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106-400: The original civilian version, commonly called the "flat fender" Power Wagon (FFPW) or "Military Type", was mechanically based on Dodge's 3/4-ton WC series of World War II military trucks. The Power Wagon was the first 4x4 medium duty truck produced by a major manufacturer in a civilian version. It represents a significant predecessor to the many modern four-wheel drive trucks in use today. It

212-457: A 160 in (4.06 m) wheelbase. After a modest production of 516 units of the WF-31, at least 9,500 Dodge WF-32 trucks were built, mostly for lend-lease to Russia. The 1940 VC-series Dodge 1 ⁄ 2 -ton 4x4s were well liked but considered only an interim solution, because they were essentially a modified civilian truck. At the outset of World War II a more military design

318-611: A 143 in (363 cm) wheelbase, and the 1938 RF-40 and 1939 TF-40 four-wheel drives were the first for which Dodge moved to separate engineering codes, in the T-200 range (T-200 and T-201 respectively). However, Dodge also eagerly pursued military contracts for half-ton four-by-fours at the same time. The smaller size had outperformed the 1 1 ⁄ 2 -ton 4x4 during testing in 1938, and Dodge had invested greatly in half- to one-ton trucks in prior years. In 1936, Dodge's light, car-based trucks had been crucially redesigned — abandoning

424-471: A 1999 concept vehicle, the "Power Wagon" name was not used until the 2004 revival. The Military style Power Wagon had three series during its lifetime, with different model numbers. The nominal one-ton rated Power Wagon's gross vehicle weight rating (GVWR) was 8,700 pounds. Its maximum payload was 3,000 pounds. It was produced starting in the 1946 model year, and U.S. sales ended in 1968. Export sales continued through 1978. The civilian Power Wagon continued

530-440: A 4x4 half-ton in 1939, and began production in earnest in 1940 — both 4x4 half-tons, as well as 1 1 ⁄ 2 -ton 4x4 and 4x2 trucks. On all 1940 trucks, front sheetmetal was mostly identical to the commercial VC and VF models of that year, with the addition of a big brush guard mounted in front of the grille and headlights. Except for the addition of 4-wheel drive, and custom bodies on the 1 ⁄ 2 ‑ton command cars,

636-538: A common platform in such a variety of designs, with payloads ranging from 1 ⁄ 2 ‑ton to 1 1 ⁄ 2 ‑tons, had no equal in its time, and is seen as an extraordinary feat of the WWII American auto industry. The name of this article would at first suggest a focus on models that are indeed called Dodge WC-numbers, either 4x4 or 6x6. However, the U.S. Army Ordnance Corps' central Standard Nomenclature List (SNL) Supply Catalog , covering

742-468: A completely redesigned line of pickups and trucks – the art-deco styled, Dodge T-, V-, and W-Series "Job-Rated" trucks, available in an unprecedented number of sizes, payload rates and configurations, aiming the trucks to fit every different job. Well before the onset of World War II, it was clear that the USA needed to update its military. The Quartermaster Corps (Q.C.), responsible at the time for providing

848-408: A dual-ratio transfer-case. The low ratio on the 6x6, T‑223 transfer case gave a 1.5 : 1 reduction instead of the direct drive (1 : 1) high gear. The first batch of 1940, small half-ton (G‑505) Dodge VC models, (Dodge code T‑202) received a 201 cu in (3.3 L), 79 horsepower engine, well above their initial commercial rating of 70 hp on

954-638: A major overhaul of the Heavy Duty lineup. This included a new, fully boxed frame, entirely new front end, and interior updated similar to the DT Ram 1500. However, mechanically the Power Wagon stayed mostly unchanged from the 2018 model year. Notably, it received the ZF 8-speed transmission, over the outgoing Chrysler built 66RFE 6-speed unit. The Power Wagon becomes its own trim level, while "Power Wagon Package"

1060-434: A militarized commercial 1 1 ⁄ 2 -ton, rear-wheel drive truck in 1940 — initially Dodge's model VF-31, cargo (engineering code T-98) under the government SNL number G-618 . The 4x2 model VF-31 was succeeded by the model WF-31 (internally T-118) for 1941 (closed cab tractor) and 1942 (cab and chassis) — both on a 135 in (3.43 m) wheelbase — and the 1942 model WF-32, closed cab, stake and platform cargo truck, on

1166-535: A new internal technical code: T-202. Manufacturing of the half-ton Dodge VC-models (SNL number G-505 ) began in 1940, making these the U.S. Army's first ever light-duty, mass-produced 4-wheel drive trucks. The soldiers also called the light command reconnaissance vehicles "jeeps," but this was also common with several other vehicles at the time. — before that term migrated to the quarter-tons, starting gradually in 1941. A total of 4,640 VC models were built across six variants – mostly pick-ups and reconnaissance cars. On

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1272-605: A quarter million units built through August 1945, the G-502 3 ⁄ 4 ‑tons were the most common variants in the WC‑;series. After the war, Dodge developed the 3 ⁄ 4 -ton WC‑series into the civilian 4×4 Dodge Power Wagon ; and in 1951, the WCs were replaced by the very similar 3 ⁄ 4 ‑ton 4x4 Dodge M-series vehicles . Though the majority of Dodges built were 'Weapons Carriers', "WC"

1378-464: A radius arm arrangement (3-link) instead of the 5-link previously used. The Power Wagon is equipped with approximately 2" lift over the standard Ram 2500 and is equipped with softer rate springs for off-road performance. Unique to the Power Wagon 3-link front suspension is the "Articulink" front radius arms, which add an extra link and rubber bushing, enabling additional axle articulation. The Power Wagon continues to use Bilstein 4600 shocks. The Power Wagon

