Dodge Ram 5.7 Power Wagon questions

[redthies]

I’ve owned a lot of Dodge trucks over the years, and only one was a gasser. A 2nd gen 2500 with a 5.9 in it. Dana 60s front and rear, quad cab. It was a great truck. I have always had a soft spot for the Power Wagons, and find myself wanting one. I’m looking at a couple of options, both of which are in the 250k mile range. Both have had a ton of work done. Full front ends, AC, brakes, tires etc etc are within 2500 miles on both trucks. Both have also had their engines replaced. One is a 2005 with 150k on a used engine (running very strong), and priced at $5,700 and the other is a 2013 with a bit more work done (winch rebuilt with new synthetic rope, onboard air plus more) with a new crate engine that now has 65k on it for $10,000.

I’ve owned multiple ‘05s with 5.9 Cummins in them, and a ‘14 with 6.7 Cummins. I know the trucks well. What I DON’T know, is why do the 5.7s in the 2500s all seem to go bad?? There are 9 grillion 1500s with 5.7s in them running around with no major issues. Well, some have issues of course, but it seems the failure rate in the 2500s is significantly higher. What gives? Are the internals different?

With the choices above, which would you lean towards? There is enough money left on the ‘05 to buy a new long block if the current engine fails. The ‘13 is the last year with leaves in the rear and an actual useful payload. The $4500 difference would go a long way on other project vehicles I have. The truck will be a hunting/work rig with the occasional trip to tow customer trailers (6,000 lb max) a few hours from our main shop to our second shop.

Thanks for the insight you might have.

 

[Wildcat]

maybe in the 2500 they get worked harder than getting groceries and taking kids to soccer practice? just a guess though.

 

[Jupiter58]

That’s not really an overlanding question. More of a question to ask in an old hemi 2500 forum where you will likely have a larger pool of experience. You are likely to only get a handful of folks with real experience for those years of trucks, a dozen who will just guess and three dozen to tell you that your crazy and you should only be looking at flathead ford trucks with three speed transmissions because that was the height of reliable technology.

 

[jgallo1]

I’ve owned a lot of Dodge trucks over the years, and only one was a gasser. A 2nd gen 2500 with a 5.9 in it. Dana 60s front and rear, quad cab. It was a great truck. I have always had a soft spot for the Power Wagons, and find myself wanting one. I’m looking at a couple of options, both of which are in the 250k mile range. Both have had a ton of work done. Full front ends, AC, brakes, tires etc etc are within 2500 miles on both trucks. Both have also had their engines replaced. One is a 2005 with 150k on a used engine (running very strong), and priced at $5,700 and the other is a 2013 with a bit more work done (winch rebuilt with new synthetic rope, onboard air plus more) with a new crate engine that now has 65k on it for $10,000.

I’ve owned multiple ‘05s with 5.9 Cummins in them, and a ‘14 with 6.7 Cummins. I know the trucks well. What I DON’T know, is why do the 5.7s in the 2500s all seem to go bad?? There are 9 grillion 1500s with 5.7s in them running around with no major issues. Well, some have issues of course, but it seems the failure rate in the 2500s is significantly higher. What gives? Are the internals different?

With the choices above, which would you lean towards? There is enough money left on the ‘05 to buy a new long block if the current engine fails. The ‘13 is the last year with leaves in the rear and an actual useful payload. The $4500 difference would go a long way on other project vehicles I have. The truck will be a hunting/work rig with the occasional trip to tow customer trailers (6,000 lb max) a few hours from our main shop to our second shop.

Thanks for the insight you might have.

I also have a soft spot for the 3rd gen power wagons .

 

[redthies]

That’s not really an overlanding question.

No. It’s not. But I’ve been a contributing member here for almost 20 years, and there are a ton of people on here who ARE active on those other forums (where I’m not a member) that have information that may be helpful. This forum is not just a “car camping nerd fest”, despite what you Johnny come lately folks might think.

 

[hemifoot]

I have a power wagon and I've owned a 2500 with a 5.7 the 5.7 issue is with lifter failure and the "hemi tick".the exhaust manifold studs fail all the time due to the heat difference between the block and the manifolds.if the bolts have been replaced with studs they will be ok.also look at the idle hours if the trucks can show in the evic.that's high idling hours is believed to cause lifter failure in the 5.7.otherwise it's a good engine.I'd much prefer my 6.4 and the 8 speed trans.loved the "car camping nerd fest" jab.nail,meet hammer.

 

[redthies]

Thanks Hemi. The 2013 (which I’m leaning towards) has only 60,000 on a crate engine. I would hope that being new and recent the engine builder would have used studs instead of bolts. Using EVIC to determine idle hours is a great tip, but would probably show the total hours since new though, not just the hours since engine was replaced as it’s not resettable as far as I know?

Since most people post 2013 complain about payload, I thought I’d mention that there are two GVW options when you do a build on a new PW. There is close to a $1,000 up charge for the higher GVW, so dare to dream it’s more than just a sticker and spring rate they change? (That is on Ram Canada, where 17” wheels are standard as well. On Ram.com 20” wheels are standard and there is no option for GVW. I don’t know if the US trucks are getting the 8,500 or 9,900 GVW?)

