It went surprisingly well, considering the car is from the rust belt. I did have to take a BFH to the old hub after unbolting it. Cleaned the mounting surface on the spindle and hit it with a coat of engine enamel. The new hub also got a pretty good coat of RPM (Rust Prevention Magic) all over before going on. Since I hadn't trimmed the dust shields, and it's been a minute since the big brake kit went on, I forgot the dust shield interferes a bit with the caliper. Not bad enough to cause any misalignment, or dragging of the shield on the rotor, but I thought I had messed something up installing the caliper the first time. That delayed completion of the project by another hour. Additionally, the stud that sticks up out of the end of the trailing lower control arm needed to be cut off so we could get tools in for the lower hub bolt. Remember that should you have to do this job. Angle grinder is your friend there.
The car seems quieter on the test drive, although I only got to about 45. Before the swap, the noise levels at freeway speeds were ~91-92 dB. I'll retest next time I get out on the open road.
Oh, and the engineer who thought it was a great idea to implement torque PLUS degrees of rotation needs many kicks in the nards!! I believe there's a special place in hell for that guy, standing right beside the GM engineer who invented Torx bits.