1484-443: A redesigned WC‑series of 4x4 trucks, uprated to 3 ⁄ 4 ‑ton off-road capacity, and their SNL code changed to G-502 . The 3 ⁄ 4 ‑ton featured a lower profile truck bed that could seat eight troops, plus under seat stowage compartments; while service-parts remained 80 percent interchangeable with the existing 1 ⁄ 2 ‑ton series. Maintaining 80% service parts interchangeability with

1590-415: A series of half-ton trucks, while GM / Chevrolet was instead going to become the standard supplier for 1 1 ⁄ 2 -ton trucks. Dodge successfully outbid GMC's 1939 ACK-101 half-ton truck, as well as Marmon-Herrington, who could not retrofit in the required volume or price, not to mention International's M-1-4 half-ton truck, which wasn't built until 1941, for the U.S. Marine Corps . So, when in

1696-458: A standard 2500. Beginning in 2010, the Power Wagon is only available with automatic transmissions. A floor-mounted, manual-shift transfer case was the only option on the Power Wagon, until the 2021 model year when the electronic-shift transfer case was made available as an option. For 2019 the front driveshaft switched to a CV joint connection at the transfer case. Power Wagon models use AAM's "TracRite" locking differentials. The EL model for

1802-497: A two-speed 1.96-1 ratio low range transfer case for part time 4-wheel drive with a power take off (PTO) which would send power front or rear for operating auxiliary equipment, and 9.00/16-8 ply tires on 16×6.50 inch 5-stud split ring steel rims. In 1961 the 230 was replaced with the 251 cubic-inch flat head six. Includes the following years and model numbers: 1945-47 WDX; 1948-9 B-1-PW; 1950 B-2-PW; Additional Distinguishing Features: (4) rectangular stake pockets on each side of

1908-541: A version of the Dodge Ram 2500. It was a special off-road version of the Ram 2500 with a 5.7L Hemi V8 as the only engine option. Interior configurations remain similar to standard models. From 2005 to 2009, the Power Wagon offered a choice between a regular cab with an 8 ft (2.4 m) bed or a Quad Cab (extended cab) with a 6.25 ft (1.9 m) bed on a 140 in (3,556 mm) wheelbase. Special features of

2014-456: A very small niche-market, only filled by after-market conversions, primarily by Marmon-Herrington . By June 1940 the Q.C. had tested and approved its first three standard commercial based, all-wheel drive trucks: the 1 1 ⁄ 2 -ton 4x4 Dodge , the GMC 2 + 1 ⁄ 2 -ton 6x6 and a Mack 6-ton 6x6 . With regards to Dodge however, the U.S. military reconsidered its preferences for

2120-591: A winch — on the WC‑series the winch equipped versions were actually built on a different, longer frame. On the 1 1 ⁄ 2 -ton rated VF-400 series trucks, the PTO-driven winch had a 10,000 pound capacity, but added almost 1,000 pounds to the vehicles weight, reducing the payload to 2400 pounds. Numbers separated by a comma indicate similar models but with different secondary details. All engines were liquid-cooled, gasoline, straight-six Chrysler flathead engines . Recommended fuel octane rating for

2226-403: A winch, and the second code, in bold print, to the same vehicle, on a longer frame, holding a front winch , typically resulting in a 10 in (25 cm) longer front overhang, and distinctly reduced approach angle. Not only were the winches driven by a power take-off from the engine, but unlike the later Dodge M-series trucks, on which an extension was bolted to the frame when mounting

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2332-422: Is equipped with a 5th Bilstein damper, connected to the rear axle to dampen "power hop", a symptom of the 5-link rear suspension during wheel spin. Factory-equipped tires are changed to Goodyear Wrangler Duratrac but remain 33" (285/70R17). The 2014 Power Wagon is available in 3 trim levels: Tradesman, SLT, and Laramie. The Power Wagon Laramie trim was eliminated after 2017. For the 2019 model year, Ram provided

2438-407: Is still available for "Tradesman" trim 2500's, adding the same suspension, axles, wheels/tires, skid plates, and winch as the "Power Wagon" trim version, but in an otherwise more spartan package. For the 2019 model, the winch is updated with a Warn Zeon 12 based unit, with synthetic rope. For the 2021 model year, the Power Wagon is offered with a special "75th Anniversary Edition Package", celebrating

2544-678: The 1 ⁄ 2 ‑ton 4x4 Dodge trucks were built — initially called the VC series, but the great majority, from 1941, in the WC series, and in more variants. Contrary to what Dodge's nomenclature suggested, the 1941 WC models were a direct evolution of the 1940 VC models, retaining the U.S. Army's G-505 Ordnance Corps Supply Catalog number . For 1942, the trucks bodies and chassis were largely redesigned – heavier frames and drivetrains uprated them to carry 3 ⁄ 4 ‑tons off-road. And widening their tracks, while greatly shortening

2650-428: The 1 ⁄ 2 ‑ton models was of great value to both the field mechanics, and spare parts supply chain logistics. It also meant that production of the 3 ⁄ 4 ‑ton models could start very quickly, and they could be quickly deployed. The 1 ⁄ 2 ‑ton, G-505 WC‑trucks remained in various uses to the end of World War II – from 1943 as "limited standard" vehicles. Throughout

2756-565: The 3 ⁄ 4 ‑tons improvements meant substantial design changes, they did retain some 80% interchangeable components and service parts with the 1 ⁄ 2 ‑ton models — a vital Army requirement, for field maintenance and operability of the trucks. Dodge was the U.S. Army 's main supplier of 1 ⁄ 2 ‑ton trucks, and its sole supplier of both 3 ⁄ 4 ‑ton trucks and 1 1 ⁄ 2 ‑ton 6x6 trucks in World War ;II. With over