 

[Jupiter58]

No. It’s not. But I’ve been a contributing member here for almost 20 years, and there are a ton of people on here who ARE active on those other forums (where I’m not a member) that have information that may be helpful. This forum is not just a “car camping nerd fest”, despite what you Johnny come lately folks might think.

Exactly where did I say anything about car camping???? That must be a personal peeve of yours. Probably because your PW is just a big car based on payload.
The site has plenty of full size campers and expedition rigs if you haven’t noticed. And the vast majority of overlanders are what you call car campers because they likely do not have the funds or time to make an expedition rig worthwhile. And while ‘your’ folks may be active on other forums I stand by my statement that it’s just a handful who have two decades old 5.7s.

I have a modern 5.7 and my opinion is with mds, etorque, stop start you are definitely better off with the latest 5.7 without all that crap which seems to be what you have. Or a 6.2 if it will bolt in.

 

[redthies]

Exactly where did I say anything about car camping???? That must be a personal peeve of yours. Probably because your PW is just a big car based on payload.
The site has plenty of full size campers and expedition rigs if you haven’t noticed. And the vast majority of overlanders are what you call car campers.

First words of your response “That’s not really an overlanding question”. No kidding Sherlock. It’s a vehicle question, on one of the most capable full-size off-road vehicles available from an OEM. And payload on both the 2005 and 2013 PWs I mentioned is in the 2,600 lb range. The 2014+ models lost a ton of capacity with the switch to coils in the rear. Which is why I’m not looking at them. Well, that and the fact that I’m going to use whichever one I end up with on tight trails, so I’m fine with an older model.

I’m well aware of the full-size campers and expedition rigs on here. I’ve been posting my own full-size rigs on here for almost 20 years. Many of which have done Canada, USofA, and Central America, and one of which has done Alaska to Patagonia.

Oh, and yes, the use of the term “overlanding” to describe taking your $250,000 “overlanding rig” to the state park campground a few times a year does make me cringe. People do what they are comfortable and able to do, and I’m happy for them. I just get nauseous when I hear people call car camping “an overland expedition“.

Heres one of my old trucks (F350) in Central America on a car camping trip:

 

[hemifoot]

Exactly where did I say anything about car camping???? That must be a personal peeve of yours. Probably because your PW is just a big car based on payload.
The site has plenty of full size campers and expedition rigs if you haven’t noticed. And the vast majority of overlanders are what you call car campers because they likely do not have the funds or time to make an expedition rig worthwhile. And while ‘your’ folks may be active on other forums I stand by my statement that it’s just a handful who have two decades old 5.7s.

I have a modern 5.7 and my opinion is with mds, etorque, stop start you are definitely better off with the latest 5.7 without all that crap which seems to be what you have. Or a 6.2 if it will bolt in.

nobody asked you your opinion about power wagon payload.the question is about engine options.we know what our payload was when we considered buying one.

 

[Westy]

I own a 2006 PW. ~ 95k miles. Great trucks. For your use case I'd opt towards the lower cost vehicle if you have the time and capability to possibly make engine repairs or replacment given it's going to be a work truck, not primary vehicle and if there's some repairs or downtime maybe less of a concern. At 150k it should have plenty of useful and reliable life left. Consider running a slightly heavier oil too since it's a 2500 and will be a work truck.
That said, for the cost difference and fact the other has a newer crate engine and id hope a ton of other parts replaced while motor was done along with the other stuff you mentioned that's clearly a fair price too and worth considering depending on your budget and ability to service and do repairs etc.

 

[BigOrca]

So just a few things I haven't seen anyone touch on. It sounds like you are considering a 3rd gen the most, but the 2013 (and maybe some 2012s?) are kind of weird missing link vehicles that some find very appealing. You still get the same 5.7, the 4.56 gears, and the 4 link front suspension with leafs in the rear, but it has the 6 speed (if that's of interest to you), and the upgraded more modernized interior. Some people argue that this was actually the ideal setup, but YMMV. Just some things to consider.

 

[redthies]

So just a few things I haven't seen anyone touch on. It sounds like you are considering a 3rd gen the most, but the 2013 (and maybe some 2012s?) are kind of weird missing link vehicles that some find very appealing. You still get the same 5.7, the 4.56 gears, and the 4 link front suspension with leafs in the rear, but it has the 6 speed (if that's of interest to you), and the upgraded more modernized interior. Some people argue that this was actually the ideal setup, but YMMV. Just some things to consider.

I went to see the 2013 on Thursday and made a handshake deal on it. It is in great shape for the age, owned and well maintained by a 66 year old gentleman who used it for backcountry fishing access. Yes, it has some pinstriping and a couple of minor dents, but since my intended use would only add these as well, it is as Garp would say “pre-disastered“. Neither of us are in a hurry to complete the deal (he already has 2 Rubicons to drive) and I have my old Bronco, Sequoia and Tacoma to sell at least one of to make room for the PW. The PW is meant to replace the Sequoia and Tacoma in one rig. Fuel economy will be on par with my 2019 Tundra with the 5.7 so while I don’t eagerly anticipate the 11mpg future, I’m no stranger to it either.

 

[jgallo1]

congrats on the truck.
Looks like you really scored :

 

[redthies]

Thanks. It’s still his, but I live a ways away, and we are keeping in touch. I found myself looking at a ‘14 that is much closer, and less money, but the payload is 600+ lbs less! Not ideal.

I watched that video. It’s all good info, but buddies delivery is “interesting”.