2023–2026 Ford Super Duty F-250 Ladder / Traction Bars
2023–2026 Ford Super Duty F-250 Ladder / Traction Bars
A loaded trailer and a hard pull put your F-250’s leaf-spring rear suspension to work. Apoc’s adjustable ladder / traction bars help control axle wrap and wheel hop, using heavy-wall tubular steel and a frame-to-axle mounting design to manage rear axle movement under load. Adjustable length accommodates stock-height or lifted trucks and allows future suspension fine-tuning.
Important: Identify Your Rear Axle Before Ordering
This listing is for 2023–2026 Ford Super Duty F-250 trucks. This generation uses the Ford Sterling axle lineup below, not the previous-generation Dana M275 identification guide. Verify the axle physically installed on your truck, then choose the matching axle, cab, and bed configuration. If your axle is not shown in the available selections, contact Apoc before ordering. Do not substitute a different axle selection.
- Standard Ford Sterling 10.5-inch: 12 differential-cover bolts and 3.5-inch-diameter axle tubes. Typically used on standard-payload trucks with the 10,600-lb GVWR package.
- Upgraded Ford Sterling 11.6-inch: 16 differential-cover bolts and 4.0-inch-diameter axle tubes. This is the upgraded axle platform that replaced the previous-generation Dana M275 in this F-250 lineup.
How to Identify the Sterling 11.6
1. Count the Differential-Cover Bolts
Count the bolts around the perimeter of the rear differential cover: 12 bolts for the Sterling 10.5-inch, or 16 bolts for the Sterling 11.6-inch. Count the cover fasteners, not other bolts on the housing.
2. Check the Fill-Plug Location
The Sterling 11.6 does not have a fluid-fill plug on the back face of the differential cover. Its fill plug is on the front side of the axle casting. This differs from the older Dana M275, which has a fill plug on the rear cover face.
3. Measure the Axle Tubes
Measure the outside diameter of the straight tubes extending from the center differential housing toward the wheels. The Sterling 10.5 uses 3.5-inch tubes; the Sterling 11.6 uses 4.0-inch tubes. Confirm the actual axle and mounting-hardware dimensions before ordering rather than relying on appearance alone.
Which Trucks Receive the Larger Axle?
The High-Capacity Axle Upgrade / High-Capacity Trailer Tow configurations associated with 11,100-lb or 11,400-lb GVWR use the larger Sterling 11.6 axle. This configuration shares the 11.6 rear axle and leaf-spring setup used by the F-350 single-rear-wheel configuration. Certain ratio and trim combinations, including select 3.31-ratio configurations, can also trigger the larger axle.
Check the truck, not just the package name: GVWR, towing-package information, and axle ratio are supporting clues. Confirm the differential-cover bolt count and axle-tube diameter, especially if the axle has been replaced or modified. This listing remains F-250-specific.
Key Features
- Axle-wrap and wheel-hop control: Helps manage rear axle movement under towing loads and hard acceleration.
- Adjustable length: Suitable for stock-height or lifted trucks, with readjustment available after suspension changes.
- Heavy-wall tubular steel: Built for demanding towing and hauling use.
- Frame-to-axle mounting: Clamps to the rear axle housing and bolts to the frame. Drilling is required for the frame mounts; welding is optional.
- Satin black powder coat: Corrosion-resistant finish.
- Engineered and built in the USA.
What’s Included
- (2) Heavy-duty traction bars
- (2) Frame mounts
- (2) U-bolt mounts
- Complete installation hardware
Installation
- Estimated installation time: Approximately 2.5 hours.
- Tools required: Basic hand tools, drill, and drill bits.
- Clearance note: Some models may require trimming or removal of the skid plate near the fuel tank.
- Adjustable ends simplify installation and allow future suspension fine-tuning.
Built Right. Backed Right.
Our crew’s on call Monday–Friday, 9–5 EST. Hit us up at 865-983-5004 — real support, done right.
Product specifications
On some models, you may need to trim or remove the skid plate near the fuel tank to ensure proper clearance. Please check your vehicle before installation.
