Have you noticed your car getting less responsive? Maybe it doesn’t turn-in like it used to, the engine doesn’t seem as snappy? Cars age like we do and things start to wear out. The beauty of a car, though (unlike us), is that parts are easily replaceable and upgradeable.

Our own VW MkIV was starting to feel a little rough, so we finally decided to do something. You may not have a MkIV (or even a VW, for that matter), but these repairs and improvements apply to just about any car.

First, the front suspension felt sloppy. It would vibrate at speed, wander as if the steering wasn’t properly connected and it didn’t feel “tight”. We had visions of replacing ball joints and tie-rods, but once we got it up on the lift, the prognosis wasn’t so bleak. The guys at VW Specialties in Huntington Beach helped us diagnose and remedy the problems.

The first thing we found were worn front control arm bushings. This is a common problem with VWs. The factory design is good for about 60,000 miles, but really needs a watchful eye after that. The Audi TT and Golf R32 came with upgraded stiffer solid-rubber bushings that are a direct fit for all cars based on the Mk IV platform. We called parts4vws.com and ordered them along with a few other pieces. The company always has those bushings on hand, and they were even on sale at the time.

As a complement to our new stiffer bushings, parts4vws.com recommended a Eurosport front lower tie-bar. It fits between the two front control arm mounts and strengthens a weak point in the factory subframe. It may not be that noticeable on a stock car, but if you’re reading this, it’s pretty likely you have suspension and tire upgrades.

While under the car, we wanted to address a second complaint that had popped up recently. We were having trouble finding gears. Anything more than a gentle throw and the transmission would balk, making a trip back to neutral necessary before snicking into gear. After investigation, we noticed the factory dog-bone mount was looking a little worn. The rubber bushings inside tend to dry out and compress, leaving the factory piece a little limp-wristed. Because of these worn bushings, vibration was no longer being absorbed, allowing the engine and transmission to move, and the shift linkage was thrown out of alignment. It also made the engine feel rough at idle.

We toyed with the idea of going with some replacement aftermarket bushings for the factory mount, but have heard about fitment issues from other enthusiasts. So we checked out the VF Engineering mount. It’s much more expensive, but should be, considering it’s a complete new mount. This unit is billet aluminum with polyurethane bushings and looks like it will outlast the rest of the car.

Our last gripes were a loss of fuel economy and inconsistent power. With almost 100,000 miles on the odometer and still on the factory mass air flow sensor, we had a good idea where to start. We checked air flow rates and sure enough, we had thrown a code. The WOT figures were quite low and at idle, we could watch the number jump around almost randomly. Luckily, parts4vws.com had these in stock as well.

Installation was quick and straightforward. The suspension arms dropped out with no problems and the old bushings were pressed out and new ones pressed in. The tie bar install is as easy as holding it in place while bolting the suspension back together. The dog-bone mount was even simpler. On a lift, this is literally a five-minute job. Had we done it in a driveway, it would have taken longer to jack the car up and position jack stands than to replace the mount. Once back on the ground, we replaced the mass air flow sensor.

We fired up the car and could immediately feel the dog-bone mount. Every rattle and creak became a turbocharged annoyance. We were warned that it was slightly rougher and that it had to break in. Having done poly mounts in a Mk II model, we were prepared for some vibration, but this was ridiculous. You soon become completely aware of every extra ounce of body fat through merciless jiggling. After about 500 miles, though, it does break in. It isn’t as smooth as stock, but it’s completely bearable. Again, this is an enthusiast piece and for those who have suspension tweaks and plus-sized wheels, the slight extra vibration from this mount will be nothing.

The difference in the suspension bushings and tie-bar was felt immediately when leaving the shop. Before the upgrades the front end had become weak and inaccurate. After the refresh, everything was like new. No, better than new. Where the car used to meander over rough surfaces, it now tracks completely straight. Turn-in is sharper and there’s less deflection on hard cornering. Surprisingly, there’s no extra vibration or harshness from the bushings. We expected a slight trade-off in terms of comfort, but there is none.

As for the mass air flow sensor, we can definitely detect a difference in performance. We didn’t get all the mileage back we had hoped for, but eliminated most of the on-boost surging. Power delivery is much smoother now and things feel more linear.

UPDATE: After spending almost 1,000 miles with all the parts, we’re still impressed. We’ve yet to encounter a downside to the suspension improvements and still can’t believe the difference. Coupled with the new dog-bone mount, off-the-line wheel hop has been tamed. The mount is still noticeably stiffer than stock, but the rough edge seems to diminish a little more every week and gear selection is still much more positive. There’s a bigger improvement in naturally aspirated models, however. In the 1.8T, it takes a while for the turbo to spool up, whereas in a naturally aspirated car, there’s instant throttle response thanks to the stiffer mounts. The new MAF has definitely made a big difference in drivability, but we still trying to track down that missing gas mileage.

VERDICT: Thumbs up to all the parts. The suspension bushings and tie-bar are a definite bargain.

Sources:
Parts4vws.com
eurosportacc.com
vf-accessories.com
vwspecialties.com