• 2017 Ram Power Wagon: Comprehensive Guide to Maximum Towing and Payload Specs

    2017 ram power wagon towing jeep
    2017 Ram Power Wagon

    Do you need to look up the towing and payload specifications for a Ram Power Wagon? You came to the right place. While it may be agreed upon that the Ram Power Wagon is the most off-road capable heavy duty pickup from the factory, the truck’s payload and towing specifications are not easy to find in one place. After all, the Power Wagon is an HD truck and it ought to do work like a heavy duty pickup.

    This truck offers tremendous off-road hardware such as: front and rear locking differentials, disconnecting front sway bar, skid plates, hill descent control, Bilstein shocks, 33-inch Goodyear Duratrac tires, and a 12,000 lbs Warn winch. The suspension uses a single rate coil springs and tuning to provide very good off-road articulation and a comfortable on-road ride. There is a compromise, and it comes as a decreased payload and towing capacities.

    2017 ram power wagon texas first drive review off-road


    Maximum payload is the amount of weight (people, cargo, and/or trailer tongue weight) the truck is rated to safely handle. Gross Vehicle Weight Rating (GVWR) is the maximum weight of the truck and all the payload inside it. If you checked all the boxes for optional equipment (heated leather seats, etc), then your truck’s curb weight increases and your payload capability decreases. It’s because the GVWR limits the maximum weight your truck can carry. The story is the same with the Gross Combined Weight Rating (GCWR). This is the maximum weight of you truck and trailer together.

    2017 Ram Power Wagon Crew Cab

    Maximum payload weight: 1,444 lbs

    Maximum trailer weight: 9,790 lbs (with a weight distributing hitch).

    GVWR: 8,510 lbs

    GCWR: 17,500 lbs

    What does this mean in the real world? If you have a 2017 Ram Power Wagon, and you are towing a 9,000 lbs trailer (with 900 lbs of tongue weight), then you can add up to 544 lbs of weight (people and/or cargo). All together, truck + trailer + people + cargo cannot exceed the GCWR, which is 17,500 lbs.

    In general, the fancy suspension on the specialty off-road trucks does limit the payload and towing capabilities. This is not just the case with the Power Wagon. The payload/towing capability decrease is similar with the Ford Raptor, Toyota Tacoma TRD Pro, Chevrolet Colorado ZR2, and many others.

    Here is the 2017 Ram Power Wagon punishing rocks and dirt around Moab, Utah along with the new Raptor and Tacoma TRD Pro.

    Andre Smirnov
    Andre Smirnov
    Andre Smirnov is an Automotive Enthusiast, Producer, Reviewer, Videographer, Writer, Software Engineer, Husband, Father, and Friend.

    37 thoughts on “2017 Ram Power Wagon: Comprehensive Guide to Maximum Towing and Payload Specs

    1. That’s really usable all around truck and I am thinking hard to get it next.
      It would cover more than all of my truck needs.

    2. Don’t forget all the extra gas cans you will have to carry. Come on, guys. The only way to get enough power and efficiency and payload is if you make it with an electric motor powered by a diesel generator. Throw in an outbound power plug so we can also plug it into our house. Otherwise, you aint getting our boat loads of money for that old junk.

      1. “Otherwise, you ain’t getting our boat loads of money for that old junk.” You ain’t speaking for me pal.If I was looking into getting a fullsize work/play truck,I wouldn’t hesitate to buy a Ram PW.

      2. Robert5 don’t you by now we would have such vehicle? Thing is to produce such vehicle cost a lot more money in a compact size. Sure there is lot of evidence that idea works, but in a large application.

    3. The Power Wagon makes a lot of sense if you want body clearance and a decent payload and towing in an off road package. However, I test drove it twice now and did not love it. The Power Wagon (PW) is big and burly but its size and weight is felt on narrow city roads and off road it is a beast but it is not sporty off road fun. I found the winch hard to use with the cable and should be nylon instead, at 6’4 maybe 6’3″ now as I get older; it was such a high step in, it was hard to get in, so on a daily basis this would get old fast, but while driving it was nice to be high. I also found the 4×4 lock to be gimmicky as I could not get it to work and neither could the salesman and it was only available in a very low gear at very low speeds and then you were left with an open front inferior diff in regular 4×4 when you are on the highway or in town, say in bad weather conditions. Not even sure if the back diff is limited slip or not in regular 4×4. I know Mike Swears stated the Tundra has A-Trac front and back so any tire front or back with traction will grab on the highway or in town on the roads. The Power Wagon would be at a disadvantage here.

