;
Additional Distinguishing Features: (3) square stake pockets on each side with stamped bed sides. Looking at the bed sides from the rear, the top of the bed is flat, with a rounded edge. Group of 4 gauges in the center of dash (Fuel, Amp, Temp, Oil) with black faces. NP420 Synchronized Transmission also used.

Third Series EXPORT: 1957-78
M601 open cab, flat faced cowl models and M615 ambulance

W500 and W600

The two-ton W500 Power Wagon (only a chassis cab was built) was introduced in 1956 as the C3-HW, and lasted through the 1971 model year. This was replaced in 1972 with the W600 (also cab and chassis only), which was produced until 1977, when all Dodge medium-duty models were discontinued. To compensate for the loss of the medium-duty W600 a new W400 chassis cab was introduced in 1977.

Willock Chassis Swivel

From about 1952 through 1958 an option known as the Willock Chassis Swivel was available. With this option the frame was split into two pieces at the point where the bed of the truck met the rear of the cab. A longitudinal swivel system allowed these two pieces to rotate with respect to each other, with the result that almost without regard to the terrain all four wheels would always be on the ground. Somewhere between 50 and 100 examples were built. While Willock is no longer in business the chassis swivel is still manufactured by third-party vendors and can be incorporated into existing vehicles.

What makes it a Power Wagon

What makes this truck a Power Wagon?

The original Power Wagon, based on a World War II military truck, was a standard pickup with upgraded components, including “mud fenders,” a two-speed transfer case, and numerous heavy duty components, all driven by a 94-horsepower engine. It was slow but tough and easy to fix, and was sold in the U.S. from 1946 to 1968 (exports continued until 1978).

Today’s Power Wagons have a standard 410 horsepower 6.4 truck motor. The most obvious difference from the normal Ram 2500 is the higher stance; a double-take reveals the 12,000-pound Warn electric winch built into the front bumper, which is also standard. The Power Wagon’s other visible 4×4 features are tow hooks, 33-inch Goodyear Wrangler Duratrac off-road tires, and the graphics (not all are like the extroverted ones on our test truck).

A more subtle feature is the modified front suspension, called “Articulink,” with Bilstein shocks and high-movement links for better flexibility and articulation (it also adds roll stiffness for carrying heavy loads). An electronic disconnecting sway bar adds suspension travel at low speeds, while skid plates, including the only Ram 2500 fuel-tank skid plate, protect key parts of the undercarriage.

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Ground clearance on standard Ram 2500 Crew Cabs is roughly 11 inches, compared with 14.5” on Power Wagon SLT, but the location is measured at a different point on non-Power-Wagons than Power Wagons and varies by tire size anyway.

The 4×4 powertrain includes a shift-on-the-fly, two-speed transfer case (NV271); the manual transfer case, operated by a stiff lever in the cab, is shared only with Ram 2500 ST, the base heavy-duty pickup. All higher pickups other than Power Wagon have an electronic shifter; but the manual shifter seems to make sense in this truck. Power Wagon is, though, the only Ram with electronic locking front and rear differentials, controlled by a simple knob. The rear driveshaft is also now friction welded for greater durability.

Dodge представил новейший Ram Power Wagon

10.04.2014 | 20:00 4x4TOP.RU

Ram Power Wagon построен как и ранее на базе Ram 2500

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В начале апреля 2014 года американский Dodge напомнил о себе ярким появлением нового Ram Power Wagon. Автомобиль сохранил основную философию предшественника – пикап на базе Ram 2500 с развитыми «мускулами» и недюжинными возможностями на бездорожье стал еще более экстремальным, нежели старичок. Ram Power Wagon способен в полной мере удовлетворить необходимость желающих покорить «тяжелую» местность или добраться на край света чтобы… просто отдохнуть.

Также Ram Power Wagon получил новый задний мост

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Ram Power Wagon, как и обычный 2500 модельного 2014 года, в качестве «базового» получил 6,4 литровый V8, конечно же Hemi. Его восемь «горшков» теперь выдают 410 лошадиных сил 570 Нм крутящего момента, что является просто небом и землей в сравнении со старым 5,7 с его “жалкими” 383 лошадьми и 530 ньютонами. Новый мотор имеет систему деактивации половины цилиндров, что положительно скажется на среднем расходе топлива. Передавать всю мощь на колеса выпала участь шестиступенчатому автомату. 

