This Wagon’s a-Rockin’ and Knockin’
When the world descended into war in the 1940’s, the need for capable vehicles to traverse muddy battlefields was more than apparent. Dodge had already been making vehicles for the United States military since the early 1900’s and the call was once again answered with the WC series of trucks. While the Jeep likely remains the most iconic wartime utility vehicle, that doesn’t necessarily mean it was the best or most used. Dodge’s WC’s were some of the most widely used vehicles in the conflict, built and adapted from the factory to fill all manner of roles on the battlefield. Even as the war raged on, the WC was also reborn as the Power Wagon for everyday life. With a robustness proven on the battlefield, the WC translated well into civilian life so well, the name carried on for 35 years before retiring in 1981. Now in the second generation of its resurrection, how does this new Power Wagon carry on its predecessor’s rugged legacy?
The most apparent difference is its sheer size. This truck dwarfs its ancestor – and just about anything else on the road right now. The lifted suspension means getting in and out is a journey in of itself. You need to climb into the cabin using the step ladder, or pull yourself up into the bed if a stepladder isn’t handy. But that lifted height also means great visibility out the front and the driver’s side window. On the passenger side, it translates to quite the blind spot. Thankfully your mirrors will provide a wide-angle view, but it’d be best to do a thorough check, especially if you’re driving through an urban environment or a tighter trail.
Like the Chevrolet Colorado ZR2 we reviewed, the Power Wagon is something of an OEM off-road special. While that added height from the suspension will do well off the paved path, it doesn’t necessarily translate well into the utility aspect of owning a truck. If towing and payload is a priority and the Ram 2500 is a must – you’d best avoid ticking the Power Wagon box. This trim level actually gives you less capability in that regard. But hey – not every tool has be so singular in its purpose. Like the wartime WC’s, this Power Wagon is simply a variant of the 2500 adapted for a different purpose.
What the Power Wagon does than a standard 2500 might struggle with is off-road dominance. From its chunky tires to Bilstein shocks, skid plates, winch, locking differentials, disconnecting sway bar and more, the Power Wagon is right at home in the mud, even without a war going on – so long as you’re in a wider, more open space. Now, not everyone who buys one of these is going to even take it off road. There’s a certain image that goes with a truck like this and for a certain customer, that image is enough. So how does it carry on in civilian life? Its ancestor was certainly well adjusted quickly enough. For the most part, this modern Power Wagon is, too. Despite its size, it is quite tame on the road. The lifted, softer suspension absorbs bumps gently, but not necessarily as firmly as one might want. Its 6.4L Hemi V8 is good for a hefty 410 horsepower and 429 lb-ft of torque. In a truck this big, that is very easily managed. You’ll never feel like you have an overwhelming amount of power, nor will you feel like you’re lacking any.
But where you will feel a drawback is at the pumps. This big truck is thirsty. A week of mixed driving with no effort to be economical netted an average return of almost 19 L/100km. The comparable GMC Sierra 1500 AT4 Duramax we tested returned around 13 L/100km from its Duramax diesel engine. Not many would buy such a vehicle for its fuel economy however. Despite falling short on towing and payload compared to other 2500’s, the Power Wagon still provides impeccable utility. Our tester, fitted with the optional Ram Box storage system, had additional storage containers on each side of the bed – perfect for toolboxes, rope, groceries, and whatever smaller knickknacks your heart may desire. It does eat away slightly at the overall space in the bed however, but in our opinion, the separate storage is a handy thing to have.
Inside the Power Wagon is a different story. The almost intimidating exterior lends to a very comfortable and civilized inside. Heated and ventilated leather seats, dual glovebox, electronically adjustable pedals and the very capable and user friendly Uconnect system make the Power Wagon’s cabin a wonderful place to be. Optional safety features include lane departure warnings and adaptive cruise control and our favourite addition – an array of cameras offering a simulated bird’s eye view and front view, perfect for navigating rugged terrain – or in our case – a very narrow condominium parking lot. Parking such a behemoth in such a tight place is a nail-biting exercise in patience, but it is doable.
Starting at just over $65,000, getting into a Power Wagon isn’t a cheap proposition. But given the absolute wanton desire for pickup trucks in North America, we don’t imagine this is as big a barrier as it seems. But tick boxes on the options list and that cost quickly adds up. Even a power sunroof costs a staggering $1,425. All in, our tester came to $83,150. But even without those optional extras, you still get the main off-road goodies as standard on a Power Wagon. Even if you’re just buying it for the looks, if a comfortable, capable and badass truck is what you need, and fuel economy and cost are not much of a barrier, it’s hard to deny just how much the Power Wagon has to give, especially with its wicked name and equally wicked capability.
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