Posted by Power Wagon Classified Ads [173.245.54.94] on Monday, June 15, 2020 at 14:15:46 :
1947 Dodge Power Wagon $34,500.00 [CO].
For sale in Denver, Colorado is one 1947 model WDX Power Wagon, serial number 83905141. It is a working man’s truck that I have owned and enjoyed for 35 years. After buying it in 1985, I disassembled and sand-blasted the frame and sheet metal. The body was painted Air Force Strata Blue, the frame, fenders and running boards gloss black for a proper 2-tone Power Wagon (PW). The sheet metal is solid and rust-free. The truck runs and drives well but could benefit from installing some more modern components that were not readily available to me in 1985.
When I purchased the truck it had a Chevy 283 cu. in. High Torque V-8 truck engine and Chevy SM-420 4 speed transmission installed. I left them in because they performed well. The engine provides more power than the Dodge 230 cu. in. 6 cylinder engine but is not so strong that it will tear up the remaining Dodge drive train: a factory model 200 two-speed New Process transfer case, PW drive shafts and PW axles with 9-5/8” ring diameter 5.83 gear ratio third members. This Power Wagon drives comfortably at 50 mph on flat land but slows down going up hills.
I gained some road speed and a marginally smoother ride by installing four 30+ year old Michelin XL 1100-R-16 radial tires on factory steel wheels dated-stamped “47”, as is the spare. The spare tire is cracking around its wheel, so one extra old Michelin XL tire is included that you can mount to the spare wheel. The front axle has been modified with a Tim Peterson disc brake conversion kit that uses 1970s ¾-ton Chevy components (an included article from the June 1989 Power Wagon Advertiser provides details). PW drum brakes remain on the rear axle. This truck has the optional rear shock absorbers to partially tame its rough ride, as if you’d notice.
The original single circuit brake system works, but braking could be improved by installing either a new dual circuit master cylinder for more precise braking or removing the 10 lb. residual pressure valve in the front of the original PW single circuit master cylinder and placing it in the rear brake line that goes to the rear drum brakes. The front disc brakes do not need any residual pressure as do the rear drum brakes, and applying the brakes often as in around town driving causes the front disc brakes to eventually drag as residual pressure builds in the single circuit brake system.
This WDX comes with many vintage PW accessories. A 7,500 pound capacity Braden MU-2 winch rests up front, ready to work on a moment’s notice. Many Chrysler DCPD logo bolts attach the split front bumpers and other parts to the chassis. A front-and-rear dual output shaft, reversible cable-operated Chelsea PTO on the driver’s side of the SM-420 powers both the Braden winch up front and the complete original factory PW two-piece tail shaft to the rear.
An excellent reproduction cast rear PTO cover protects the 6B spline shaft on the rear pillow block. Remove that PTO cover and you can install the included factory PW belt pulley serial number 1160 on the pillow block to power belt-driven equipment. A factory PW draw bar that bolts to the bottom of the rear cross member completes the factory rear end accessory package.
For towing without installing the factory draw bar, a custom 2” square receiver hitch is bolted to the bottom center of the rear cross member. Any size hitch ball, or even a correct PW pintle hook, can be installed in this receiver. A small diameter 6 pin male trailer receptacle is mounted nearby for hooking up trailer lights. There is no brake controller in this PW.
The pickup bed is the correct factory WDX express bed. The wood floor boards and metal skid strips were replaced in 1985. Four cast eyes have been installed along each side of the wood floor for securing cargo with ratchet straps. Underneath the stake pockets along the outside of the bed is installed a ½ inch diameter steel rod for lacing down canvas tarps or securing particularly tall loads. Cast rope hooks underneath each stake pocket can be used to tie down a full canvas top as on WW II Dodge trucks. The correct Dodge PW tailgate has pipe inserts inside its top and bottom round rails for increased strength. Weathered wood 24” high side racks with a headboard and tailboard are included with the truck.
The electrical system is 12 volts, powered by a battery in a custom box on the driver’s side rear running board. Signal Stat Acrystat 4” diameter taillights are installed on the rear, tucked up underneath the bed out of harm’s way to avoid damage. Signal Stat double-faced Acrystat front directional signals are installed high enough inside on the headlight guards that they are visible from the rear sides.
Three glass lens beehive marker lights are mounted in the center of the rear cross member, while 5 art deco style Arrow brand stepped glass amber lens marker lights are mounted on the cab roof. These front marker lights run thought an illuminated amber toggle switch that can be used to flip them on-and-off quickly to signal other truckers, as in the old days. A vintage visor is installed beneath the cab front marker lights for a very aerodynamic appearance. Attached to the center windshield divider post for stability, it limits outward travel of the front window. Along with this windshield visor, smaller visors on the headlights and parking lights increase the truck’s speed at standstill.
Inside the cab the Dodge speedometer is surrounded by two gauges on either side, the gauge arrangement used in 1947 cabs. Underneath the gauges, on each side of the steering column, attached to the bottom of the dashboard are two 1950’s Dodge truck accessory switch panels that hold controls and switches. The metal panel to the left of the steering column holds an on-off illuminated amber plastic toggle switch for the cab marker lights, a vintage cast PTO knob and its cable to control the Chelsea PTO rotation direction, and an on-off illuminated blue plastic toggle switch for the backup light. When illuminated, these plastic toggle switches helpfully serve as visual reminders that their respective lights are “On”.
