They said it couldn’t be done, but Ram (finally) stuffed a Cummins turbo-diesel in the Power Wagon. Ram always said that the off-road-ready, three-quarter-ton pickup and the diesel engine were not compatible, and too many compromises were required to pair the two. And to a certain degree they were right. But customer demand, and possibly mounting pressure from crosstown rivals, forced their hand because the Power Wagon isn’t the only off-road HD pickup on the market anymore.

The Ford F-250 Tremor, Chevrolet Silverado 2500HD ZR2 Bison, and GMC Sierra 2500HD AT4X AEV are also available, and unlike the Power Wagon (until now), those models offer their respective optional diesels.

Adding the turbocharged 6.7-liter inline-six behemoth does unlock some capability, but not in the off-road sense. This is the first Power Wagon with an optional fifth-wheel hitch. The diesel nearly doubles the Hemi-powered version’s towing capacity, with a max of 19,630 pounds, be that on the bumper or hitched to the middle of the bed. And no one will ever call it an Underpowered Wagon with the diesel’s 1075 pound-feet of torque and 430 horsepower on tap.

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On the road, the Power Wagon diesel drives okay, though it’s far from a dynamic standout, unlike the 10Best-winning Ram 1500. Recirculating-ball steering has an almost charmingly sloppy on-center feel if you’re going for that old-timey vibe. The Ram Power Wagon diesel also is not particularly quick. It hits 60 mph in 6.4 seconds, a half-second quicker than the 2500 Tradesman with the Power Wagon package (a very stripped-down Power Wagon, essentially) that we recently tested. And it rides like, well, a truck. We’ve long loved the 1500’s on-road composure, but when a truck weighs 8340 pounds, sports a 2930-pound payload, and its 34-inch all-terrain tires are inflated to 65 psi in the front and 70 in the rear, a luxurious ride is not really in the cards.

The diesel still has most of the off-road features of the Hemi Power Wagon, including an electronically disconnectable front anti-roll bar and electronically locking front and rear differentials. (There’s no center differential; driveline binding will happen if four-wheel drive is engaged on pavement). Namely, it’s missing a factory winch, which was lost in order to make room for the Holset turbocharger’s intercooler. Will the aftermarket make a bumper that supports a spool of steel cable? You can bet the ranch. The so-called Articulink leading control arms on the front axle are absent, again for space. These suspension arms reduce binding when the suspension is at full compression and thus improve articulation and traction when attempting to go up and over objects. They come standard on the Hemi, but Ram says there wasn’t room in the front to make them compatible with the diesel. Also, the diesel’s 13.2 inches of ground clearance is an inch less than the Power Wagon Hemi’s. Its breakover and approach angles are reduced as well.

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One out of 100 Power Wagon owners might notice the relative off-road deficiency. And even then, it’ll only sting when they remember ponying up for the Cummins. Starting at $89,560—including $12,995 for the diesel engine, plus a mandatory $3495 equipment upgrade package—the Power Wagon diesel is expensive. With additional options, our test truck hit $104,215. And while it is no doubt less capable than its spark-ignition sibling, the added towing capacity fills a need we’re sure plenty desire.

HIGHS: You’ll never need more torque than the Cummins offers; massive towing capacity; lovely interior.

So what does the diesel variant get you? The headline number is that 1075 pound-feet of torque, which is about two-and-a-half times the twist of the 6.4-liter V-8. That's more torque than General Motors’ Duramax V-8 and more than the standard Powerstroke V-8 in the F-250; but Ford has since dropped that tune for 2027, leaving the 1200-lb-ft, high-output version the only choice. We expect the Duramax to get an upgrade this year, which will bring it to four-figure torque.

As with all Ram 2500s, you also get a great, usable interior. The back seat is enormous, and interior materials and switchgear in the Power Wagon are on par with the Ram 1500’s, which is to say quite nice. The newest infotainment system runs Apple CarPlay and Android Auto seamlessly on its 14.5-inch touchscreen. Seats and pedals adjust so that almost anyone can find a good seating position.

LOWS: Not as capable off-road as its Hemi-powered stablemate, expensive to buy and operate, laggy off the line.

The Cummins response—its relative lack of, specifically—was a hot topic around the watercooler. Its 5-to-60-mph time is 7.9 seconds, which is about a full second slower than what we’d call an acceptable delta to its brake-torque-and-build-boost (but please don’t sheer a half-shaft) 60-mph time of 6.4 seconds. Merely rolling into the accelerator doesn’t bring the hit of torque you’d expect. You can see the turbo slowly spooling up in the boost gauge, which doesn’t seem to peak until the transmission is in an upper gear. The lack of response is likely exaggerated by the beefy off-road tires. And it’s worth noting that the eight-speed automatic starts in second gear, like a creeper gear or an older Mercedes-Benz S-class. Mercedes used to call it comfort start. We just wish it had a bit more to scoot through intersections and unprotected left-hand turns. The eight-speed automatic was new to the Ram HD for 2025. Ram calls it a Torqueflite HD, but the transmission is really a ZF 8AP gearbox from the German transmission giant’s commercial line.

