Power Wagon Registry

Link: http://news.pickuptrucks.com/2014/05/20 ... drive.html

Good read.

Question about center caps. In the review, they approve of the lower-profile center caps used on the new wheels, saying they are less vulnerable to hitting rocks and such. I thought that one of the purposes of center caps for off road vehicles was precisely to keep objects from impacting the wheels and potentially losing a bead. If not the purpose, then it seems like an added benefit. A crushed center cap seems preferable to other wheel damage.

Alakablamo wrote:Link: http://news.pickuptrucks.com/2014/05/20 ... drive.html

Good read.

Question about center caps. In the review, they approve of the lower-profile center caps used on the new wheels, saying they are less vulnerable to hitting rocks and such. I thought that one of the purposes of center caps for off road vehicles was precisely to keep objects from impacting the wheels and potentially losing a bead. If not the purpose, then it seems like an added benefit. A crushed center cap seems preferable to other wheel damage.

The 2014's don't have center caps. It's a one piece rim with integrated center cap.


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The previous were plastic. No impact protection there. I take mine off when I go offroad.

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Nice write-up by John Cappa I think his evaluation is spot-on, I like his Wish List at this end. I would also add some larger diameter shocks for such a heavy truck, maybe a set of 2.5 kings.

Nice news about the centers tho! I highly like that addition.

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Good write up. As far as magazine writers in the off road world go, I like John Cappa, so I would value his opinion over many others.

Anyone notice the added material to protect the axle housings?



BTW, it still cracks me up to read the arguments at the bottom about a diesel being in the Power Wagon.......

Good Eye, there certainly appears to be added material there. A good review in which they talk about the benefit of the 4:10 gears. The one thing they fail to mention about gears though is the added benefit of low gears when off-roading in 4 low. That is where the 4:56 gears shine.

Also, I don't see the skid plate protecting the steering stabilizer there anymore.............

MOPARManiac wrote:The one thing they fail to mention about gears though is the added benefit of low gears when off-roading in 4 low.

Misdirection brother...

Juday wrote:Anyone notice the added material to protect the axle housings?



BTW, it still cracks me up to read the arguments at the bottom about a diesel being in the Power Wagon.......

The front shocks are out from inside the coil also, wonder it they moved the pivot point of the new radius arm inward to allow turning clearance for larger tires also?

A few observations :
1. I noticed the shock housings are sitting aft (closer to the rear, looking from the front) than the coils and are not located inside the coils. Does this change the leveling kits (thinking tuff country or daystar) if they were originally designed for a 4th gen with shocks inside coils.
2. From the shot under the truck in that ravine rut, is it just me , but I didn't see a skid plate covering anything under the oil pan, tranny, or the diff. In the second undercarriage shot, from the rear, you can see the longitudinal plate running along the driver side from just behind the front A-pillar running to the the midpoint of the aft quarter panel, which I assume is the gas tank plate.
3. In the second undercarriage shot, there is no protection for the cat at the point it exits from under that ladder truss back to about even with the rear diff
4. From the first undercarriage shot, it looks like the power steering motor/pump (silver motor housing, left side, just aft of the winch) is really exposed, sitting low, with no guard, cage or shield. That's a bit unsettling.
5. Other than that, love it.

adeluca73 wrote:A few observations :
1. I noticed the shock housings are sitting aft (closer to the rear, looking from the front) than the coils and are not located inside the coils. Does this change the leveling kits (thinking tuff country or daystar) if they were originally designed for a 4th gen with shocks inside coils.

4. From the first undercarriage shot, it looks like the power steering motor/pump (silver motor housing, left side, just aft of the winch) is really exposed, sitting low, with no guard, cage or shield. That's a bit unsettling.
5. Other than that, love it.

1. It looks like the "5th gen" will have to wait for a level kit as the 4th gen wouldn't fit that. So look or ask for a 2014+

4. That would be the "Smart" part of the smart bar... the disconnect for the swaybar. It's tucked up pretty high and out of the way.

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That seems like a pretty fair review. My biggest complaint is the badging on the SLT Trim. I really prefer the simpler badging that I have on my 2012.

