Specialty RAM 2500 4×4 Occupies a Unique Niche in the Market

In Canada, 4×4 pickups are so ubiquitous and popular today, that for many dealers, they represent good chunk of annual sales. Yet there was a time, when 4×4 trucks for civilian use were rare. At the end of World War II, 4×4 vehicles were largely the preserve of the military, and the exploits of Jeep and other automakers who built four-wheel drive vehicles for use in combat zones are legendary. After the war, Chrysler saw a market for a civilian 4×4 truck and launched the Dodge Power Wagon, which was the first true, consumer oriented 4×4 pickup offered for sale in North America. So when another customer orders a 4×4 pickup from you, take a nod to the original Power Wagon, since it was the pioneer in this field.

The original, military-truck derived Power Wagon lasted until 1968, when regulations, caused it to be retired from the North American market. The Power Wagon moniker continued, offering serious 4×4 hardware on Dodge trucks through the early 1980s, culminating in the Macho Power Wagon D-Series based trucks that were sold from 1977-80.

Revival of a legend
The concept was revived again for 2005 model year, and the truck you see here, evolved from that concept. The 2026 Power Wagon is based on the 3/4 ton RAM 2500 Crew Cab. It comes with a 6.4-inch box and with the Level 2 Equipment Group, sports graphics reminiscent of the old Macho Power Wagon trucks, with the words Power Wagon emblazoned on the front sides of the pickup box and tailgate, plus lower body blackout treatment.

Like its original ancestor, the current RAM Power Wagon, is conceived for serious off-road use. It boasts a 2-inch factory suspension lift over the standard Ram 2500 and sports AAM electronic limited-slip and Tru-Lok locking front and rear differentials, premium Bilstein off-road dampers, and the Ram 2500’s 3-link front and 5-link rear suspension.

Standard engine in the 2026 Power Wagon is the 6.4-litre HEMI V8 rated at 405 horsepower and 429 lb-ft of torque (though the hallowed 6.7-litre inline six-cylinder Cummins Turbo Diesel will be added as an option for the 2027 model year). The HEMI is coupled with a ZF eight-speed automatic 8HP75-LCV transmission, 4.10:1 gear axle ratio and a part-time electronic Shift-on-the-Fly 4WD system that can be activated electronically by buttons in the cab, including 2WD, 4WD high and 4WD low range.

For customers used to a 1/2 ton pickup, there’s no question the Power Wagon feels big. It towers over most everything except large Class 8 trucks, and you’ll likely require two parking bays in most strip malls and shopping/commercial centre parking lots. Ingress and Egress often requires you to grab the handles inside the cab to haul yourself up, and getting out requires a bit more thought than your typical half/ton due to the height. The narrow Rock Rail protection sill plates are just that, and shouldn’t really be used as steps, as it’s difficult to get a proper foothold on them. The truck’s sheer height and size can make it seem a bit unwieldy at low speeds, particularly in more urban settings, though the available 360-degree camera system and the massive dual visibility exterior mirrors definitely help make things easier. On the open road however, the multi-link suspension does a surprisingly good job in delivering a composed ride, though unladen, the rear end can feel a bit bumpy at times, especially on rougher roads.

Column shift
While shift function for the transmission is electronically controlled, like all current Heavy Duty Ram trucks, the Power Wagon features a good ol’ fashioned column shift handle, instead of a rotary dial, though the electronic shifting mechanism does take a bit of getting used to, something dealer product specialists should note when showing this truck to customers.

The 6.4-litre HEMI V8 makes all the right noises and delivers plenty of torque. and when properly spec’d the Power Wagon can tow up to 14,932 lbs (6772 kg) behind it. Payload capacity maxes out at 3,320 lbs (1,506 kg), but if it’s ultimate payload capacity you’re after, a 3500 Heavy Duty single-rear wheel or Dually would be a more optimal choice.

Our feature truck also sported the RamBox cargo management system, with twin compartments on either side of the bed that are adequate for storing tools, equipment or recreational items like fishing rods, and the truck bed cargo divider, LED lighting and four tie-down hooks proved very useful for hauling and securing items. The downside is that the RamBox eats into actual bed capacity, so again when talking with your customers, knowing their requirements and intended use with the vehicle is key.

Inside, the Power wagon features a massive centre console and standard front bucket seats (de-rigeur on modern pickups, though we still feel a split bench option would be better use of space in a truck like this). The leather finished thrones are wide, comfortable and supportive, particularly on longer journeys and the heating and cooling functions add to the comfort factor. A heated rear bench seat is also welcome in our Canadian climate, and it’s easily stowable, to provide added useful cargo space if needed.

Off the tarmac, we found the latest Power Wagon to be more than up to the task of powering through mud and snow, the torque from the HEMI V8 and the gearing are well-matched; the extra ride height and the LT285/70R17D all-terrain tires adding additional capability and decent traction all things considered. One observation was that the front air dam, can scrape on more aggressively angled terrain, so this is something to consider. While we didn’t have the opportunity to use the optional, electrically operated, front-mounted Warn winch, it was comforting to know it was there, just in case.

Electronic considerations
So, were there any downsides to our time spent evaluating the Power Wagon? Aside from the shifter which we found a bit tricky to engage from park to reverse and drive at times, we found issues with the remote locking system, requiring us to manually use the key to get in a few times. The massive 14.4-inch centre stack screen proved a bit confusing to navigate at first, particularly for functions like the heated and cooled seats, heated steering wheel and infotainment options. Also, for navigation, off-road information and trailer control functions, the loading speed can be a bit sporadic, and some of these, especially the trailer functions should likely revert proper manual buttons outside the digital centre stack.

There’s also the question of fuel consumption. While EnerGuide doesn’t provide fuel economy ratings due to the Power Wagon being classified as a heavy duty vehicle, we observed fuel economy from 20 L/100 km (11.7 MPG) with the HEMI under load, to up around 16.5 L/100 km (14.2 MPG) when driving efficiently in Eco mode on the highway. Granted, nobody purchases a truck like this for fuel economy, but in this era of higher fuel prices, filling that 117.3-litre (31 U.S. gallon tank) on a regular basis could persuade some would be buyers to consider alternative options.

Verdict
There’s no question that today’s Power Wagon is very much a niche within the pickup realm. The MSRP of our truck in as-test configuration came in at $113,955, meaning that for dealers, customers will likely be seeking out this specific truck, and not doing much in the way of comparison shopping. So, who is this truck aimed at? Most likely, it’s company owners that are looking for a highly capable, on-off road pickup that can be used as an image vehicle for the business, including job-site or customer visits and one that doubles as a highly capable personal use pickup for towing recreational items including boats, trailers and ATVs. Yes, it’s niche and not inexpensive, but in today’s era of highly homogenized vehicle offerings, the Power Wagon packs charisma, retro charm and major capability into a package that’s relatively easy to live with, even on a daily basis. And for some Ram dealer customers, that will likely be just the ticket.