Thread: What happened to your D3/D4 today?

160,000 is about the failure point.

Originally Posted by Tombie

160,000 is about the failure point.

160,000 seems to be the mark for lots of things, still tossing up whether to throw10k at it as preventative maintenance or trade it for something else
Trouble is I love the D 4 and it’s been absolutely faultless so selling it would hurt and a replacement would have to be an amazing vehicle to even come close

201 model, 2[emoji292][emoji29]000km & original alternator

Originally Posted by John_D4

201 model, 2[emoji292][emoji29]000km & original alternator

Stupid Tapatalk

Trying again with a new app!

2013 model, 245000km, original alternator (owned since about 130000km or so, and as far as I’m aware the previous owners didn’t replace it). City driving

Thanks I’ll roll the dice a little longer on alternator.

Just nearing the end of replacing every suspension arm, bush, BJ and knuckle, air strut and flexible brake lines. Obviously the lower fronts have had quite a few changes but everything else was 07 vintage.

A long road as my method was to have a second hand set of arms via Shane which I had previously stripped, blasted and painted.

I then bought every part Lemforder.

Once old arm is out take note of alignment of bushes and push in new parts.

It’s about a day for each corner more for the rear than front.

Essential tools are;
deep socket 18/19/21
Ratchet spanners 18/21 with the most clicks possible
EBay press kit for knuckle rose joints and super good ring sizes for pressing in new arm bushes on a press machine

You’ll never get the torque back on some of the rear bolts without the ratchet spanners. You cannot even land a 12 point ring spanner on them so little room is there. I marked the hard ones before undoing and got them done up very close to the mark at ride height where you have about a click of movement. Then you can lower the arms down just a bit and do the last heave with second spanner end on end without the bush moving. A few you can get a torque wrench on.

For the front upper arms I marked the ride height location against the strut tower and tightened these with upper BJ disconnected which gives a lot more room. Then reconnect BJ.

Most bolts were as new and some had light surface rust. Everything got cleaned up and copper grease on bolt smooth surface. Everything came apart with ease with respect to age

The struts are a major fiddle to seat and tighten the air hose.

I’d done the fronts a few months ago and had a clunk obviously on the left hand wheel when backing over a kerb. On close examination with wheel off the upper Lemforder BJ had about a mm of vertical play in it so seeking warranty on that.

Most bushes looked in acceptable condition except the RH rear upper front that had completely separated.

I have an itemised list of the part numbers if anyone is looking.

Fun job isn’t it.

Originally Posted by Tombie;[emoji639

[emoji[emoji6][emoji6]][emoji6]]Fun job isn’t it.

Brutal but I’m doing on a hoist at waist height. Would be horrific at floor level on jack stands.

Amazing how one of the bolts interferes with the compressor cover which you have to remove and the rear bolts interfere with the exhaust.