Ram Power Wagon оснащается новым V8 объемом 6,4 литра

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Помимо силовой установки Power Wagon получил совершенно иной задний мост с передаточным число 4,1 и который на дюйм шире старого и, конечно же, оснащен электронным самоблокирующимся дифференциалом. Наконец под шикарным кузовом разместилась «раздатка» Borg Warner, способная в широком диапазоне правильно распределять усилия на ведущих колесах. 

В базе Ram Power Wagon идет с пневмоподвеской задней оси

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На сегодняшний день Dodge Ram 1500 является, пожалуй, лучшим пикапом на рынке, и он не прочь поделиться новыми технологиями с Ram Power Wagon. Теперь можно навсегда забыть о жестких и «скакучих» рессорах, им на смену пришла современная пневматическая подвеска, не меняющая клиренс в зависимости от степени загрузки кузова. Также, столь необходимую маневренность и управляемость на бездорожье обеспечат однотрубные немецкие амортизаторы Bilstein на всех четырех колесах. К сожалению, информацию о стоимости «проходимца» и о его появлении в России производитель не разглашает.


For 2005, Dodge resurrected the Power Wagon name on a version of the Dodge Ram 2500. It was a special off-road version of the Ram 2500 with a 5.7L as the only engine option. As of 2014, the only engine available is the 6.4L Hemi. Interior configurations remain similar to standard produam. As of 2010, the Power Wagon is only available as a Crew Cab Short Bed model. Special features of the Power Wagon include:

  • Electronically controlled (front and rear)
  • Electronically disconnecting front
  • Integrated 12,000 lb electric Warn
  • 17 inch diameter wheels
  • Large 33 inch diameter All Terrain T/A 285/70R17 tires. Replaced by Goodyear Duratracs beginning with the 2014 model year.
  • Monotube Gas Charged Shocks
  • Extensive skidplating: front stabilizer bar, transfer case, fuel tank, special skid plate crossmembers welded to the frame with open bars bolted to them across the midsection.
  • 1.4″ factory lift in front, 1.0″ in rear (0.4″ front and rear due to larger tires). Softer rate springs.
  • Strengthened
  • 4.56:1 axle ratios (4.10 as of the 2014 model)
  • Revised clutch fan
  • Strengthened steering gear
  • Low range 4×4 throttle mapping changed.

Upgraded suspension and larger tires naturally give the truck a taller ride height. Clearance lights and tow hooks are standard equipment. Fender flares are standard equipment as well. The fender flares assist with tire coverage due to the Power Wagon’s wider tires.


6.4 L Hemi V8 (410 hp / 429 lbs.ft of torque) for 2014 to current model year

5.7 L Hemi V8 (383 hp / 400 lbs.ft of torque) for 2010 – 2013 model years

5.7 L Hemi V8 (345 hp / 375 lbs.ft of torque) for 2005 – 2009 model years


A six speed G56 manual transmission was standard, with an automatic transmission optional. As of 2010 the manual transmission is no longer an option. 2012 models have the 6 speed automatic transmission, instead of the 5 speed automatic in the previous models. As of 2019 a 8HP75-LCA 8 speed automatic from ZF is standard.

Transfer case

The was a and had a 2.72:1 low range gear ratio. A transfer case skid plate was and is standard equipment. A transfer case is the only available, the has never been an option. As of the 2012 model year, the transfer case has changed to a Borg-Warner 44-47 manual shift-on-the fly. Low range is now 2.64:1.


The axles are manufactured by The front is an and the rear is a hybrid with the larger axle shafts from the AAM 11.5. Despite the fact the axles have locking differentials, the rear axle is also a when unlocked. The axles are only available with a 4.56:1 gear ratio. Non Power Wagon 2500 Ram trucks only have 3.42:1, 3.73:1, or 4.10:1 gear ratios. 2010 models (along with other Ram trucks) received larger .

2012 Weight ratings:

  • – 8510 lbs
  • – 17,000 lbs
  • (front) – 4500 lbs
  • GAWR (rear) – 6200 lbs
  • Max payload – 1880 lbs
  • Max towing – 10,250 lbs
  • – 6800 lbs

2014 updates

The RAM Power Wagon will have a 6.4 as the standard engine; the 5.7 Hemi V8 goes away. The 6.4 has 410 horsepower and is also available in standard Rams. The transmission and transfer case remain unchanged (Borg Warner 44-47). The axle gears change from 4.56:1 gear ratios to 4:10 gear ratios. The rear axle is now a axle (with selectable locker). The rear suspension now has a 5-link arrangement instead of . The front suspension has been changed to a radius arm arrangement (3-link) instead of the 5-link used since 2005. Tires are now Goodyear Duratracs.

