1946-1968 Dodge Power Wagon

In the early months of 1946, Dodge introduced a new addition to its range, promoting it as "the truck that doesn't require roads." This vehicle was the 1946-1968 Dodge Power Wagon, model WDX, a versatile new model born from Dodge's extensive experience in building four-wheel-drive trucks for both American and Allied forces during World War II.

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At the time, it was one of only two fully-equipped general-use 4×4s available in the United States, with the other being the Willys Jeep. This made it a trailblazer in bringing four-wheel-drive capabilities to a wider audience.

Dodge executives of the 1940s likely couldn't have anticipated the vast market for personal-use four-wheel-drive trucks we see today. When the Power Wagon debuted in January 1946, it was marketed as a one-ton, general-purpose truck built for off-road use on rugged, unimproved roads.

It's safe to assume that even Dodge executives couldn’t have predicted the Power Wagon’s longevity. Despite its “war surplus” appearance and L-head engines, it would remain on the U.S. market until 1968, and continue for another decade in export under a U.S. government program.

Although four-wheel-drive trucks were not new when the Power Wagon arrived, having been around since World War I, they were primarily heavy-duty vehicles used for commercial or military purposes. By the 1930s, owners of light trucks could convert their vehicles to 4×4s through companies like Marmon-Herrington, but these custom trucks were typically purchased by businesses or agencies with specific needs. Regular consumers, or "Average Joes," had little exposure to 4×4s—at least not until they became the famed "G.I. Joes."

World War II left an indelible mark on soldiers who experienced the power and utility of multiaxle drive vehicles, whether they served in or fought alongside four- and six-wheel-drive machines. Willys' ¼-ton scout car became a battlefield icon, motivating the company to introduce the Jeep CJ to the postwar civilian market.

Meanwhile, Dodge saw potential in a military truck that could transition into civilian life. The cover of the first Power Wagon sales brochure boldly declared it as "The Army truck the boys wrote home about... now redesigned for peacetime use."

The Power Wagon’s military heritage was firmly rooted. Dodge's history with four-wheel-drive military trucks dates back to 1934 when it produced a ½-ton cargo truck for the Army. This vehicle featured the world’s first drive system that allowed the driver to easily switch between two- and four-wheel drive using a control lever in the cab.

In 1940, Dodge completed an Army contract to design and produce ½-ton 4×4 military trucks in various configurations, using many commercial truck parts. These vehicles, known as the T202 series, featured front-end sheetmetal that was essentially stock, giving them a civilian-like appearance. They were equipped with a 116-inch wheelbase and a 201-cubic-inch six-cylinder engine producing 79 horsepower, similar to the engines used in Dodge's civilian ½-ton trucks. A four-speed transmission, which was optional on civilian models, came standard on the military versions.

The T202 series was succeeded in 1941 by the T207 series, which again was rated as a ½-ton truck. The T207s had a military-specific hood, grille, and fenders. These trucks were powered by a 218-cubic-inch six-cylinder engine producing 85 horsepower, derived from Dodge’s ¾- and one-ton commercial models. Later models, such as the T211 and the T215 (mechanical upgrades of the T207), featured a more powerful 230-cubic-inch L-head six that produced 92 horsepower.

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1946 Dodge Power Wagon

The final evolution of the 1946 Dodge Power Wagon occurred when the T207 series was replaced by the T214 trucks. Rated at ¾-ton, the T214s were designed to be wider and lower, offering greater stability compared to the previous T207/211/215 models.

They were also more robust. The simple cantilevered front fenders from the earlier military truck design were retained, but with slight rounding on their outer corners. The hood and top of the radiator grille were positioned lower and flatter, especially on the open-cab versions, and each side of the hood featured six horizontal louvers.

A variety of body styles, ranging from command vehicles to ambulances, were available, built on wheelbases of 98, 114, and 121 inches. The powertrain consisted of the 230 cubic-inch six-cylinder engine, an unsynchronized four-speed transmission, and a one-speed transfer case. Tires were 9.00×16 eight-ply high-flotation types. Between 1942 and 1945, Dodge produced 255,195 T214s.

With the Allied victory over the Axis powers, civilian car and truck production resumed in the U.S. Dodge engineers and marketing saw a strong demand for the versatile, durable, all-terrain truck they had developed for wartime use.

Even better from their viewpoint, production could begin at a very low cost since most of the engineering expenses had already been covered by the large government orders for the military trucks Dodge had built.

