The Dodge Power Wagon: Ultimate Off-Road Ram

The Dodge Ram Power Wagon returned in 2005 for the first time in 25 years, as the most capable off-road pickup on the planet.

Dodge Power Wagon The Dodge Ram Power Wagon has class-exclusive electric locking front and rear differentials, a class-exclusive electronic disconnecting front sway bar and a custom-built Warn 12,000-lb. winch. The 345-horsepower 5.7-liter HEMI Magnum V-8 is the only available engine.

Based on the Dodge Ram 2500 and available in either Regular or Quad Cab body styles, the new 2005 Dodge Ram Power Wagon stands 80.6 inches tall and is distinguished by custom matte finish wheel flares, a large Power Wagon badge across the tailgate, custom 17 x 8-inch polished forged aluminum wheels and 33-inch BF Goodrich All-Terrain T/A tires — the tallest standard tires offered on a production pickup.

The 2005 Dodge Ram Power Wagon boasts best-in-class wheel articulation with new suspension designs. The front suspension uses a solid front axle with coil spring design, while the rear features a new single stage leaf design and uses unique, softer spring settings. For serious off-roading capability, the Dodge Ram Power Wagon features new 4.56 gearing and Bilstein monotube high-pressure gas shock absorbers.

"The Dodge Ram Power Wagon goes where other pickups cannot, but without deteriorating the Ram Heavy Duty's ride or towing capability," said Donoughe. "The Power Wagon was built by off-roaders for off-roaders. One look at it — and especially at the standard custom 12,000-lb. Warn winch — lets you know that Power Wagon means business."

Read about the original Power Wagon

Read about our test drive

Zetsche and the Dodge Power Wagon off-road Ram pickup

Dodge Power Wagon specifications

Assembly Plants	Saltillo, Mexico and St. Louis, Missouri
Alternator	160-amp
Battery	Group 65, maintenance-free, 750 CCA
	5-45RFE AUTOMATIC	G56 MANUAL
Availability	Optional
1st	3.0	6.29
2nd	upshift; 1.50—kick-down	3.48
3rd	1.0	2.10
4th	0.75	1.38
5th	0.67	1.00
6th		0.79
Reverse	3.0	5.74
Overall Top Gear	3.06 with 4.56 axle ratio	not available
TRANSFER CASES: NV271 (no center differential)
Availability	Standard
Type	Part-time
Modes	2WD; 4WD High; Neutral; 4WD Low
Low-Range Ratio	2.72
Specifications	Quad Cab	Regular Cab
Wheelbase	140.5	140.5
Track, Front	69.5	69.5
Track, Rear	68.5	68.5
Overall Length	227.7	229.7
Overall Width	79.8	79.5
Overall Height	80.6	80.6
Tailgate Load Height	36.3	36.3
Front axle clearance	8.4	8.4
Rear axle clearance	8.3	8.3
Approach Angle	35°	35°
Ramp Breakover Angle	25.5°	25.5°
Departure Angle	26.5°	26.5°
Frontal Area, sq. ft.	35.4	35.4
Fuel Tank, gal. (L)	34 (128)	35 (132)

Front Suspension: Live axle, Quadra Link leading arms, track bar, coil springs, electric disconnecting stabilizer bar, gas-charged Bilstein monotube shock absorbers

Rear suspension: Live axle, longitudinal leaf springs, gas-charged Bilstein monotube shock absorbers

Other: Hotchkiss drive, transfer case. Ladder-type frame, double-wall steel pickup box

Transmissions: the 545RFE had three planetary gear sets, one overrunning clutch, full electronic control, and an electronically controlled converter clutch. The G56 six-speed manual was synchronized in all gears, and was (with late availability) standard with the 5.9L high-output diesel and the 5.7L Hemi engines.

Compared to the 2007 Jeep Wrangler Rubicon: (ranges on Wrangler Unlimited are due to a variety of available tire/wheel sizes)

	Quad Cab	Regular Cab	Wrangler	Wrangler Unlimited
Front axle clearance	8.4	8.4	10”	8.7-10.5°
Rear axle clearance	8.3	8.3	10”	8.7-10.5°
Approach Angle	35°	35°	44.3°	40.6-44.4°
Ramp Breakover Angle	25.5°	25.5°	25.5°	17.8-20.8°
Departure Angle	26.5°	26.5°	40.4°	37.5-40.7°

Central Tire Inflation System (by Bob Sheaves)

[Webmaster note: the Power Wagon does not have this after all.]

For those not familiar with the term CTIS, this is an acronym for Central Tire Inflation System. Originally developed in the mid-1950s by the Soviets on the ZIL131 and Czech Tatra Kolos 813, the invention opened a new era in offroad mobility. By lowering the tire pressure, several things happen, as described in this report on the agricultural uses of CTIS. To quote a small section from this report by Brian Adams:

..."the decrease in tire inflation pressure achieved by using CTIS resulted in a 2% improvement in traction, a 10% decrease in rut depth, and a slight improvement in cone index in the top 15 cm (6 in.) of soil. Benefits for of addition of CTIS on large agricultural tractors could increase tractive efficiency, reduce the need for dual rear tires, and reduce soil compaction..."

Additionally:

..."the decrease in tire inflation pressure achieved by using CTIS showed an average ride quality improvement of 99%. When the harmonics from the tracks were forcing the vibration at the natural frequency of the tractor with the lowered tire inflation pressures, the ride quality improvement averaged only 21%. Equipping agricultural vehicles with CTIS would improve the health and alertness of the operators and extend the amount of time that they could effectively and safely operate the vehicle. ..."

CTIS, in simple terms, would improve the vehicle occupants comfort offroad, reduce the environmental impact of the tires on the soil surface (reduce rutting and trenching of the dirt), and reduce the shock and loading of offroad travel on the vehicle itself.

The Army "Duck" of World War II, a wheeled amphibious vehicle, had a central tire inflation system. CTIS has been on the Hummer H1 since its inception. GM had it as an option on the CUCV Blazers and pickups at GM/MVO as early as 1984.