To the right of the steering column are these switches: a rheostat for the heater fan, a “Temperature” pull cable to control heater output temperature, an “Air” pull cable to control fresh air to the cab, and a “Defrost” switch to direct the heater hot air to the front windshield. Also on the dashboard is a toggle switch to turn on the auxiliary electrical fuel pump for priming the carburetor after a few days standing. If more than a few weeks since the last operation, I loosen the air cleaner center screw and pour some gasoline down the carburetor throat for starting. A cigar lighter is present to ignite your stogy, and a nice aftermarket ash tray with a handle resembling a winged buffalo is neatly installed in the center of the dashboard.
A metal glove box from a WW II Dodge truck that lasts much longer replaced the old fiber original that came with Power Wagons and which disintegrate over time. A correct MoPar model 76 Truckmaster heater is installed under the glove box. Its heater cores leaks so a new identical heater core is included with the truck so you can replace the core at your leisure.
The original spring seat cushions were nicely reupholstered when I bought the truck, and the heavy vinyl black seat covers are still like new. The can easily be wiped off after a day’s hard work in the field. I bought a hardboard cab liner from VPW decades ago but never installed it. Still in the box, it comes with the PW for your installation pleasure, along with a correct cab interior light that needs to be wired in.
After WW II ended, the shipyards asked what they could now built in place of Liberty ships. Someone must have suggested factory snow plow mounts for Power Wagons, because the heavy PW factory snow plow lift arm and mounting brackets look and feel like they were designed and built in a shipyard. This WDX comes with all the WDX snow plow mounting accessories except for the 9’ wide Good Roads plow itself, which I don’t have. It comes with the stout curved lift arm that mounts to the tall brackets now on the WDX; the hydraulic lift cylinder, hose and mounting bracket; the lift pump and mounting brackets for a 6 cylinder engine; the two massive side plates that bolt to the front frame rails along with the two hydraulic cylinders that raise the front of the WDX off its front axle for transporting the plow; and the front lower cross member between the side plates to which the plow “A” frame attaches. One extra side plate is also included. You will have to drill the holes in the side rails to mount the side plates.
Also included for moving heavy objects around your yard using the Braden winch is a 3-legged front T-Type pole derrick manufactured expressly for the Power Wagon by Batavia Metal Products Corp. in Batavia, N.Y. Three beautiful cast mounting brackets are already installed on this WDX: one each on each front frame rail and the third on the top of the passenger side front fender, where it is anchored to the right front frame rail. The poles are too heavy for me to lift into place by myself, but with some open space, sawhorses and ingenuity, you might be able to get them erected in place by yourself. These derrick poles were built for telephone company Power Wagons in the 1940’s and 1950s, when nothing was too good for the ratepayers, so they are beautiful yet practical works of industrial art.
Also included is a 3 piece behind-the-cab headache rack for securing cables from the top of the pole derrick to the truck for lifting heavy objects. The bottom halves of the headache rack are designed to be placed inside the express box close to the front walls so there is enough room between them to fit a 4’ x 8’ piece of plywood flat on the floor. The lower halves have yet to be drilled along their tops for bolting the one piece top half to them. They also have to be attached through the wood floor to thick wall rectangular tubes (not included) that fit crossways underneath the wood floor and have to be attached to the top of the truck frame rails with large spring U bolts and plates (or by some other suitable method). This design allows one to unbolt and remove the top half of the headache rack when not using the pole derrick on the front of the truck. The two lower halves sit just below the top of the bed rails on each side of the express body and are out of sight from outside the truck.
This Power Wagon drives and rides like the 73 year old heavy duty work truck it is. You can bond with this truck by changing all fluids, changing the heater core, replacing or rebuilding the hydraulic clutch slave cylinder that has a very slow leak, and greasing all zerk fittings. The winch drive shaft has to be removed to change the spin on oil filter, so I recommend installing a remote oil filter housing in the engine compartment. The front end shimmies around 35 to 40 mph when the large tires get out of sync. This Power Wagon is suitable for local around town errands in its present condition, but should be freshened up with some new parts for longer distance travel.
This truck is a versatile working Power Wagon, not a trailer queen or a flashy Las Vegas show girl. Having traveled to the dump more often than to car shows, it has wear marks, dents and bumps and scratches and scrapes from decades of honest, practical service. It has attended many a Colorado Power Wagon Rendezvous and has bumped its way across numerous Colorado mountain passes during past decades. It proudly wears a 6” diameter Rocky Mountain Hard Corps decal on each side of the cab’s cowl.
It is now surplus to my needs and deserves to go to a good home where it will be put to work again and exercised more frequently. When parked for a while it marks its spot with what many think is lubricants, but as is apparent from the sale photos it is actually dripping pure testosterone. Here’s the opportunity to make this 1947 Power Wagon your best buddy.
This Dodge has a free and clear Colorado title in my name and is currently licensed as a Colorado Horseless Carriage though December 2024. A Bill of Sale will accompany the assigned clear title.
The price is $34,500.00 F.O.B Denver, CO. Payment in full by a bank check, cashier’s check, or confirmed wire transfer, must clear my bank account before the truck will be released to the buyer or buyer’s transporter. No personal checks.
Buyer must arrange his or her own transportation. I can drive the truck onto buyer’s car hauler trailer and help load included accessories. Included parts (except the long derrick poles) will be packed and secured inside the express bed, the derrick poles will be placed on your flatbed. The Power Wagon must be picked up within 60 days of full payment. Weekly storage fees of $100.00 will apply after the 60 day grace period ends and will be collected before the truck is released for delivery.
Please contact me, Fred Coldwell, at 303-399-8104 or by email at: [email protected] with any questions or for more information. Thank you for looking.
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