      I just prefer the feel of a midsize as it is more sporty and easier to drive and park. I am still going to look at a Ram Rebel to see if there is a compromise. I looked at the regular Rams and the bumpers are just too low and too exposed to potential damage that would debilitate the trucks worth for what I need a truck for.

      1. Lol, your gonna have to change your name to Ricebro if you keep buttering Toyota’s balls like that. Tell the salesman to pull his head out of his ass and learn how to sell his product properly. I thought the article was a nice recovery after tfl gave us an article on minivans.

      2. Probably not going to like the Rebel either, it has a longer than full-size feel to me. May need to hang tight for more options the GM actually did something more than stickers and to see if ford does anything soon for the new ranger.

      3. The only truck on the market with a front limited slip differential is the Ford Raptor. Yes the Power Wagon like the Jeep Rubicon can only use the differential locks in low range. There is a slight delay in engagement do to parts that need to line up properly so you need to be moving slowly. All the truck manufacturers today used brake based torque transfer to slow down a slipping tire and send torque to the opposite tire. It’s part of the federally mandated stability control ABS. It’s marking gobbledygook.

    4. Great payload, to go berry picking! That truck is a dinosaur waiting to be brought into the 21st century. In the meantime I’ll call it Ramosaurus!

      1. Ha, sooo TRUE! I want at least 1000 hp and 1000 torques from instant electric motors. Heck, Tesla has 700 hp on a wimpy sedan! Plop in the diesel generator. Look folks, I have almost $100,000 ready to buy a modern 21st century truck. But until we all keep plunking down for useless trucks like these, we will never get what we really can have. Get rid of the heavy materials. Get rid of the expensive and complicated transmissions and rear-ends, give us serious torque and horsepower from electric motors! A truck that can only hold its passengers and lunch is NOT A TRUCK. The meaning of the word truck involves carrying heavy things.

        1. How long do you get to use that 700hp in that tesla? Seems like batteries in the last 10yrs have rrally improved.

          1. No, you just don’t get it. Its not about the batteries. You put a diesel generator to power the electric motors. Like a locomotive. We could have had these decades ago if everyone wasn’t so incredibly stupid.

            1. How big is that generator need to be? Questions are because I don’t know. So teach me. Seem like a large kw/hr generator would be needed. Once-apon at time I installed a generator for 8000 sq/ft house, had a 5.4 running natural gas and was as big as the truck that engine was used in.

            2. Any size you want. Just like a regular truck. You should at least 3 to choose from depending on how much power you want for the truck. You need to go study the Via Motors/VTrux truck as well as the newest Honda Accord Hybrid etc. This is not an outrageous demand, the technology is already mainstream. Just don’t have it in a truck yet fully. I know, Ford announced an F150 hybrid for 2019 or something, but fat chance it will be electrically propelled and diesel. I ti will probably w weak, gas, mechanically propelled, no payload, expensive, low quality (coming from Ford) complicated, but well designed to make them money. Sooo unnecessary. It is easier and cheaper to build a diesel generated and electrically propelled truck!

            3. It is all about the batteries. Your going to want to buffer your kw rate with your generator kw production. The electric motors are not going to be powered by the generator. I did ask a electrician at work what how many kw is a hp, he said 3 kw is about 4 hp.

            4. Looked at the vtrux one. That generator in that pumps out some serious juice. Never seen that one before. Payload technically took a huge it and damn near worthless, Would it it about everyday

          2. Most of the time the vehicle would be charging from the generator. If a 268,000Lb freight train can do it pulling over 100 loaded cars across the country, I am sure it can work in a vehicle and at some point the generator will no longer be needed.