2862-521: The 3 ⁄ 4 -tons, the new 6x6, G-507 , 1 1 ⁄ 2 ‑tons' main difference was the use of a dual-range transfer-case, sourced out of the prior 1940, 1 1 ⁄ 2 ‑ton VF-400 models, instead of the single-speed box of the 1 ⁄ 2 -tons and 3 ⁄ 4 -tons. The result were the WC-62 and WC-63 cargo, troop and weapons carriers, to move whole 12-troop squad teams per vehicle. Despite having individual drive-shafts from

2968-571: The Dodge and Fargo marques during World War II . Together with the 1 ⁄ 4 -ton jeeps produced by Willys and Ford , the Dodge 1 ⁄ 2 ‑ton G-505 and 3 ⁄ 4 ‑ton G-502 trucks made up nearly all of the light 4WD trucks supplied to the U.S. military in WWII – with Dodge contributing some 337,500 4WD units (over half as many as the jeep). Contrary to

3074-553: The Dodge C Series trucks were produced and sold as the W-100, W-200, W-300, and W-500, alongside the older Power Wagon. The pickups had the "Power Wagon" badge on the fender. The older design Power Wagon was marketed as the "Military Type" to distinguish it from the styled pickup versions. Later the "Military Type" was given the series number W-300M, and ultimately WM-300. The heavy-duty four-wheel-drive W-300 and W-500 trucks were marketed as "Power Giants". The four-wheel-drive version of

3180-593: The Dodge Town Wagon also got the "Power Wagon" badge. The "Military Type" sales in the United States ended by 1968, because the vehicle did not comply with new federal light-duty truck regulations. The "Power Wagon" options continued on the Dodge D-Series through the 1980 model year. For the 1981 model year, "Power Ram" became the marketing name for four-wheel-drive Ram pickups, and aside from

3286-481: The 1 1 ⁄ 2 ‑ton, 6x6, Dodge WC-62 . This table provides the relations between U.S. military and Dodge identification numbers, related to chassis payload classification in U.S. tons (907 kg), wheels and drive, and description of body / vehicle type, in accordance with the U.S. Army Ordnance Standard Nomenclature List (SNL) vehicle catalog . The U.S. government used vehicle (group) numbers starting with 'G-', whereas Dodge indicated models sharing

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3392-408: The 1939 T-series 'Job-rated' trucks . Dodge developed their first four-wheel drive truck in 1934, requested by the U.S. Army — an experimental 1 1 ⁄ 2 ton rated model, designated K-39-X-4(USA), of which 796 units were ordered, in multiple configurations. Timken supplied driven front axles and transfer-cases, which were added to a militarized commercial truck. The Timken transfer case

3498-420: The 1939 TC half-tons. The four-speed gearbox fitted, was a stock option on the civilian Dodges, and so were oil filters, oil-bath air cleaners, and heavy-duty generators. The 1941 model-year T‑207-series trucks were again classed as G-505 half-tons, but these were powered by a 218 cu in (3.6 L) straight-six of 85 hp, taken from Dodge's 3 ⁄ 4 - and one-ton commercial trucks. When

3604-458: The 1939 commercial model TE-30 cab , with a brush-guard fitted in front of the grille and headlights — but with a Dodge developed front driving axle, directional, cross-country tires, and a military cargo body. Importantly, one thousand of the VF-400 series cargo trucks were equipped with a power take-off , gear-driven Braden model MU 10,000 lb (4,500 kg) capacity winch — a feature that

3710-478: The 1941 WC models were updated to T‑211 specifications, that initially remained so – but later T‑211s, and all of the final G‑505 half-ton WC series (the T‑;215s), got a 230 cu in (3.8 L) L-head of 92 hp (SAE gross). Dodge C Series The C series is a line of pickup trucks sold by Dodge from 1954 until 1960. It replaced the Dodge B series of trucks and

3816-415: The 1957 model year, factory four-wheel-drive versions of the Dodge C series trucks were produced and sold as the W-100, W-200, W-300, and W-500, alongside the older WDX/WM-300 "Military Style" Power Wagon . The latter had the "Power Wagon" badge on the fender. The heavy-duty four-wheel-drive W-300 and W-500 trucks were marketed as "Power Giants". Since it still used the older cab design, the C series name

3922-462: The 1974 release of the extended "Club Cab," popular with families and camper hauling. The 4-door crew cab was far less common and is quite desirable to collectors for restoration. Utility and function were unmatched by few competing models, as the towing, payload, and snow plowing capacity of the Power Wagon equipped with " Dana 60 " 8-lug axles was very popular with municipal and regional road crews. A one-ton W300 light-duty/civilian type Power Wagon

4028-495: The 251 cubic-inch six used in 1961 & 1962 W100 & W200 Power Wagon Trucks. The Power Wagon W300 continued to use the 251 cubic-inch L-6 engine. The new 225 cubic-inch engine (the 225–2) was able to power the med. duty trucks due to improvements including roller timing chains, bi-metal connecting rod bearings, stellite-faced exhaust valves, roto caps on exhaust valves, and polyacrylic valve stem seals. A big-block 383 V8 engine became an option starting in 1967. From 1961 to 1971

4134-552: The Army), were a continuation of their experimental pre-war predecessors, the RF-40(-X) and TF-40(-X) (or T-200 / T-201), still riding on a chassis of the same 143 in (3.63 m) wheelbase. Production consisted of just over 6,000 closed cab, open bed cargo trucks, plus just under 400 dump-trucks. Like on the 1 ⁄ 2 -ton VC-series, the 1940 VF-400 1 1 ⁄ 2 -ton models simply used civilian front sheet-metal, based on