Although rated for a one-ton capacity in its postwar version, the chassis of the ¾-ton military truck only required minor adjustments for civilian use, mainly extending the wheelbase to 126 inches. This was approximately in between the 120- and 133-inch wheelbases used on Dodge’s two-wheel-drive one-ton trucks.

As with all other components, the ladder frame was constructed to be exceptionally heavy-duty and robust, designed for tough use. The side rails were reinforced with an inside channel type. There were seven cross members, with the front one fully boxed. Fully floating axles were installed both front and rear, paired with semielliptic springs — 11 leaves in the front and 14 in the rear. While double-acting hydraulic shock absorbers were standard on the front suspension, they were optional for the rear suspension.

Military trucks had two frame lengths, with the longer version extended at the front to make room for a winch. However, all Power Wagons came with the extended frame, even when customers opted not to include the Braden winch, which was available as a factory option.

The cab and interior designs were largely carried over from 1939 with few changes. The cowl-mounted parking lights, which had been introduced to civilian Dodge trucks in 1941, were also featured on the Power Wagon. The fenders and the six-louver hood sides were borrowed from the wartime T214, but the headlights were enlarged and positioned further from the grille.

The top panels of the hood and the radiator surround were higher and more curved compared to the T214. These elements were borrowed from a three-ton cargo truck Dodge had manufactured for the Chinese army during the war. The radiator filler cap sat on top of the radiator, while the massive grille was crafted from sturdy round steel bars. Trucks without a winch featured an extended section of grillework to protect the lower part of the radiator.

The front bumpers, which followed a military style, were a two-piece design connected at the top with an angle-iron reinforcement, leaving space for the winch cable to be deployed. For trucks without a winch, a deep, wide one-piece bumper was the standard.

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Models of the 1946 Dodge Power Wagon

The 1946 Dodge Power Wagon lineup offered several variants, including a pickup, chassis cab, chassis with windshield cowl, and chassis with flat-face cowl. (The cowl-and-windshield type was eventually discontinued.) The pickup box was generously sized at 96.06 inches long, 54 inches wide, and 22.25 inches high, providing 58 cubic feet of cargo space. The floor was constructed from hardwood, reinforced with steel skid strips. External pockets were designed to hold 234 stakes, ideal for securing taller loads.

The spare tire was placed on the right side of the cargo box, positioned ahead of the rear fender. The chassis-cab and chassis-cowl configurations offered flexibility for owners to install customized aftermarket bodies. Common modifications included nine-foot stake platforms, but some were transformed into tow trucks, fire trucks, 'woody' station wagons, and even school buses, all built on the Power Wagon chassis.

The initial color options for the Power Wagon included Seawolf Submarine Green (the standard color), as well as Red, Dark Blue, and Dark Green. The standard paint job included black fenders, running boards, and bumpers, regardless of the cab color. However, customers could choose to match the color of these components to the cab for an additional cost. Over time, Power Wagons became available in any standard Dodge truck color.

At first, Dodge promoted the Power Wagon as having a spacious cab that could accommodate three people. However, the marketing shifted to advertising it as a two-man cab, likely due to the abundance of levers in the center of the floor. A deluxe cab option was available, which included features like vent-wing windows on the doors, a dome light, an armrest on the left door, and dual interior sun visors.

With its towering grille, imposing bumper, running boards, rear fenders, and oversized cargo box, the Power Wagon had a bold, no-frills appearance. Its winch and knobby, military-style tires gave it an unmistakable sense of strength. This rugged look was more than just aesthetics—it was a reflection of its true capabilities.

The reliable 230-cubic-inch engine had a bore of 3.25 inches and a stroke of 4.63 inches. With a compression ratio of 6.7:1, it delivered 94 horsepower at 3,200 rpm and 185 pound-feet of torque at 1,200 rpm. The four-speed transmission came equipped with heavy-duty carburized gears for extra durability.

The two-speed transfer case was an improvement over the wartime version. Positioned directly behind the transmission, it featured a 1:1 ratio in high range and 1.96:1 in low range. When the transfer case was set to low, the transmission was in first gear, and with the final-drive gear ratio at 5.83:1, the overall ratio became 73.12:1. In front-wheel-drive mode, only the direct ratio could be used once disengaged.

What should this innovative new product be named? Some early Dodge Engineering documents referred to it as the "Farm Utility." Ultimately, it was decided to call it the Power Wagon. The name had historical significance in the world of trucks, once used to distinguish horsedrawn wagons from those powered by steam, electric, or gasoline engines. The name "Power Wagon" was also the title of a pioneering truck magazine that was published for over 50 years until 1946.