I REALLY wish they would bring back a standard cab 8 ft bed option.... I love my 2005 long bed power wagon.

leo72987 wrote:I REALLY wish they would bring back a standard cab 8 ft bed option.... I love my 2005 long bed power wagon.

95% of the time that would be the perfect truck for me for both daily driver and woods truck. I'll be a bit of a sissy though and keep the Automatic Transmission- I enjoy drinking coffee on the way to work.

04Ram2500Hemi wrote:

leo72987 wrote:I REALLY wish they would bring back a standard cab 8 ft bed option.... I love my 2005 long bed power wagon.

95% of the time that would be the perfect truck for me for both daily driver and woods truck. I'll be a bit of a sissy though and keep the Automatic Transmission- I enjoy drinking coffee on the way to work.

Hahaha I will admit I like my automatic as well for the same reasons!

Yea, that's about the only thing that would be a weakness for me, if they started to offer the truck in a standard cab long bed again. I've gotten used to that configuration.

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Very good read. Only thing I will mention is that aftermarket exhaust companies are going to have one hell of a time to trying to snake an exhaust between that rear coil, spare tire carrier, track bar and sway bar. Especially a dual exhaust, not much room for the cross-over tubing except for leaving it hanging way down low where it would look ugly as sin and be terrible off-road.

Juday wrote:Anyone notice the added material to protect the axle housings?



BTW, it still cracks me up to read the arguments at the bottom about a diesel being in the Power Wagon.......

I'm surprised no one has mentioned anything about what appears to be a VERY different steering linkage! Looks like a true crossover setup. Looks like the drag link is attached directly to the nuckle at the top, to its own location and the tie rod is all on its own, nuckle to nuckle. It also appears that the reason for no longer having a skid for the stabilizer is due to the fact that it is now tucked up high, behind the tie rod and above the level of the axle tube. It also appears that it is mounted to the axle tube toward the center of the axle and attached to the tie rod right by the nuckle. Am I seeing all of this correctly?

Wow! Good catch! It was staring us in the face the entire time. Now we can start the flood of "Will it fit a _G?" questions!

But seriously, I hope Ram got it right this time. They haven't had much luck with steering so far.

Well the right up in petersens' was purty lame. No info really and they list all the gear that makes a PW as if it's all new and then half way thru they state "as with previous years it comes standard with a warn winch"... everything they listed already was standard. Sorry for the rant but it got on my nerves

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SilverWagon05 wrote:

Juday wrote:Anyone notice the added material to protect the axle housings?



BTW, it still cracks me up to read the arguments at the bottom about a diesel being in the Power Wagon.......

I'm surprised no one has mentioned anything about what appears to be a VERY different steering linkage! Looks like a true crossover setup. Looks like the drag link is attached directly to the nuckle at the top, to its own location and the tie rod is all on its own, nuckle to nuckle. It also appears that the reason for no longer having a skid for the stabilizer is due to the fact that it is now tucked up high, behind the tie rod and above the level of the axle tube. It also appears that it is mounted to the axle tube toward the center of the axle and attached to the tie rod right by the nuckle. Am I seeing all of this correctly?

You got a better picture of the right knuckle? I can't see it clearly. It might be a true crossover, or a different type of "T" linkage.

Front Axle Disconnect. Crap! That's a step bacwards! Dodge had that on the 2G's. I had it on my '09 4x4. And it was a POS then.

Does anyone know or understand what the third shock coming off the top of the rear diff's purpose is? I looked at regular 2500's and they have this also. I was thinking because of axle wrap but with the 5 link suspension axle wrap should be minimal.

TheDirtRoad wrote:Does anyone know or understand what the third shock coming off the top of the rear diff's purpose is? I looked at regular 2500's and they have this also. I was thinking because of axle wrap but with the 5 link suspension axle wrap should be minimal.

The new rear suspension has a sway bar that doesn't disconnect as well. Perhaps that's one of reasons the RTI took a big hit. From 655 to 510. That's 6-8 inches of flex!


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