4240-420: The C pillars. The “jail bar” grille and outline graphics package became optional on 2022 model year trucks. Rebadged models, mostly from Japanese or Korean manufacturers – Rebadged Chrysler/Plymouth models for external markets Dodge WC series The Dodge WC series (nicknamed " Beeps " ) is a prolific range of light 4WD and medium 6WD military utility trucks , produced by Chrysler under

4346-532: The Dodge half-ton VC and WC trucks were part of the Army G-505 series. Some 77,750 four-wheel drive 1 ⁄ 2 ‑ton WC numbered trucks were produced from late 1940 to early 1942, under War Department contracts. Additionally, aside from the fully military 4WD models, a small total of 1,542 two-wheel drive units retaining civilian sheet-metal were also supplied to the U.S. military, bearing WC model numbers in this same range. These models carried

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4452-750: The G-507, T-223, 6x6 trucks. In 1940 the Army revised its range of standard, payload-based, general-purpose truck classes: a 1 ⁄ 4 -ton "small truck" requirement was added, (these became famous as the WW II 'jeeps' , after many other nicknames); and after buying over 80,000 1 ⁄ 2 -ton trucks from Dodge, the U.S. Army instead wanted 3 ⁄ 4 -ton rigs – and some more heavy categories were specified. The Quartermaster General wanted to start direct negotiations with Dodge, GM and Mack for certain models immediately, but not until after February 1941 could

4558-550: The Model 30/35 tourer, in 1914. It was stronger and more high quality than the ubiquitous Ford Model T , and in 1916, Dodge cars proved their durability, both in the 1910s U.S.–Mexico Border War — the U.S. military's first operation to use truck convoys, as well as in World War I, when some 12,800 Dodge cars and light trucks were used, primarily as ambulances and repair trucks., but also as staff and reconnaissance vehicles. All

4664-433: The Power Wagon comes standard with the new, larger 6.4L Hemi V8 . The transmission and transfer case remain unchanged, but the axle ratio changes from 4.56:1 gear ratio to 4:10 gear ratios. The rear axle is exchanged for the larger 11.5 AAM axle. For 2014 the entire Ram 2500 lineup rear suspension is changed from traditional leaf springs to 5-link coil spring arrangement, and the front suspension has been changed to

4770-425: The Power Wagon include: Upgraded suspension and larger tires naturally give the truck a taller ride height. Clearance lights and tow hooks are standard equipment. Fender flares are standard equipment as well. The fender flares assist with tire coverage due to the Power Wagon's wider tires. The 6-speed manual G56 transmission was standard, with the 5-speed 545RFE automatic transmission optional. The transfer case

4876-431: The Power Wagon is only available as a crew cab with a 6.33 ft (1.9 m) bed on a 149 in (3,785 mm) wheelbase. The Power Wagon features off-road-tuned suspension, electronically locking differentials, an electronic sway bar disconnects, and a 12,000 lb winch. Due to the softer suspension, the Power Wagon models receive a reduced GVWR, and consequentially a lower payload and towing capacity, as compared to

4982-474: The Power Wagon name-plate heritage going back to 1946. The 75AE featured a special "jail bar" vertical bar grille, special badging including an individually numbered plate on dashboard, electronic-shift transfer case, new 17x8.0 beadlock-capable wheels, rock slider steps, special "Mountain Brown" leather bucket seats with center console, and LED projector headlamps borrowed from the top-trim "Limited" models. The 75AE

5088-521: The Quartermaster Corps choose manufacturers directly, based on their engineering and production capabilities. One deciding factor had to do with availability of certain critical components, like transfer cases and especially constant-velocity joints , not often used on commercial trucks until then, but all-wheel drive vehicles all needed these, to drive their front wheels smoothly. Additionally, all-wheel drive trucks needed two or three times

5194-661: The SNL-code G-613 , and brought the total number of half-ton WC‑series up to some 79,300 units, and the grand total of all half-tonners (VC and WC; 4WD and 2WD) to almost 84,000. From August 1941, the Dodge T-211 models received the uprated 92 hp (gross) engine, that was from then on fitted to all WC trucks produced through August 1945: the T-215 half-tons, all of the G-502, 3 ⁄ 4 -ton models, as well as

5300-550: The T‑212 'D8A' and the T‑236 '3/4 Ton APT' (for 'Air PorTable') respectively; and further production of T-203 variants became indicated as both the T-203B, and as the WF series. By contrast, Chrysler / Dodge Canada built another 165,000 mostly three-ton trucks, a hasty addition to the production of Canadian Military Pattern trucks, that were more closely derived from the commercial Dodge T-, V-, and W-Series trucks, and

5406-415: The U.S. Army further batches of 1 1 ⁄ 2 ‑ton 4x4 trucks in 1938, 1939 and 1940. In 1938, a batch of 1,700 experimental RF-40-X-4(USA) trucks were procured, and a further 292 experimental units, typed TF-40-X-4(USA) in 1939 – the first to be built, based on Dodge's new for 1939 T-, V-, and W-Series trucks. All of the 1 1 ⁄ 2 -ton Army 4x4s, including the 800 trucks of 1934, rode on

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5512-476: The VC trucks remained in use until the end of the war. The Dodge VC models were built a year ahead, and in a slightly greater number than any of the pre-standard quarter-ton jeeps that followed. In 1940, Dodge also built 6,472 four-wheel drive 1 1 ⁄ 2 -ton trucks, under two U.S. contracts – one awarded to Dodge, and one to Fargo. The models VF-401 to VF-407 (or engine/tech type T-203 by Dodge – and G-621 by

5618-642: The WC ;series, conveys both by its title, "SNL G-657 – Master Parts List, Dodge Trucks" , as well as by the explicit types list on its second page , that (because of the large amount of shared parts and components), the family of vehicles must at least be considered to include the: Additionally, close variants of the T-207 WC-1, and of the T-214 WC-51/WC-52, were derived and made in Canada, as

