2014 Power Wagon on the Ram website finally

[04Ram2500Hemi]

Let's be honest, from the factory what truck gives you what the Power Wagon does? Sure the tow ratings aren't as good as a true 2500, and yeah the new suspension is a bit lower, but it's still pretty bad ass. I don't see enough improvements to trade my 2012 in on a 2014, but if I was in the market for a new tuck I wouldn't be afraid to buy one.

[coder]

Let's be honest, from the factory what truck gives you what the Power Wagon does? Sure the tow ratings aren't as good as a true 2500, and yeah the new suspension is a bit lower, but it's still pretty bad ass. I don't see enough improvements to trade my 2012 in on a 2014, but if I was in the market for a new tuck I wouldn't be afraid to buy one.

x2 get one

[HammerTime]

Let's be honest, from the factory what truck gives you what the Power Wagon does? Sure the tow ratings aren't as good as a true 2500, and yeah the new suspension is a bit lower, but it's still pretty bad ass. I don't see enough improvements to trade my 2012 in on a 2014, but if I was in the market for a new tuck I wouldn't be afraid to buy one.

Concur! I could easily get buy with an 1500 but love Power Wagons... The new rating is a bit of a bummer but in fact it is still more truck than I really need. My boat and all my gear is really only about 5000 lbs, throw another 500 or so in my truck and it wouldn't even know I had a load.

[R0NAN]

That awful payload makes me glad I didn't wait for a 2014.

Same here! I was so close to waiting for a 14. I really wanted the 6.4 l. Thankfully I took my '13 for a test drive and couldn't resist. I really like the 4:56 gears and I need every bit of the payload for my trailer(and staying legal). The extra power would be nice but the engine is 200 lbs extra according to the charts. That's a fair bit. Someday I plan on turbocharging my 5.7l with the mopar setup. 5lbs of boost which isn't hard on the motor will net a 100 + hp/and torque. I'll let the warranty run out first. I drive fairly tame but it's nice to have extra power when you need it.

[JBM Power Wagon]

That awful payload makes me glad I didn't wait for a 2014.

Same here! I was so close to waiting for a 14. I really wanted the 6.4 l. Thankfully I took my '13 for a test drive and couldn't resist. I really like the 4:56 gears and I need every bit of the payload for my trailer(and staying legal). The extra power would be nice but the engine is 200 lbs extra according to the charts. That's a fair bit. Someday I plan on turbocharging my 5.7l with the mopar setup. 5lbs of boost which isn't hard on the motor will net a 100 + hp/and torque. I'll let the warranty run out first. I drive fairly tame but it's nice to have extra power when you need it.

So if the 6.4 weighs 200lbs more than the 5.7 I wonder where the rest of the 400lb increase in base curb weight is coming from.

I don't plan on getting rid of my 2011 for a few more years but I was I wouldn't hesitate on getting a 2014 PW. Would just add airbags or different coils to ensure the truck could handle my payload needs and be good to go.

[08TwinStickPW]

Truth is, I don't need the 2000lb+ payload of my current PW on a daily basis, in fact I only need it a few times a year (Ton of pellets, pavers for the house, etc...).

Looking closer at the new suspension it looks like you could easily throw some airbags inside the rear coils and increase the payload for those few times you need it.

[Will]

By the time you add the extra weight of the 6.4L motor and go up to 410's, it probably doesn't make much of a difference in planting the power compared to the 5.7L and 4:56's...

[MSCH2112]

wow...the msrp went up $7,000+ from my 2012 laramie to the 2014 laramie.

i keep thinking my next truck will be a diesel and i'll throw air lockers and a winch bumper in front and be good. at least i won't have to deal with blinking lights!

mike

[coder]

The 11.5 rear axle will be heavier than the 10.5 not sure how much

[TheDirtRoad]

http://expeditionportal.com/ram-launche ... wer-wagon/

[JBM Power Wagon]

http://www.route66moparclub.com/index.p ... gH4oiKy6RI

[adeluca73]

It's beautiful in every regard!! I love the 11.5 rear axle! Increased radius, increases the polar moment of inertia, which resists torsion, reduces the twist rate, hence reducing spring slap by increasing the axle's equivalent spring constant (GJ/L), and a littany of other rear end related driving unpleasantries, but the down side, that extra inch of pi*dia^2*length*metal density of axle increases the unsprung weight of the system! The addition of the heavy duty 5-ling coils will provide more lateral stability over leafs, while reducing their unsprung weight, which in the governing matrix of 2nd order ODEs of motion, permits, more of the interial load of the truck to be carried by the suspension, rather, than be borne on the butts of the drivers through the minimal viscoelastic dampening of the wheels. The mode shapes of the two different suspensions really tell the story. Given a fixed tire, axle, cab, and frame weight, at a given velocity over the same road conditions, which input into the system the same driving forces, the coil spring system will have a vastly different modal response, using two primary modes, an angular and a translational mode, than the leaf spring system. The different modal response (system response to excitation expressed as displacement) is what leads to the different ride feel. Leaf springs deliver more displacement, are constrained to damped in a single plane, which result in a more harsh/less complaint ride feel.