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Introduction of the 1946 Dodge Power Wagon

The 1946 Dodge Power Wagon made its market debut with this bold announcement: "The Dodge Power-Wagon stands alone. No other truck on the market can compare. Built to fulfill a specific need, the Dodge Power-Wagon is engineered for continuous operation in extreme conditions. With four-wheel drive, it can go where ordinary trucks would stall, providing access to places most vehicles cannot reach."

With a starting price of $1,627, the Power Wagon was priced $551 to $591 higher than a standard Dodge two-wheel-drive one-ton pickup, which was a significant difference at the time. However, Dodge consistently highlighted the unique nature of the Power Wagon, emphasizing its four-wheel-drive system and durability that made it just as capable off the road as it was on. The Power Wagon was marketed on three main points: its ability to pull, similar to a tractor pulling a plow; provide portable power, like powering a saw; and carry loads, like a regular truck.

Towing options included a basic, additional-cost pintle hook, a robust unit attached to the rear cross member of the frame. Another option was a versatile drawbar, adjustable to various heights and capable of off-center towing. With these two towing devices, the Power Wagon could tackle a wide range of pulling tasks.

In 1949, Monroe Auto Equipment Company, based in Monroe, Michigan, began producing a hydraulic lift kit along with a full range of agricultural and road-building implements for the Power Wagon. The lift kit consisted of a hydraulic pump and valve unit mounted at the front of the engine, a three-point implement hitch at the rear, and a control lever located inside the cab.

The Power Wagon was compatible with a range of farming implements, including a plow, cultivator, rotary hoe, terracing blade, harrow, hydro grader, land leveler, lift-type scoop, earthmover, buzz saw, posthole digger, spring-tooth harrow, and double-disc harrow. Dodge promoted the Power Wagon's capability to easily pull a three-bottom 14-inch plow and encouraged farmers to use it as a replacement for conventional tractors for all their agricultural needs.

Dodge wasn't the only company vying for farm tractor business in the early postwar years. Jeep introduced the Agrajeep, equipped with a three-point, one- or two-bottom plow, drag, and disc. Crosley launched the small Farm-O-Road in 1950, offering six forward speeds and two reverse gears for plowing and other farm tasks. Priced around $800, it had limited sales.

The Power Wagon’s capacity to function as a portable power source was due to its two-sided power take-off located next to the transmission. This system allowed power to be directed forward to the winch or rearward via the tail shaft. When rotating in the same direction as the engine, the power take-off operated at 61.5% of engine speed, and at 47.5% when rotating in the opposite direction. A single lever inside the cab controlled this rotation. The tail shaft powered a pulley drive mounted on a pillow block at the center of the rear cross member.

A mechanical governor, available for an additional cost, could be used to regulate the speed of auxiliary equipment powered by the tail shaft or pulley drive. This governor, belt-driven from the water pump shaft, featured a speed control located inside the cab. It was available only as part of a package with another governor integrated into the carburetor, limiting the engine’s speed during on-road use.

To ensure proper engine cooling during slow driving or while stationary equipment was in operation, special cooling features were designed. These included a partially shrouded 19-inch diameter six-blade fan and a thicker-than-normal radiator, measuring three inches in thickness—half an inch more than the standard size. A radiator overflow tank was also available for an additional charge.

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The Dodge Power Wagon in the 1940s and 1950s

The Dodge Power Wagon of the 1940s and 1950s truly lived up to its reputation for strength. With impressive load-bearing capabilities, these trucks could handle gross vehicle weight (GVW) ratings of either 7,600 or 8,700 pounds. The higher GVW was achieved by adding optional heavy-duty springs—1,600-pound capacity front springs and 3,000-pound capacity rear springs—along with larger tires. The standard tire size was 7.50×16, but 9.00×16 tires were also available.

Dodge executives and dealers worked hard to help customers visualize all the ways they could utilize their Power Wagons. The 1946 sales manual, for example, highlighted 75 types of businesses—ranging from airports to well drillers—that could benefit from the truck. One example featured in the Job-Rater magazine, which was distributed to Dodge truck owners quarterly, showcased the work of a New York State Telephone Company pole-setting crew.