5724-519: The amount of driven axles, meaning more gears to cut for all the differentials. Produced until the war by a just a few specialized firms with limited capacity – from spring 1942, Ford, Dodge and Chevrolet joined in fabricating these in mass quantity, and Dodge were experienced in making quality, precision parts, since the earliest beginnings of the company. While the Army bought many half-ton WC series trucks, Dodge had to replace them with new 3 ⁄ 4 ‑ton trucks. In late 1941, Dodge introduced

5830-424: The approach angle. The winch capacity was originally rated at 5,000 lb (2,270 kg) pull-strength, but in late 1943 the wire rope size was upgraded from 3 ⁄ 8  in (9.5 mm) to 7 ⁄ 16  in (11 mm), the capacity rating was raised to 7,500 lb (3,400 kg), both on 3 ⁄ 4 ‑tons and the 6WDs. The chassis and certain other components were strengthened in

5936-615: The bed sides from the rear, the top of the bed is flat, with a rounded edge. Group of 4 gauges in the center of the dash (Fuel, Amp, Temp, Oil) with black faces. NP420 Synchronized Transmission also used. M601 open cab, flat-faced cowl models and M615 ambulance The first light-duty styled Power Wagons came out in 1957 with the introduction of the four-wheel-drive versions of the Dodge C Series pickups and Town Wagons , Beginning in 1957, 1 ⁄ 2 -ton two-and four-wheel-drive models were designated D100 and W100s, and 3 ⁄ 4 -tons as D200 and W200, respectively. These trucks featured

6042-464: The bed; round speedometer with a rectangular gauge cluster on each side. The two rectangular gauge housings have the instrument lettering on the glass instead of the face of the gauge. Includes the following years and model numbers: 1951 B-3-PW; 1952- early 53 B-3-PW; late 1953 B-4-PW; 1954 C-1-PW; 1955- early 56 C-3-PW; Additional Distinguishing Features: (3) slightly curved stake pockets on each side, bed sides are stamped. Looking at these bed sides from

6148-429: The body was called the "Sweptline," then transitioned to a more modern body image from 1972 through 1980 with varied grilles and paint schemes. The Town Wagon Power Wagon retained the C Series body style until it was discontinued in 1966. In 1975 the 4-wheel drive became full-time with a 2-speed transfer case; this was changed back to part-time 4-wheel drive in 1980 due to the energy crisis . A huge boost in sales followed

6254-445: The build-up for the war almost immediately after this. Although in 1936, a Marmon-Herrington converted half-ton Ford had become the Army's first light 4-wheel drive, and the Army had initially standardized Dodge's 4x4 trucks in the 1 1 ⁄ 2 -ton class — following Dodge's push for building 1 ⁄ 2 ‑tons, after mid 1940 the Army decided they preferred Dodge to build the light-duty four-wheel drives, contracting for

6360-470: The conventional belief that all the extra weight, costs and mechanical complexity of adding 4-wheel-drive wouldn't be worth it on any general purpose military vehicle with an off-highway payload capacity, below the (up to that point) standard 1 1 ⁄ 2 ‑ton Army cargo unit. Mirroring the civilian market, where the use of all-wheel drive was practically non-existent in anything below 1 1 ⁄ 2 -ton payload vehicles. Light-duty off-roaders were

6466-426: The design of the new, longer, double the payload rated models, and many of these changes were incorporated back into subsequent production of the 3 ⁄ 4 -ton G-502 models as well. Although this caused some inconsistency in the mechanical uniformity of the 3 ⁄ 4 -tons, it did keep parts the same as much as possible between the 3 ⁄ 4 -tons and the new 1 1 ⁄ 2 -tons, benefiting both

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6572-414: The direction of Major General Courtney Hodges , Chief of Infantry, these G-502 troop- and weapons-carriers were therefore stretched in 1943, with an additional driven rear axle, to derive 48 in (1.22 m) longer 6-wheel drive , 1 1 ⁄ 2 ‑ton trucks. Using the same engine, gearbox, and cockpit, and sharing much of the other mechanicals, plus near-identical front-half sheet-metal as

6678-424: The fact the axles have locking differentials, the rear axle is also a helical-type limited-slip differential when unlocked. The Power Wagon is equipped with a 4.56:1 axle gear ratio not available on other 2500 models. In 2010 the Dodge trucks were re-branded as Ram, and the Heavy Duty lineup received a major redesign. The Power Wagon model continued with its special features for off-road prowess. Beginning in 2010,

6784-527: The first all-military design Dodge developed in the build-up to full mobilization for World War   II, and they were the U.S. Army's first standard light 4x4 trucks — prior to the quarter-tons — when the U.S. formally declared war in December 1941. Soldiers would sometimes call the new vehicles 'jeeps', as was still common practice before the term migrated to the yet to be introduced Willys and Ford 1 ⁄ 4 -tons, and eventually stuck to those. Both

6890-461: The front and GTL model in the rear, the differentials are electronically lockable on-demand using controls located on the dashboard, and the rear is limited-slip under normal conditions. 2010 Power Wagon models (along with other Ram trucks) received larger universal joints but retained the AAM 9.25 front and AAM 10.5 rear axle with a 4.56:1 final drive. For the 2014 model year, with the introduction of

6996-445: The grille — the WC‑series came with wide-open, almost flat fenders that prevented mud build-up, clogging rotation of the wheels — as well as a redesigned, sloping nose with an integrated, round, grated grille / brush-guard. A new ambulance with a fully enclosed, all-steel box rear body was designed, on a longer, 123 inch wheelbase; and PTO-driven winches were now fitted to some models. The 1 ⁄ 2 ‑ton WC models were