The down side of the coil springs over leaf springs, is essentially reduced to a single consideration: vertical load centered over the axles tramsitted by the tow bar to the frame. The leafs are variable thickness, parabolic beams, pinned by shackles at either end, with an effective point load theoretically centered between the pinned ends, which has a spring equivalent equation of (48EI)/L^3, and are more resistant to loads in excess of their design load, whereas when springs are loaded past capacity, they cease functioning as a spring, and instead behave as a pure transmission of load, or to the driver, appear as a severely underdamped vehicle or undamped system. At resonance, undamped systems vibrate at the same frequency as the input forcing function (driving over bumps), with a resultant motion that neither decays or grows. Leafs will always retain elasticity and will therfore provide dampening, even when severely overloaded. Although, not a technical arguement for one or the other, feaf spring suspensions are eaiser to modify and change, without ruining the entire suspension design. I apologize for the engineer nerd rant, but after reading days of debates between coils/leafs, the professor in me was bursting to come forth.

I can't wait to get mine soon!!

[Mr.Smith]

Alright...

[04Ram2500Hemi]

Not a bad read: http://www.caranddriver.com/reviews/201 ... ive-review

[autogateman]

Alright...

Lol

[adeluca73]

Funny...

[myoung84]

It's beautiful in every regard!! I love the 11.5 rear axle! Increased radius, increases the polar moment of inertia, which resists torsion, reduces the twist rate, hence reducing spring slap by increasing the axle's equivalent spring constant (GJ/L), and a littany of other rear end related driving unpleasantries, but the down side, that extra inch of pi*dia^2*length*metal density of axle increases the unsprung weight of the system! The addition of the heavy duty 5-ling coils will provide more lateral stability over leafs, while reducing their unsprung weight, which in the governing matrix of 2nd order ODEs of motion, permits, more of the interial load of the truck to be carried by the suspension, rather, than be borne on the butts of the drivers through the minimal viscoelastic dampening of the wheels. The mode shapes of the two different suspensions really tell the story. Given a fixed tire, axle, cab, and frame weight, at a given velocity over the same road conditions, which input into the system the same driving forces, the coil spring system will have a vastly different modal response, using two primary modes, an angular and a translational mode, than the leaf spring system. The different modal response (system response to excitation expressed as displacement) is what leads to the different ride feel. Leaf springs deliver more displacement, are constrained to damped in a single plane, which result in a more harsh/less complaint ride feel.

The down side of the coil springs over leaf springs, is essentially reduced to a single consideration: vertical load centered over the axles tramsitted by the tow bar to the frame. The leafs are variable thickness, parabolic beams, pinned by shackles at either end, with an effective point load theoretically centered between the pinned ends, which has a spring equivalent equation of (48EI)/L^3, and are more resistant to loads in excess of their design load, whereas when springs are loaded past capacity, they cease functioning as a spring, and instead behave as a pure transmission of load, or to the driver, appear as a severely underdamped vehicle or undamped system. At resonance, undamped systems vibrate at the same frequency as the input forcing function (driving over bumps), with a resultant motion that neither decays or grows. Leafs will always retain elasticity and will therfore provide dampening, even when severely overloaded. Although, not a technical arguement for one or the other, feaf spring suspensions are eaiser to modify and change, without ruining the entire suspension design. I apologize for the engineer nerd rant, but after reading days of debates between coils/leafs, the professor in me was bursting to come forth.

I can't wait to get mine soon!!

You lost me at "increases the polar moment of inertia..." LOL

[TheDirtRoad]

It's beautiful in every regard!! I love the 11.5 rear axle! Increased radius, increases the polar moment of inertia, which resists torsion, reduces the twist rate, hence reducing spring slap by increasing the axle's equivalent spring constant (GJ/L), and a littany of other rear end related driving unpleasantries, but the down side, that extra inch of pi*dia^2*length*metal density of axle increases the unsprung weight of the system! The addition of the heavy duty 5-ling coils will provide more lateral stability over leafs, while reducing their unsprung weight, which in the governing matrix of 2nd order ODEs of motion, permits, more of the interial load of the truck to be carried by the suspension, rather, than be borne on the butts of the drivers through the minimal viscoelastic dampening of the wheels. The mode shapes of the two different suspensions really tell the story. Given a fixed tire, axle, cab, and frame weight, at a given velocity over the same road conditions, which input into the system the same driving forces, the coil spring system will have a vastly different modal response, using two primary modes, an angular and a translational mode, than the leaf spring system. The different modal response (system response to excitation expressed as displacement) is what leads to the different ride feel. Leaf springs deliver more displacement, are constrained to damped in a single plane, which result in a more harsh/less complaint ride feel.