We averaged 15 mpg overall and 19 mpg at a steady 75 mph. Lashing a trailer to the truck or driving faster will drain the 31.0-gallon tank posthaste. With diesel prices averaging well above five bucks per gallon, this is one expensive way to commute.

VERDICT: Adding a diesel engine to the Power Wagon didn’t necessarily make it a better Power Wagon, just a different Power Wagon.

Ram may have felt the pressure to build this, and we’re sure those who do spring for the diesel Power Wagon will love it. We can’t help but think the initial product planners and engineers who resisted this option had it right all along. Thinking of the diesel as a Power and Work Wagon keeps the expectations in check.

Specifications

Specifications

2027 Ram 2500 Power Wagon Diesel
Vehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 4-door pickup

PRICE
Base/As Tested: $89,560/$104,215
Options: Power Wagon Level 2 Equipment Group (14.4-inch touchscreen with navigation, dual wireless device charging pads, front-passenger display, sun visors with illuminated vanity mirrors, leather upholstery, ventilated front seats, heated and power telescoping exterior mirrors with memory, Mopar rubber floor mats, rain-sensing wipers, 8-way power adjustable driver’s seat, 2-way lumbar adjustable front passenger seat, center stop light and cargo-view camera, LED bed lighting, Mopar retractable bed step, 17-speaker Harman/Kardon premium audio system, adjustable pedals, spray-in bedliner), $6245; Safety Group (traffic sign recognition, drowsy driver detection, active lane management with adaptive steering assist), $1995; Towing Technology Group (360-degree camera system, Mopar trailer camera wiring, trailer reverse guidance, trailer tire pressure monitor), $1895; Tow Technology Plus Group (digital rearview mirror with side cameras, trailer reverse steering control), $1490; 2.4-kW onboard power system, $1295; 5th Wheel/Gooseneck Towing Prep Group, $745; tri-fold tonneau cover, $695; Forged Blue Metallic paint, $295

ENGINE
turbocharged and intercooled pushrod 24-valve inline-6, iron block and head, direct fuel injection
Displacement: 408 in3, 6690 cm3
Power: 430 hp @ 2800 rpm
Torque: 1075 lb-ft @ 1800 rpm

TRANSMISSION
8-speed automatic

CHASSIS
Suspension, F/R: live axle/live axle
Brakes, F/R: 14.2-in vented disc/14.1-in vented disc
Tires: Goodyear Wrangler Duratrac
LT285/60R-20 125/122Q M+S 3PMSF

DIMENSIONS
Wheelbase: 149.3 in
Length: 238.8 in
Width: 83.4 in
Height: 80.9 in
Passenger Volume, F/R: 64/61 ft3
Curb Weight: 8340 lb

C/D TEST RESULTS
60 mph: 6.4 sec
1/4-Mile: 14.9 sec @ 91 mph
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 7.9 sec
Top Gear, 30–50 mph: 4.1 sec
Top Gear, 50–70 mph: 5.3 sec
Top Speed (gov ltd): 99 mph
Braking, 70–0 mph: 211 ft
Roadholding, 300-ft Skidpad: 0.67 g

Interior Sound
Idle: 49 dBA/6 sone
Full Throttle: 73 dBA
70-mph Cruising: 68 dBA/22 sone

C/D FUEL ECONOMY
Observed: 15 mpg
75-mph Highway Driving: 19 mpg
75-mph Highway Range: 580 mi

C/D TESTING EXPLAINED

K.C. Colwell, the executive editor at Car and Driver, is a seasoned professional with a deep-rooted passion for new cars and technology. His journey into the world of automotive journalism began at an early age when his grandmother gifted him a subscription to Car and Driver for his 10th birthday. This gift sparked a lifelong love for the industry, and he read every issue between then and his first day of employment. He started his Car and Driver career as a technical assistant in the fall of 2004. In 2007, he was promoted to assistant technical editor. In addition to testing, evaluating, and writing about cars, technology, and tires, K.C. also set the production-car lap record at Virginia International Raceway for C/D's annual Lightning Lap track test and was just the sixth person to drive the Hendrick Motorsport Garage 56 Camaro. In 2017, he took over as testing director until 2022, when was promoted to executive editor and has led the brand to be one of the top automotive magazines in the country. When he’s not thinking about cars, he likes playing hockey in the winter and golf in the summer and doing his best to pass his good car sense and love of '90s German sedans to his daughter. He might be the only Car and Driver editor to own a Bobcat: the skidsteer, not the feline. Though, if you have a bobcat guy, reach out. K.C. resides in Chelsea, Michigan, with his family.