            We have batteries now that power city buses with a range of 20 miles fully loaded solely running on battery power that pull into charging stations where it takes 7 seconds to fully arc charge the battery to full capacity. That is faster than a fuel fill up. Eventually we will have charge stations like this all over the place. Just a matter of time. But this is why the auto makers are scared to get into it as technology is advancing so fast that by the time they make the electric car a new technology eliminates it. But Tesla and other new companies like Workhorse are still moving forward taking advantage of this new industry. Workhorse is coming out with a pick-up truck and Bollinger may have a reveal soon that is all electric and there will be a myriad of new and exciting ideas that will change the auto industry; finally.

        2. Rambro’s bro don’t you think by now we would have such truck from the manufacturers?

          I find it fastnating “again” we want big burly v-8 then I read about crap about DSL electric engine. Yet Ford changed which you all don’t like. Boy you people on here are a dam mystery.

          DSL electric generater is not going to happen, because it has to work in a small application. If the manufacturers did make it work it would be so dam expensive that no one would buy.
          You guys want a big v-8, but I keep telling you all think small v-8 or v-6. Then you all get upset That I’m full of it.

          Look guys it isn’t not rocket science to figure out where the manufacturers trends are going. It isn’t DSL generators and isn’t big v-8s. So you guys stop these silly notions of wild ideas.

          Look where the manufacturers trends are going.

      2. Do you hear us TFL? Are you awake? Tell every industry rep. you talk to we don’t want their old junk anymore. We want a Via Motors/VTrux/Tesla-like diesel locomotive for the 21st century.

        1. Rambro’s bro quit telling tfl how to interview industry reps. Don’t you think by now that there would a DSL electric generater running around the streets being tested? You just go up to industry rep ” hey your truck is old junk” when are you going to come out with DSL electric engine? The interview would be over before it would get started. And industry rep. Would look at you as loon.

          Not saying your idea isn’t great but it probably would’ve happened along time ago. My guess it is to expensive.

          I can see electric truck, but I don’t see much of a benefit.

        2. Stop talking about locomotives because you are very wrong about the way they work…. they don’t run on batteries like a tesla..the diesel motor turns the genarator which creates electricity for the traction motors that drives the locomotive down the tracks… all the batteries do is start the Diesel engine and run lights and all the ecm in the cab. It’s not a battery made that can supply enough electricity to a locomotive traction motor to make it work..

    5. Im glad you guys mentioned that checking on the option boxes will generally decrease your available payload. I dont think most people understand that and they never even weight their truck. They read the brochure specs thinking that their truck can do that but fail to realize that those ratings are on a base truck with very specific options/build specs. I have 6 CASS scales to make sure everything is in range. Not only do I want to know total weight, i want to know axle weight and individual wheel weight. Another thing most people dont know is you have to air up the axle tires according to the tire that is carrying the most load on that axle.

      1. When people I know are shopping for a tow vehicle, I tell them to look on the door jam for the Tire And Loading Sticker. It will tell you the “ACTUAL” Payload capacity. It is usually spot on by about 20-30 pounds with a full tank of gas. But yes you need to know your Axle weight ratings, as well as tire ratings. Biggest problem I see is half-tons trying to pull an 6-8k camper using P rated tires that came with the truck. E is the way to go if you plan on towing alot.

      2. Great points, Jimmy Johns. Another thing that people should be aware of is that the PSI specifications listed on the door/jamb sticker are for a fully loaded truck. This means that most people running heavy dutys with light loads or empty are way overinflated in the rear. For example, look at the spec on a typical 2500- 80psi rear and 60 psi front even though the rear axle on an empty truck is only supporting 40% of the truck’s total weight. As such, the PSI in the rear should actually be lower than in the front. Opposite of what the mfg suggests. Having the rear tires overinflated not only increases tire wear and degrades ride comfort, but it also creates an unsafe condition by reducing the available traction at the rear tires.

        1. Jerseydirt you are correct about the issues with over inflation. I had a Michelin rep stop by to go over tire safety with my guys. He stated that over inflation is almost as dangerous and under inflation. Over inflation will cause the center of the tread to push out and can cause the tire to run hot and fail. Our tires max out at 120 PSI but based on actual axle weights 85 PSI is what is needed. Correct tire pressures are important for safety and wear. Unfortunately most truck owners dont know this.

          1. You be surprised how many vehicles I see going down the road having flat tires. Simply amazing.

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