7102-423: The initial T-207 WC half-tons was just 60–65, going by the dashboard data plate. The side-valve engines were mated to drive-trains of four-speed manual transmissions and a single-range transfer case , offering part-time four-wheel drive . Only the drive-trains in the 1 1 ⁄ 2 ‑ton models, the 1940 T‑203, VF-400 trucks, and the 1943–1945, G-507 , T‑223 six-wheel drives , had

7208-404: The last of Dodge's 1 1 ⁄ 2 -ton 4x4 trucks for the war. Although the Army had steadily taken the bulk of its trucks in this category from Dodge / Fargo up til then, further production of 1 1 ⁄ 2 -ton 4x4 trucks was instead awarded to GM's Chevrolet G506 , which became the standard in this segment for the rest of the war. Aside from four-wheel drive trucks, production started for

7314-438: The later 1930s and the 1940s. Crucial developments for Dodge were the switch to specific truck-frames and bodies in 1935, for a new, 1936 model-year truck generation. The dedicated truck frames were heavier and stronger than the lighter passenger-car chassis. In 1938, Dodge opened a very large new factory , dedicated to truck manufacturing, and later that same year, Dodge introduced a drastically redesigned new truck line-up again:

7420-502: The lineage of limited production Dodge 4WD trucks from the 1930s, that proved basic four-wheel drive design concepts, primarily for the military. Mechanically derived from Dodge's 1942–1945 3/4-ton WC series military trucks, the Power Wagon was introduced in 1946 as the first civilian production 4x4 truck. During its development phase, it was initially named the WDX General Purpose Truck, a name still used on some of

7526-470: The loss of the medium-duty W600 a new W400 chassis cab was introduced in 1977. The Power Wagon nameplate was discontinued in 1981 with the introduction of the Dodge Ram , with the four-wheel-drive models being sold under the "Power Ram" nameplate through 1993. 1989 to 1993 models saw the addition of an optional 6-cylinder Cummins turbo-diesel engine . For 2005, Dodge resurrected the Power Wagon name on

7632-546: The mass-produced cargo/troop and command trucks, the WC-52 and WC-57 are identical to the WC-51 and WC-56 , but have a longer frame, extending further forward to the protruding front bumper with front-mounted winch. After the U.S. Army reorganized from using eight-troop rifle squads to twelve-men squads, a whole squad could no longer be carried as a unit in a single 3 ⁄ 4 ‑ton, 4x4, WC-51 or WC-52 truck. At

7738-480: The military with non-combat vehicles, moved to standardize truck designs, and by 1939, as the war in Europe erupted, the Army had settled on five payload-based general-purpose, cross-country truck classes: 1 ⁄ 2 -ton , 1 1 ⁄ 2 -ton , 2 + 1 ⁄ 2 -, 4- and 7 + 1 ⁄ 2 -ton . Introduction of a 1 ⁄ 2 ‑ton standard 4WD class meant a significant doctrine shift, away from

7844-477: The more powerful 6.4L engine, the axle ratio was reduced to 4.10:1. The larger AAM 11.5 rear axle is also introduced for the 2014 model year. In the 2019 model year changes, the Power Wagon retained the AAM 9.25 front axle, AAM 11.5 rear axle, and 4.10:1 gear ratio; however rear axle internals were changed including different axle shafts, differential carrier, and larger 32-spline pinion. The 2014 Ram Power Wagon underwent extensive changes. Starting with 2014 models,

7950-595: The new design. Chrysler called the Hemi -powered Dodge trucks "Power Giant" in 1957, and introduced power steering and brakes, a three-speed automatic , and a 12-volt electrical system. From 1957 to 1959, Dodge offered the Sweptside pickup, a rival to the Chevrolet Cameo Carrier , but it never became a bestseller. A flat-sided (and thus wider) "Sweptline" cargo box came in 1959. The company also adopted

8056-536: The one hand, these 1 ⁄ 2 ‑ton VC trucks proved so successful, that much greater quantities were immediately ordered, and they were further developed into the G-505 , 1 ⁄ 2 ‑ton WC models built in 1941. On the other hand, an even lighter and smaller 4x4 truck was needed: a quarter-ton , that would soon replace the Dodges as the U.S.' lightest 4x4 military trucks. Although no longer standard,

8162-456: The preliminary materials handed out by Dodge, before sales began in March 1946. The 'W' was a continuation of the 1941–1947 model year series, followed by a 'D' instead of a 'C', because the civilian truck was a 1-ton rating instead of the Army's 3 ⁄ 4 -ton, and the 'X' was added to indicate four-wheel drive, as opposed to all previous civilian two-wheel driven models. Some believe the truck

8268-399: The rear, the top rail section of the bed angles out at 45 degrees with a rounded top edge. Group of 4 gauges in the center of the dash (Fuel, Amp, Temp, Oil) with silver/grey faces. Includes the following years and model numbers: Late 1956 C-4-PW; 1957 W300; 1958-9 W300M; 1960-71 WM300; Additional Distinguishing Features: (3) square stake pockets on each side with stamped bed sides. Looking at

8374-415: The remaining eleven were subsequently rebuilt by the same firm, as G-552 , XAC-3, amphibious 3/4‑ton trucks. Both the 1 ⁄ 2 ‑tons and the 3 ⁄ 4 ‑tons were built based on Dodge WC series mechanicals. The vehicles performed well in testing, but neither Britain nor the U.S. decided to standardize them. Armored A single armored car prototype was built, based on

8480-411: The same technical configuration by a common 'T-' number, and their individual model numbers starting with two letters, like 'WC-'. The U.S. Army simply considered the 1941 half-ton Dodge WC series as evolutions of the initial 1940 VC series – all within the half-ton, 4x4, SNL G-505 truck range. In the case of two model codes separated by a slash , the first code refers to the vehicle without

