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Christian Jakob

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  1. Hello folks, I'm a Cadillac fan from Germany. My STS had the well-known overheating issues earlier this year. I then found the solution from Northstar Performance on the Internet and was convinced that it would be a good investment to buy the stud repair set here. In conclusion, however, I have to say that Mr. Wiebe's service is by no means satisfactory. At first I had to wait over 2 months for the delivery without any further explanation, even though I had paid directly via PayPal. Inquiries in this regard were only answered very sparingly. When I started the repair a few days ago, I noticed that the stud bolts are not dimensionally accurate. One of the studs had a belly in the middle and had to be cut to size. In principle, inquiries regarding these manufacturing errors went unanswered. Being aware of this inaccuracy, I found that the other studs went so easily into the new 5/8 "- 11 threads that it seemed a little strange to me. The studs had partly different dimensions. To be exact, according to the screw table up to 0.15 mm (0.006 ") too little for the new 5/8" - 11 thread in the engine block. As a result, it was not possible to achieve the 75 ft. Lbs. Torque recommended by Mr. Wiebe. to reach. Rather, there was a risk of tearing out the new threads and ruining the engine block. I'm not sure if this has happened to me with at least one stud bolt. That will be seen when the engine is reinstalled and hopefully starts up. Aside from this unfortunate state of affairs, I still believe that the process makes sense. However, with dimensionally stable components. Maybe I was just unlucky and grabbed the toilet, as we say in Germany. However, the question arises as to whether the torque of 75 ft. Lbs makes sense. In the workshop manual, the original M11 screws are tightened as follows: 1st pass - 40 Nm (30 lb ft) 2nd pass - additional 70 degrees 3rd pass - another 70 degrees 4. Final Pass - final 60 degrees (total 200 degrees) ... so significantly less than a whole further screw turn or a little more than half a screw turn. It doesn't take a lot of imagination to realize that starting from 40 Nm + a little more than half a turn, 100 Nm (75 ft. Lbs.) Certainly won't come out, and certainly not with the fine thread used. So the cylinder head bolts certainly don't have to be 75 ft. Lbs. tightened to seal the engine in the area of the head gasket. So I wonder what drove Mr. Wiebe to set such values. Does somebody has any idea? I would like to be instructed and I would be happy to receive feedback.
  2. Hello folks, I'm a Cadillac fan from Germany. My STS had the well-known overheating issues earlier this year. I then found the solution from Northstar Performance on the Internet and was convinced that it would be a good investment to buy the stud repair set here. In conclusion, however, I have to say that Mr. Wiebe's service is by no means satisfactory. At first I had to wait over 2 months for the delivery without any further explanation, even though I had paid directly via PayPal. Inquiries in this regard were only answered very sparingly. When I started the repair a few days ago, I noticed that the stud bolts are not dimensionally accurate. One of the studs had a belly in the middle and had to be cut to size. In principle, inquiries regarding these manufacturing errors went unanswered. Being aware of this inaccuracy, I found that the other studs went so easily into the new 5/8 "- 11 threads that it seemed a little strange to me. The studs had partly different dimensions. To be exact, according to the screw table up to 0.15 mm (0.006 ") too little for the new 5/8" - 11 thread in the engine block. As a result, it was not possible to achieve the 75 ft. Lbs. Torque recommended by Mr. Wiebe. to reach. Rather, there was a risk of tearing out the new threads and ruining the engine block. I'm not sure if this has happened to me with at least one stud bolt. That will be seen when the engine is reinstalled and hopefully starts up. Aside from this unfortunate state of affairs, I still believe that the process makes sense. However, with dimensionally stable components. Maybe I was just unlucky and grabbed the toilet, as we say in Germany. However, the question arises as to whether the torque of 75 ft. Lbs makes sense. In the workshop manual, the original M11 screws are tightened as follows: 1st pass - 40 Nm (30 lb ft) 2nd pass - additional 70 degrees 3rd pass - another 70 degrees 4. Final Pass - final 60 degrees (total 200 degrees) ... so significantly less than a whole further screw turn or a little more than half a screw turn. It doesn't take a lot of imagination to realize that starting from 40 Nm + a little more than half a turn, 100 Nm (75 ft. Lbs.) Certainly won't come out, and certainly not with the fine thread used. So the cylinder head bolts certainly don't have to be 75 ft. Lbs. tightened to seal the engine in the area of the head gasket. So I wonder what drove Mr. Wiebe to set such values. Does somebody has any idea? I would like to be instructed and I would be happy to receive feedback.
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