It's not so much that I don't like the Sterling. It's just that I like the M275 SO much from a design/engineering standpoint. To see that the F450 has the M300 as a replacement to the S130 really adds clout imo. And the fact that the M275 is just slightly less beefy than the F450 M300 means that you've got an axle that is almost up to par to the job the S130 was doing. Granted the S130 was probably overkill in a lot of ways. That said, Ram is still using the "mini" semi truck style S130 in their 4500/5500 trucks. However. I'm not certain if the current F450/550 chassis cabs still use the S130 or not.

One thing I do like about the Sterling axles is that the filler is in the casting chunk instead of the cover. I've only had one experience with a Sterling and it was a bad one. The axle was fully rebuilt with and aftermarket diff cover running synthetic fluids. I couldn't get the pinion nut up to torque on when upgrading to a 1410 yoke so I opted to go with the Ford 9" crush sleeve eliminator kit when re-gearing. (was on the fence about re-gearing but after realizing that the thing would need to be pulled apart again for the crush sleeve eliminator, the choice was easy.) Going with a stock diff cover might have actually made the axle run cooler.

Because of that experience I would just rather opt for something other than Sterling axles with the crush sleeve on the pinion. Losing pinion bearing preload when swapping yokes isn't preferred vs. a Dana Axle. The 10.25 I had behind a stock 400tq Cummins VE engine ran so hot while towing that I had to pull over out of fear of smoking the R&P. It would basically bury my 325 degree gauge on the flat towing a sub 10K toy hauler under 60 mph. I trusted the rebuild and shop (sean @ river city differentials) so the conclusion was that the R&P hadn't fully broken in before towing. Problem was, after a year and 10K miles the axle always got toasty anytime towing/hauling.

And finally again it is just preference. I just prefer Dana/Spicer and view the M275 and M300 as top shelf world class leading edge tech (vs. something that came out in the 80's) and something that would be a worthwhile upgrade. This coming from a customer that would spec out an XL truck aka the creature comforts and bling aren't as valuable to me as the running gear. FWIW I would have a 6.2 F350 SRW right now if they had offered the m275. The fact that I couldn't get one tipped me against it and I held back. So looking for the m275 is the first thing I looked for behind the 7.3 , not just some whim or complaint on a truck that hasn't been released.

 

In this video, , at around the 43 sec mark. It's an M275.

 

You are correct. Interesting as the 7.3 TFL just got for testing (F250) has the Sterling. This video doesn't show the truck itself. Looking at the fair pictures, that Tremor was a F350. Maybe the M275 is delivered with F350 or Tremor or F350 Tremor? Sigh.....

https://www.ford-trucks.com/forums/1...l#post18872094

 

That is really over thinking things, it is just a pickup truck. Buy it, enjoy it, drive it!
If you hate it after a few years, sell it and buy something else instead...or justbuy a different diff and put it under the truck. A diff is an easy swap outitem. Just order one with the same gear ratio if a 4x4, or go to the auto wrecker and find a used one. Pick a sunny afternoon and do it in the driveway, you don't even need a shop.
And for torquing a pinion nut, use an impact gun, learn how the adjustment on your gun affects torque, and it will be close enough. If your gun is around 450 foot lbs at number 6, you will be so close it just doesn't matter if say the pinion is supposed to be at 440.

 

The M275 & M300 both also use crush sleeves like the sterling. I wouldn't consider either of these axles cutting edge tech.

 

I think all 6.2's get the Sterling, 7.3 F-250's get the Sterling, 7.3 F-350's get the M275, as do all 250 and 350 6.7's.

 

So of that's correct then "advantage" for some is F350 gets Dana and 3.73s.

 

Good news about the M275 in the 7.3 F350 and/or Tremor package. Bad news about crush sleeve. I just don't understand this approach from a mechanical / manufacturing standpoint. If it is easy enough to put a crush sleeve eliminator then why design a problematic sleeve in there in the first place? The problem I was having is that the crush sleeve just kept "crushing" and not getting tight. Didn't try the impact but that might have just run it all the way down until it didn't crush anymore? Admittedly my enthusiasm about the m275/m300 has waned thanks for this information. Maybe it isn't the new cutting edge axle they made it seem like when I read the press releases a few years ago.

I have done multiple axle and even powertrain swaps in vehicles in the past. There are worse things to "overthink" and be enthusiastic about. I currently run a dana 60 w/eaton E locker from a ford E350 van in my 1999 dodge durango simply because a selectable locker was not available for the Chrysler 9.25. Maybe I just have developed a fetish for beefy rear ends.

 

TFL truck idiots are unwatchable. I can't listen to them.

 

It does make you wonder how they have managed to gain the attention they get. Inane comments. Poor logic.

 

I always wondered the same. Thought maybe it was just me missing something......

 

I would take a Sterling axle over the the Dana m275 any day. The new Dana axle has very little aftermarket support, and what is available is expensive. The Sterling 10.5 has tons of aftermarket support, there are dozens of limited slips, lockers, and gearsets available for it, and it is one of the cheapest HD axles to buy parts for.

 

Good points.

 

Too many people are easily amused.

 

TFL gets the clicks because they have the vehicles and a location to test them on a really big hill. Something to be learned from that.