8586-477: The same cabs, bodywork, and cargo boxes used on the conventional models. Their 4WD mechanical components—axles, transfer cases, and transmissions—were sourced from outside manufacturers. Chrysler Corporation owned the New Process Gear Company (competitors generally used Spicer ( Dana ) transfer cases and Borg-Warner or in-house transmissions). In 1963, a new 225 cubic-inch slant six replaced

8692-625: The same is true for the 15,000 ' parts bin special ' (T-234) "Burma Road" trucks , ordered by Chinese leader Chiang Kai-shek , at the time an ally against Japan . Dodge had been the United States military's primary supplier of light wheeled vehicles, since before the U.S. joined the First World War . After starting business in 1900, producing precision engine and chassis components for other car builders in Detroit — Ford and Oldsmobile chief among these — Dodge introduced their first car,

8798-606: The standard pickup truck numbering scheme, also used by Ford and GM at that time. Thus, the ½ ton Dodge was now called the D100. The traditional separate-fender body "Utiline" version remained available, with a GVWR of up to 9,000 lb (4,100 kg) on 1-ton models. After an agreement between Dodge and Studebaker , the C-Series' pickup bed also saw use in the Studebaker Champ pickup truck range. Starting in

8904-425: The summer of 1940 the largest government truck contract awarded went to Chrysler's Dodge / Fargo Division, for more than 14,000 (mostly) 4x4 trucks, this was in the midst of the transition, and thus included both orders for 1 ⁄ 2 ‑ton and 1 1 ⁄ 2 ‑ton trucks, as GM / Chevy still needed to tool up for mass-producing 4WD 1 1 ⁄ 2 -tonners. Dodge had started developing designs for

9010-458: The tailgate and hood. 2014-2016 Power Wagons in SLT trim received a special red grille, and colorful "splash" graphics down the side of the truck with "Power Wagon" spelled out in large lettering on the doors. A large "Power Wagon" decal is also added to the tailgate and blackout hood decal. Blackout projector headlamps are standard. The Laramie Power Wagon receives only a chrome "Power Wagon" emblem on

9116-655: The tailgate. 2017-2018 saw a slightly more subtle graphics package that pays homage to the late 1970s Dodge Macho Power Wagon, with black lower 2-tone paint tying into a vertical black stripe on the bedsides with "Power Wagon" spelled out. It received a slight change to the "Power Wagon" decal on the tailgate and a black-out decal on the top of the hood. Starting in 2017 Power Wagons get a unique matte-black "handlebar mustache" grille, and black powder-coat front and rear bumpers, blackout emblems, as well as new black 8-spoke wheels. Laramie and Tradesman trim Power Wagons retained chrome bumpers and regular grilles. 2019 graphics package

9222-466: The transfer-case to each rear axle, there is no way to disengage one of the rear axles to achieve 6x2 drive. The G-507 runs in either 6x4 or 6x6 configuration. The WC-63 was (just like the WC-52) equipped with a longer frame, housing an engine power take-off drive-shaft from the transfer-case forward, to drive a Braden MU2 winch, mounted on a 10 in (25 cm) more protruding front-bumper, reducing

9328-460: The trucks followed the 1939 procurement doctrine, to "use commercial trucks with only a few modifications such as brush guards and towing pintles to fit them for military use." The first of the 1 ⁄ 2 -ton, 4x4, VC series military trucks were based on Dodge's 1939 commercial, one-ton rated model TC -series . The military VC models kept the same wheelbase and got the same civilian engine upgrade for 1940, but gained four-wheel drive, and

9434-482: The uniformity and ease of production of all the different models, as well as the 3 ⁄ 4 ‑tons, making them even more rugged from then on. Amphibious Twelve G-614 half-ton capacity, 4x4, XAC-2 / ex perimental ' A qua- C heetah', amphibious vehicles were built in 1942, by the Amphibian Car Corporation . One unit was submitted to Britain for testing, (under Lend-Lease), and

9540-488: The use of passenger car frames, instead for the first time built on distinct, modern truck-style chassis, with the frame-rails welded to the cross-members on their half-ton to one-ton rated trucks. Additionally, Dodge had built their all new, very large Warren Truck Assembly plant in Michigan, specifically for mass-production of light and medium trucks, opened in 1938. Then, for the 1939 model year, Dodge again presented

9646-817: The versatility of the highly standardized jeep, which was mostly achieved through field modification, the Dodge WC‑;series came in many different, purpose-built, but mechanically uniform variants from the factory, much akin to the later family of High Mobility Multipurpose Wheeled Vehicles . The WC series evolved out of, and was part of a more extended family of trucks, with great mechanical parts commonality, that included open- and closed-cab cargo, troops and weapons carriers, (radio) command, and reconnaissance cars, ambulances, carry-alls, panel vans , and mobile telephone installation and (emergency) field workshop trucks. The Dodge WC series were essentially built in two generations. From 1940 to early 1942, almost 82,400 of

9752-463: The war, Dodge was the U.S. Army's sole producer of 3 ⁄ 4 ‑ton trucks, and built a total of 255,193 of these, across all variants, from April 1942 to August 1945. Standard vehicles in the 3 ⁄ 4 ‑ton 4x4 class were the WC-51 / WC-52 Weapons Carrier, WC-56 /-57 /-58 (Radio) Command Reconnaissance, WC-53 Carry‑all, and the WC-54 Ambulance. In