2011 Dodge Power Wagon

Locker selection control/sway bar disconnect control

Locker selection control/sway bar disconnect control


The Power Wagon was developed from the WW II . Shown WC-52 became a fire truck in 1959 ().

The civilian Power Wagon continued the lineage of limited production Dodge 4WD trucks from the 1930s, that proved basic four wheel drive design concepts, primarily for the military. Mechanically derived from Dodge’s 1942–1945 military trucks, the Power Wagon was introduced in 1946 as the first civilian production 4×4 truck. During its development phase, it was initially named the WDX General Purpose Truck, a name still used on some of the preliminary materials handed out by Dodge, before sales began in March 1946. The ‘W’ was a continuation of the 1941–1947 model year series, followed by a ‘D’ instead of a ‘C’, because the civilian truck was a 1-ton rating instead of the Army’s ​3⁄4-ton, and the ‘X’ was added to indicate four-wheel drive, as opposed to all previous civilian two-wheel driven models. Some believe the truck was renamed “Power Wagon” after a contemporaneous trucking magazine with that title.

Meant to compete with military-based Ford/ and trucks, it had an enclosed all-weather civilian cab and a purpose-designed 8-foot cargo box. It had a 126 inch (3,200 mm) up to a 147″ wheelbase chassis and featured the 230 cubic-inch , a 4-speed , a two-speed 1.96-1 ratio low range for part time 4-wheel drive with a (PTO) which would send power front or rear for operating auxiliary equipment, and 9.00/16-8 ply tires on 16×6.50 inch 5-stud split ring steel rims. In 1961 the 230 was replaced with the 251 cubic-inch flat head six.

In 1963, a new 225 cubic-inch slant six replaced the 251 cubic-inch six used in 1961 & 1962 W100 & W200 Power Wagon Trucks. The Power Wagon W300 continued to use the 251 cubic-inch L-6 engine. The new 225 cubic-inch engine (the 225-2) was able to power the med. duty trucks due to improvements including; roller timing chains, bi-metal connecting rod bearings, stellite-faced exhaust valves, roto caps on exhaust valves and polyacrylic valve stem seals.

The nominal one-ton rated Power Wagon’s (GVWR) was 8,700 pounds. Its maximum payload was 3,000 pounds. A big-block 383 became an option starting in 1967. From 1961 to 1971 the body was called the “Sweptline,” then transitioned to a more modern body image from 1972 through 1980 with varied grilles and paint schemes. In 1975 the 4-wheel drive became full-time with a 2-speed transfer case; this was changed back to part-time 4-wheel drive in 1980 due to the . A huge boost in sales followed the 1974 release of the extended “Club Cab,” popular with families and camper hauling. The 4-door was far less common and is quite desirable to collectors for restoration. Utility and function was unmatched by few competing models, as the towing, payload, and snow plowing capacity of the Power Wagon equipped with “” 8-lug axles was very popular with municipal and regional road crews.

The Power Wagon was sold through the 1980 . A number of engineering and styling improvements were made over the years as the truck grew in size and weight, but the basic package remained generally constant throughout its life and underwent one last major body change in 1972.

Bed, bins, and beyond

The bed in our test vehicle had an optional spray-in bedliner ($475), which we strongly recommend; it prevents rust, stops loads from shifting, and looks good, though it must be hard to clean without any smooth surfaces. The spray job was thorough and neat.

One major advantage of Ram trucks now is the RamBox storage system, a set of locking, metal-covered bins which support a set of removable containers (or whatever you want to dump in there). Ram showed these off holding fishing rods and guns (with optional holders), coolers filled with ice and cans, and tools; they can be unlocked independently and manually, and also lock and unlock with the rest of the truck.

Getting into the bed is a trip, especially when the gate is down, due to the height of the truck. For that matter, getting into the truck can be a trip, especially swinging into the passenger seat. There are grips at each of the four doors, perhaps a little high up for shorter people. Aftermarket steps or a plastic stool may be good accessories for those who are relatively short, inflexible, or unused to getting into tall trucks. But while you can climb into the bed easily enough with the gate up, thanks to a rubberized-top bumper, getting there with the gate down is quite hard. Now is the time to look forward to a half-gate.

The system also had a tailgate management system, which included moveable tie-downs, steel hooks in the bed, and a center divider which could be locked into place in various parts of the bed, or set up as a “cage” while hauling something that didn’t quite fit in the bed; the outer parts sit on the edges of the tailgate.

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