Yes – Fits Nearly All Lift Heights
PTMEG Polyurethane 91 Durometer
Adjustable from shortest length up to +2.5"
Powder Coated Satin Black (Bare Metal available if selected)
2" Outer Diameter (OD), 3/16" Wall Thickness
Built to Control Torque
Apoc Industries ladder bars deliver relentless traction and control, locking down your rear suspension under hard launches, towing, or off-road abuse. Precision-welded, made in the USA, and ready to dominate whatever you throw at them
Bolt-On U-Bolt Mounts for Ladder Bars
Apoc U-Bolt Mounts are designed for setups where the U-bolts face downward, with the nuts positioned underneath the axle. These mounts install between the original axle mount bracket and the U-bolt nuts, providing a secure and convenient mounting point for ladder bars without requiring additional modifications.
Frame-Mounted. Torque-Tested.
The Apoc Rivnut Frame Mount is built for serious strength and easy installation on boxed frames. Designed to work with our traction bar kits, it bolts directly to the truck’s frame using heavy-duty rivnuts—no welding required. Precision-cut from thick-gauge steel and powder-coated for durability, this mount delivers a rock-solid connection that stands up to heavy torque, towing, and hard launches.
Lifetime Warranty Polyurethane Bushings
Built to Last, Easy to Rebuild
Apoc Industries' high-performance polyurethane bushings are backed by a lifetime warranty and engineered for durability you can count on. Easily rebuildable with basic tools, they deliver a firm, responsive ride without the hassle—made for daily drivers and built for the long haul.
Before
After
Ladder Bar Kits
Built to Control Torque. Eliminate Wheel Hop.
Complete Kit – Ready to Install:
The Apoc Traction Bar Kit for Ram trucks includes everything you need for a complete install: two heavy-duty traction bars, frame-side brackets, axle-side brackets, and all required grade 8 hardware. Designed to control axle wrap and improve traction under load, this kit is built to handle serious torque while keeping your suspension tight and your rear end planted.
Preload It. Fine-Tune It.
The traction bars are fully adjustable, allowing you to fine-tune the setup without relocating the frame mounts when changing lift heights. You can also preload the bars to tighten up suspension response and reduce unwanted movement under load—giving you more control, less wheel hop, and a smoother, more planted ride.
Premium Bushings – Built for Life:
Apoc Industries backs our bushings with a Lifetime Warranty for lasting confidence. We use only the highest quality polyurethane (PTMEG-based) in all Apoc products.
PTMEG polyurethane offers superior articulation and a firmer, more responsive feel — without the harshness commonly found in solid joints like heims or flex joints.
These bushings are ideal for daily driving while providing excellent durability and performance for moderate off-road use.
100%
Red, White & Built Right
FAQ'S
Traction Bars
Our customer support is available Monday to Friday: 9am-5pm EST. 865-983-5004
A: Traction bars prevent axle wrap—when your rear axle twists under load—which can cause wheel hop, vibration, and premature wear on driveline components. Apoc traction bars keep the rear end planted under hard acceleration, towing, or off-road use.
A: If your Ram is lifted or sees heavy towing, yes. Even on daily drivers, traction bars help reduce rear-end movement, improve driveline alignment, and extend the life of suspension and axle components. If you're running taller-than-stock lift blocks, traction bars are strongly recommended to prevent axle wrap and maintain stability under load or acceleration.
A: Yes. The kit is designed for a straightforward, bolt-on install using basic hand tools. The frame-side brackets do require drilling, but no welding is needed. If you’re mechanically inclined, you can knock it out in a few hours at home. Prefer a shop? No problem—it’s installer-friendly either way.
For PTMEG (polytetramethylene ether glycol) polyurethane bushings, the best grease is a silicone-based lubricant with PTFE (polytetrafluoroethylene) additives. Here’s why and what to consider:
Why Silicone-Based with PTFE?
: PTMEG polyurethane is resistant to petroleum-based products, but silicone-based grease is preferred as it won’t degrade the material and is explicitly recommended for polyurethane bushings.Tackiness
: PTFE additives lower the coefficient of friction and are waterproof, ensuring long-lasting lubrication and quiet operation.
: Silicone-based grease repels water, protecting bushings from corrosion and maintaining performance in wet conditions.