Jason's 1993 pick-up still has the IFS front end but the over-all procedure is still the same. The main difference is carrier bearing shims/washers instead of spanner adjusters. Here, I've already dis-assembled the carrier.

A new master kit and a quality Precision ring and pinion are standing by.

The puller is secured in the vice while the wrench turns the old carrier bearings off.

The Precision 488 ring tapped on very nicely...not a hard press fit...but not so light that it fell on.

New carrier bearings are pressed on at the same time on the 10 ton press.

The same with the pinion races....both were done at the same time.

...

The new pinion bearing was pressed on with the .1005" original shim. As you can see, my vice and the small press see good use for this process.

The pinion is now loaded into the carrier without the crush sleeve. The crush will be used in the very end. Pinion pre-load will be set by carefully tightening the 24mm nut.

Lots of gear oil on both pinion bearings or the PPL readings will be meaningless.

This is the correct carrier bearing for this shim application. Notice how the race is the highest point? I have received master kits in the past that had 'low races'.....that meant interference with the carrier bearing shims and that meant it was a PITA to set the CBPL because the shim had to be tapped in at the same time as the case was lowered in.

A lead filled rubber coated hammer helps here.

Both bearing caps were marked in such a way that there would be no doubt about the side or orientation.

The BL was zero when I re-used the factory carrier bearing shims. Removing the case is easy by using 2 crowbars.

Drive side looks deep.

coast agrees

Looks close.

Seems to still be deep. Camera went fuzzy on me this time.

Still looks good.

Looks good but can't pull it any farther away from the outer heel even with the outer limit BL at .0085". This is what will be used.

The case had to be removed again to re-insert the new crush sleeve. Red loctite was liberally applied to the clean pinion threads. Even with the long 4 foot cheater bar the force required to crush the sleeve were mucho. Anti-sieze on the threads would make it about 30% easier to crush but today we are on the Loctite wagon.

After crushing it and verifying 14 in/lbs, it was time to pound the case in the carrier and torque the bearing cap bolts to 75 ft/lbs.

One last thing to do...

...carefully tap the new axle stub seals supplied in the master kit in place. A light coating of gear oil on the rubber to prevent a dry start-up.

I supply a paper tag with most of my gear installs that lists all the specs that I set the install to. I usually also add the specs to the ring gear via a dremel tool.

I've received a number of gear sets in the mail protected by 8 gallon Action Packer containers like the one on the left(perfect size).The packers run about $17. But, recently, I was in Walmart and found a reasonably strong 10 gallon tote for $3.46!

I would like to recommend these for sending 3rds to me....they are cheap and strong enough for multiple trips. Sure helps me when I have a container like this ready to go.

Lots of room in the tote....The 3rd would rub thru the bottom if it were shipped like this so the trick is lotsa cardboard...

Find a long box....like a refrigerator box and cut a 15 inch wide strip about 5 feet long.

Wrap the carrier like a burrito and tape it. I like to use the brown stretchy packaging tape.

Wrap up misc. cardboard in both ends...

Stuff a few disc shaped cardboard pieces on this end....

...and tape up both ends securely.

3 or 4 cardboard layers on the bottom and all around the sides. Place the lid on and run the stretchy tape around about 5 or 10 times and it's well secured.

Total weight...IFS front carrier open diff....secured like this was 57 pounds. This one will cost about $100 to ship it USPS in 3 days to Kalaheo, Hawaii. Not bad :)