Equipped with a boom and winch powered by the truck's engine, along with an auger driven by a six-horsepower auxiliary engine, this specially configured Power Wagon allowed workers to drill a 12-inch wide posthole to a depth of 5.5 feet in a matter of minutes.

To promote the Power Wagon's capabilities, Dodge's marketing team devised an innovative strategy. They produced a color and sound film titled Wheels Across South America, which was created by explorer Armand Denis. The film was shown for free by the 4,000 Dodge dealers across the country.

Denis' 1949 expedition ventured into untouched, remote jungles using three Dodge vehicles—a four-door sedan, a one-ton panel truck, and the Power Wagon. All of these vehicles were equipped with radio phones to ensure communication while navigating through the dense jungle.

Over the course of its 23 years in production, the Power Wagon remained largely unchanged. However, that does not mean the truck was without improvements throughout its run.

The only significant change in appearance occurred in 1951 when the pickup box was redesigned. The original box featured smooth sheetmetal sides and four stake pockets. The updated version retained three stake pockets, but the sides were ribbed for additional strength and visual appeal. The new box design was similar to other Dodge pickups of the era, but its eight-foot length remained unique to the Power Wagon.

In the same year, the Power Wagon adopted the centrally mounted gauges that were standard in Dodge's B-series light trucks. Later, in 1961, the features that had been part of the deluxe cab option became standard across all models.

Through a series of horsepower increases in the 1950s, the 230 engine reached 113 horsepower by 1957. Four years later, it was replaced by another robust Dodge truck six-cylinder engine. This new engine boasted a displacement of 251 cubic inches, with a 3.44-inch bore and a 4.5-inch stroke. With a 7.1:1 compression ratio, the engine produced 125 horsepower at 3,600 rpm and a peak torque of 216 pound-feet at 1,600 rpm. Although it was also an L-head design, the 251 engine featured a completely different, longer block compared to its predecessor.

In 1957, the maximum gross vehicle weight (GVW) increased to 9,500 pounds. This upgrade was made possible by the addition of 9.00×16 10-ply tires, which became the new standard. In late 1956, the four-speed transmission was synchronized, and key starting was introduced in 1957.

The 1950s also saw the introduction of power steering and power brakes as options. Additionally, the Power Wagon switched to a 12-volt electrical system, replacing the previous six-volt setup. In 1961, Dodge transitioned to using alternators, and by 1962, lock-out front hubs were made available.

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Dodge Power Wagon in the 1960s

Though the Dodge Power Wagon of the 1960s remained durable and reliable, it gradually fell behind newer and more competitive models. By 1968, the truck’s 1939-era cab seemed outdated.

However, if you had the chance to compare a fully equipped 1946 model to a brand-new 1968 version, the differences would be striking. The 251-cubic-inch engine offered more power, making the truck feel lighter and more responsive. The combination of the larger engine, power steering, power brakes, and synchronized transmission would give the impression of driving a modern vehicle.

Dodge manufactured a total of 95,145 Power Wagons by 1968, with the starting price for a pickup rising significantly to $4,634. The highest production year was 1957, with 8,706 units produced, while other years saw production numbers ranging from approximately 1,400 to 6,000 units.

Starting in 1960, the majority of Power Wagons produced were intended for export markets. Alongside Dodge trucks, Fargo-branded Power Wagons were also made for sale in Canada and certain foreign markets. The process ramped up in 1962 when Power Wagons were included in the U.S. Military Defense Assistance Program, which saw the U.S. government provide military vehicles to allied foreign governments. This program continued until the Power Wagon’s production ended in 1978.

While the Power Wagon seemed to maintain its timeless appeal, the four-wheel-drive truck market evolved around it. In 1947, Willys introduced a line of one-ton 4×4 trucks, which were priced similarly to the Power Wagon but featured a smaller four-cylinder engine and less cargo capacity. By the time the civilian Power Wagon was discontinued, four-wheel-drive trucks were being produced by all domestic light-duty truck manufacturers, and the sport-utility vehicle market was also gaining momentum.

Despite changes over the years, the rugged reputation of the Dodge Power Wagon has remained as strong as ever. When the company began producing four-wheel-drive versions of its modern trucks in the late 1950s, they proudly displayed Power Wagon badges, continuing this tradition until 1980.

In 1999, Dodge unveiled a Power Wagon concept truck that paid tribute to the original 1940s model. Then, in 2005, the name returned as part of an off-road package for the Dodge Ram 2500, complete with a front-mounted winch. It seems that the Power Wagon is one tough legend that refuses to fade away.

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