The down side of the coil springs over leaf springs, is essentially reduced to a single consideration: vertical load centered over the axles tramsitted by the tow bar to the frame. The leafs are variable thickness, parabolic beams, pinned by shackles at either end, with an effective point load theoretically centered between the pinned ends, which has a spring equivalent equation of (48EI)/L^3, and are more resistant to loads in excess of their design load, whereas when springs are loaded past capacity, they cease functioning as a spring, and instead behave as a pure transmission of load, or to the driver, appear as a severely underdamped vehicle or undamped system. At resonance, undamped systems vibrate at the same frequency as the input forcing function (driving over bumps), with a resultant motion that neither decays or grows. Leafs will always retain elasticity and will therfore provide dampening, even when severely overloaded. Although, not a technical arguement for one or the other, feaf spring suspensions are eaiser to modify and change, without ruining the entire suspension design. I apologize for the engineer nerd rant, but after reading days of debates between coils/leafs, the professor in me was bursting to come forth.

I can't wait to get mine soon!!

I concur with this but was afraid to say it .
Mine should be here in 2 weeks ,it is on a train somewhere right now

[jeep_boy02]

Where do you live?... I see those train cars sitting near my house quite often in Mo.

Have a couple friends on the tracks too, It may get delayed aka "lost in transit"

Sent from my SAMSUNG-SGH-I547 using Tapatalk

[TwinStick]

It's beautiful in every regard!! I love the 11.5 rear axle! Increased radius, increases the polar moment of inertia, which resists torsion, reduces the twist rate, hence reducing spring slap by increasing the axle's equivalent spring constant (GJ/L), and a littany of other rear end related driving unpleasantries, but the down side, that extra inch of pi*dia^2*length*metal density of axle increases the unsprung weight of the system! The addition of the heavy duty 5-ling coils will provide more lateral stability over leafs, while reducing their unsprung weight, which in the governing matrix of 2nd order ODEs of motion, permits, more of the interial load of the truck to be carried by the suspension, rather, than be borne on the butts of the drivers through the minimal viscoelastic dampening of the wheels. The mode shapes of the two different suspensions really tell the story. Given a fixed tire, axle, cab, and frame weight, at a given velocity over the same road conditions, which input into the system the same driving forces, the coil spring system will have a vastly different modal response, using two primary modes, an angular and a translational mode, than the leaf spring system. The different modal response (system response to excitation expressed as displacement) is what leads to the different ride feel. Leaf springs deliver more displacement, are constrained to damped in a single plane, which result in a more harsh/less complaint ride feel.

The down side of the coil springs over leaf springs, is essentially reduced to a single consideration: vertical load centered over the axles tramsitted by the tow bar to the frame. The leafs are variable thickness, parabolic beams, pinned by shackles at either end, with an effective point load theoretically centered between the pinned ends, which has a spring equivalent equation of (48EI)/L^3, and are more resistant to loads in excess of their design load, whereas when springs are loaded past capacity, they cease functioning as a spring, and instead behave as a pure transmission of load, or to the driver, appear as a severely underdamped vehicle or undamped system. At resonance, undamped systems vibrate at the same frequency as the input forcing function (driving over bumps), with a resultant motion that neither decays or grows. Leafs will always retain elasticity and will therfore provide dampening, even when severely overloaded. Although, not a technical arguement for one or the other, feaf spring suspensions are eaiser to modify and change, without ruining the entire suspension design. I apologize for the engineer nerd rant, but after reading days of debates between coils/leafs, the professor in me was bursting to come forth.

I can't wait to get mine soon!!

I concur with this but was afraid to say it .
Mine should be here in 2 weeks ,it is on a train somewhere right now

[JBM Power Wagon]

Still not on the Canadian Ram website, frustrating. Not that I am ready to get rid of my 2011 yet but would like to build one out just to see.

[TheDirtRoad]

Where do you live?... I see those train cars sitting near my house quite often in Mo.

Have a couple friends on the tracks too, It may get delayed aka "lost in transit"

Sent from my SAMSUNG-SGH-I547 using Tapatalk

I live in Wyoming , it is supposed to be in colorado today,then trucked the rest of the way from there.

[Mr.Smith]

I'm in CO., I'll go get it for you. It's funny, but I think it'll look allot like a khaki 2009 quad cab...weird? Hahahahahaha!

[TheDirtRoad]

Well after posting it was to be in Colorado today , I turned on the radio and 65 miles west of Denver they had rock slide early this morning that blocked 2 miles of rail so all trains are rerouted, Thanks jeep_boy02 because I think it is "lost in transit" now.

[adeluca73]

How are you all finding out where your trucks are?? I've tried using that Ram order tracker using my VON# & it keeps telling me the site is down for maintenance??