Well I finally got my axle kit.  It took six weeks and a lot of calls.  Warn had told me it would only be a 2-3 weeks lead time to get the axles.  I think the extended time was because the 9 inch kit was a new product for them.  So on to the installation.
I will descripe the gear installation briefly, so if all you want to know about is the axles click here.

I had been running a 28 spline mini-spool which had worked well aside from breaking two axles (the fact that the axles were 20 years old didn't help either).  So, I ordered a 31 spline mini spool from JEGS.   I had thought that the 28 spline carrier would accept the 31 spline axles. This is not the case. So instead of spending $110 on a new case I decided to return the mini-spool and get a full spool for $150.  I have always wanted to change the gears from the stock 3.50's to 4.56's but could never find the money.   Well I still didn't have the money but figured I had the rear all apart so I might as well do it now.  So I ordered a new set of gears.  This was my first complete installation of new gearsets and although it was fairly straight forward it took about twice as long as I had anticipated. Adding to the amount of work was that fact that I did not have set-up bearings for the 44. These I had to make from my old bearings.  But at least I had something to do while I was waiting for the axles to arrive.

Here is a shot of the axle tube after I had removed the old axle, brakes and backing plate.  The old studs will also be removed.

 

I just couldn't resist taking this picture.  When I opened up the two Precision Gear gearsets, I couldn't believe the difference in size of the Dana 44 gears compared to the 9 inch.  I guess that is why the 9 is considered one of the strongest yet lightweight differentials.  I also found the tooth number was different for the same ratios.  The 9 inch pinion had 7 teeth while the smaller Dana 44 pinion had 11 teeth.

 

Here is a picture of the 44 carrier after I had it 'setup'.  The pattern looked good so I removed the set-up bearings and installed the new case bearings, after adding a .003 inch shim to each side.  After I installed the carrier and rechecked the contact pattern it had changed slightly. The pattern was now located closer to the heel of the gear.  I had assumed the pattern would stay the same and had used my new pinion nut to secure the pinion.  Because the pinion nut should not be reused, I decided to run the gears that way. It is a fine line between having a "competition"  pattern and one that is too close to the heel.

 Another benefit to the Ford 9 inch is the ease of set-up. Once the pinion is installed into the pinion support it doesn't need to be removed like with the Dana.  Obviously the 9 inch can also be done on the bench top.  Because the teeth were so much larger it was also alot easier to see the contact pattern. It was also much easier see what the changes in shims did to it.  Once I had it set-up properly it was installed into the housing. Now it was on to the axle installation.......
 

Warn Floating Axle Installation

The Warn kit has very few components and was very easy to install.  The actual installation of the axles took about two hours. One thing that was never mentioned in the magazine article, or by the Warn techperson, was that the hub diameter of the brake drums needed to be opened up to 4.15 inches.  This proved to be more time consuming than the entire axle installation. I drove around to all the area shops looking for one that would be able to do the job in a day or so.  Most would not touch the job for a week or so.  My father owns a service station with a brake lathe and decided somehow I was going to make it work.  The major hurdle was that the portion that needed to be removed, is the same area that is used to center and secure the drum to the lathe.  By installing the brake drum on backwards and using a small back up cup I was able to get the drum on fairly straight with minumal  wobbling.  Then, using the drum boring bar I cut a groove at the correct diameter until it almost cut all the way through.  Removing the drum, I hit the center of the drum with a hammer and it fell out. With a small amount of grinding, it was a perfect fit.  In the article I had read it stated the the bolts used to secure the new spindle would be T-bolts. However, the kit I received had regular hex head bolts which made it a little difficult to get a wrench on the back side.  If they had supplied T-Bolts it would have been a little easier.  Again, I think this was due to this being one of the first kits that they have sold.  Other than that, the kit was a breeze to install.  All the bearing races are already installed in the hub.  Once the spindle is bolted onto the axle tube all you have to do is pack the bearings, install the axle seals and put the hub together just as you would for the front.  The axle kit also comes with two Warn 3/4 ton, 30 spline locking hubs which also were a simple installation.  Much easier than the stock Ford units I have on the front, those will have to be changed next.

As of today, 3/26/98, I have only done some mild four wheelin' but the axles and gears are working great.  I am looking forward to really putting the axles to the test.

Update 9/23/00 - It has been two years now since I installed the axles and as of today I have not had any problem with the strength of the axles themselves (I am running 38" tires).  The only things I have had problems with are the inner axles seals which seal the axle housing and the axle.  These began leaking after a short time but a call to Warn had a redesigned set out to me in a few days.  The only other thing I had a problem with was the locking hubs.  One day on a trail ride I totally destroyed one of them.  When I called Warn they said they had a drive flange that would replace the locking hub and they would send it out at no charge.  The drive flange locks the axle to the hub with a solid gear.  This configuration is much stronger that the locking setup.  If I had known that the flange was an option I would have purchased the axles that way in the first place.  I do not flat tow my rig so I really didn't have any use for the locking hubs in the rear anyways.