9858-460: The wheelbase on the main models, plus lowering the bodies' center of gravity, gave them a much more square stance, with a much better break-over angle and side-slope stability. The trucks thus became the shorter G-502 , 3 ⁄ 4 ‑ton, 4×4 truck (Dodge) , and from 1943 also the longer , stretched G-507 , 1 1 ⁄ 2 ‑ton, 6x6 personnel and cargo truck (Dodge) — all while retaining Dodge WC model codes. Although

9964-499: The while, Dodge maintained its reputation for high quality truck, transmission, and motor parts they kept making for other successful manufacturers. Dodge civilian, commercial trucks were at first largely based on their passenger cars, offering light- and medium-duty trucks, like pick‑ups, station hacks , panel vans, and carry-alls . Dodge's passenger-car chassis were sturdy enough for such trucks, from their 1914 introduction. But Dodge expanded into medium-heavy duty trucks during

10070-400: Was a New Venture 271 and had a 2.72:1 low range gear ratio. A transfer case skid plate was and is standard equipment. A floor-mounted manual shift-on-the-fly transfer case is the only choice available. The axles are manufactured by American Axle & Manufacturing, Inc. The front is an AAM 9.25 and the rear is a hybrid AAM 10.5 with the larger axle shafts from the AAM 11.5. Despite

10176-453: Was carried over on many of the subsequent 1 ⁄ 2 -ton and 1 1 ⁄ 2 -ton WC series models, directly from 1941. And although the light-duty WC models that followed, did not receive the VF-400's two-speed transfer cases, these did return on the 1 1 ⁄ 2 -ton 6x6 trucks, the WC-62 and WC-63 . An ambulance model, VF-407 , was also designed, but only three units were built, likely experimental. These proved to be

10282-505: Was continued for Dodge's line of medium- and heavy-duty trucks (better known as the LCF series) through the 1975 model year, long after most of Dodge's other trucks had moved to the newer D series designation. Four Wheel Drive also utilized the C series cabs for many of its medium- and heavy-duty trucks. Because Chrysler needed plant capacity for its newer light-duty truck models, manufacture of these later C series cabs — for both Dodge and FWD —

10388-431: Was eventually supplanted by the Dodge D series , introduced in 1961. Unlike the B series, which were closely related to Dodge's prewar trucks, the C series was a complete redesign. Dodge continued the "pilot house" tradition of high-visibility cabs with a wrap-around windshield introduced in 1955. A two-speed " PowerFlite " automatic transmission was newly available that year. The Dodge Town Panel and Town Wagon also used

10494-422: Was laid out. Dodge evolved the 1940 VC‑1 to VC‑6 into the equally half-ton rated WC series of military light trucks, produced in 38 model variants, of which 30 were four-wheel driven, in varying amounts — thousands of some models were produced, while only a few of some others were made. Where the military VC‑series still used much civilian sheet-metal, distinguished by a brush-guard in front of

10600-471: Was largely the same as 2018, but with a slight change in font. A "handlebar mustache" grille is retained but redesigned for the new front end. Blackout LED headlamps are standard as well as blackout emblems. In 2021, the 75AE received special "outline" Power Wagon decals on the front doors and tailgates and did not have the standard hood decal or vertical bed-side decal. It received a new "jail bar" vertical-bar grille, and special "75 Years of Service" emblems on

10706-542: Was marketed as the WDX truck. Until about 1960 it was internally known by its engineering code T137 – a name still used for the original series by enthusiasts. Following Chrysler Corporation policy of badge engineering to provide a greater number of sales outlets overseas, Power Wagons were also marketed around the world under the Fargo and De Soto badges. Starting in the 1957 model year, factory four-wheel-drive versions of

10812-642: Was not abbreviated from this, but a regular Dodge model code – initially "W" for 1941, and "C" for a nominal half-ton payload rating. However, the "WC" model code was simply retained after 1941 — for both the 3 ⁄ 4 -ton , as well as the 1 1 ⁄ 2 ‑ton rated 6x6 Dodges. All in all, not counting mechanically related variants, the WC series alone involved 52 model versions (thirty 1 ⁄ 2 ‑ton 4×4, eight 1 ⁄ 2 ‑ton 4×2, twelve 3 ⁄ 4 ‑ton 4×4, and two 1 1 ⁄ 2 ‑ton 6×6 models). Creating vehicles of

10918-577: Was released in 1958. This also had the styled cab and sheet metal as the D300 Medium duty one-ton trucks. The two-ton W500 Power Wagon (only a chassis cab was built) was introduced in 1956 as the C3-HW and lasted through the 1971 model year. This was replaced in 1972 with the W600 (also cab and chassis only), which was produced until 1977 when all Dodge medium-duty models were discontinued. To compensate for

11024-413: Was renamed "Power Wagon" after a contemporaneous trucking magazine with that title. Meant to compete with military-based Ford/ Marmon-Herrington and GMC trucks, it had an enclosed all-weather civilian cab and a purpose-designed 8-foot cargo box. It had a 126-inch (3,200 mm) up to a 147" wheelbase chassis and featured the 230 cubic-inch flathead inline-six engine , a 4-speed manual transmission ,

11130-414: Was the first part-time design, that allowed the driver to engage or disengage four-wheel drive using a lever inside the cabin. In spite of the limited 1930s U.S. military budgets, the 1934 trucks served well enough that, after a couple of years, Dodge received further Army contracts for 1 1 ⁄ 2 ‑ton, 4-wheel drive trucks, and these were further developed from the late thirties. Dodge built

11236-455: Was the first Power Wagon ever available with an electronic shift transfer case, though the option quickly became available on regular Power Wagons. The beadlock capable wheels and rock-slider steps were also later added as available options to regular "Power Wagon" models. A large part of the Power Wagon name is its bold styling. The 2010-2013 Power Wagons were available with a red and black graphics package, with large "Power Wagon" lettering on

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