For some people there is no such thing as too much of a good thing. Why have a small-block when you can have a big-block? Why settle for 1-ton axles when you can run 2 1/2-tons? This is the philosophy behind Jeremy Winters' '76 Dodge Power Wagon. From the fuel-injected 440 to the dual transfer cases to the Rockwell axles, everything on this vehicle is overkill. After adding a hard-core drivetrain, Jeremy went a step further and narrowed the nose of the truck, heavily trimmed the rocker panels, and lopped off the whole frame behind the cab. This made room for exceptional tube work and allows the truck to fit through the narrow slot canyons found near his home of Reno, Nevada. The result has the power to scale dunes, tires to churn through mud, and gearing to crawl through the rocks. These are some of the highest boatsides we have ever seen. Jeremy calls them "Super Sides." They result in a door opening that is chest high and requires you to climb up the tire to enter the cab, but the vehicle is significantly narrower now and fits through obstacles much easier.These are some of the highest boatsides we have ever seen. Jeremy calls them "Super Sides. The engine is a 440 Mopar big-block fitted with Chevy throttle-body fuel injection to run at any angle. A crossover bar protects the engine in case of a rollover and ties the shock hoops together for added rigidity.The engine is a 440 Mopar big-block fitted with Chevy throttle-body fuel injection to run The interior is all business, with a full cage and a host of gauges to monitor the engine's vital signs. Also notice the floor shifters atop the NP203 and twin-sticked NP205 transfer cases.The interior is all business, with a full cage and a host of gauges to monitor the engine' Jeremy Winters used 2.5-inch-diameter 18-inch-travel Fox Air Shox. Air shocks make for great packaging but are not for everyone as they offer little roll resistance or weight-carrying ability. The rear tube work is what really sets this truck apart from most fullsize pickups. Although nearly all cargo capacity is lost, the improvements in departure angle, weight, visibility, and sheetmetal damage make the back half worthwhile for a dedicated trail vehicle.Jeremy Winters used 2.5-inch-diameter 18-inch-travel Fox Air Shox. Air shocks make for gre A 20-gallon RCI aluminum fuel cell resides behind the cab and feeds the thirsty big-block through a Airtex fuel pump mounted on the framerail. The fuel cell is well protected in the tubular rear structure.A 20-gallon RCI aluminum fuel cell resides behind the cab and feeds the thirsty big-block The 116-inch wheelbase, combined with plenty of torque, gear reduction, and 44-inch Super Swampers lets the big Dodge crawl over anything in its path. Even with the boatsides, size is the biggest limitation on the trail. The front axle is a 2.5-ton Rockwell military axle loaded with 6.72 gears, a Detroit Locker, and a pinion brake made from a Toyota caliper and rotor. The steering is full hydraulic with an 8-gpm Char-Lynn orbital valve and 10-inch-travel Chief ram with a 2-inch piston.The 116-inch wheelbase, combined with plenty of torque, gear reduction, and 44-inch Super Engine: 440 big-block with Chevy TBITransmission: TF727 three-speed AutomaticTransfer Case: NP203 and NP205 with Off Road Design doublerTires & Wheels: 18.5x44x16.5 Super Swamper TSLs on 16.5x8 Hummer rims with custom centersSuspension: 8-inch Skyjacker front leaves, three-link rear with Fox Air ShoxFront Axle: Rockwell with Detroit LockerRear Axle: Rockwell with welded differential By Harry Wagner Enjoyed this Post? Subscribe to our RSS Feed, or use your favorite social media to recommend us to friends and colleagues!