Just to reiterate, although we start moving speed bugs (and possibly flaps) at 4.5dme, we do still keep 160kt until 4dme. I wouldn't want someone joining the thread later on to think that we were not abiding by our clearances.
With respect to the 767, there is no hard and fast answer here (no pun intended). Because we operate the 767 over a wide range of weights and because it has different flap limit speeds to the 757, sometimes we need to start dialing things back at 4.5dme and sometimes we can wait until 4dme.
For the technically minded, we take gear down and Flap 20 at 2000' aal (6dme), The flap limit speeds for F20 are 195kt on the 757 and 210kt on the 767. 160kt to 4dme should not be a problem even with the recent high winds. Accuracy will obviously not be to our usual high standard!
A problem might occur when slowing down if the aircraft is very light. A 757 with a 66000kg landing weight will have a Vref of 111kt. With a landing planned at Vref+10 (allowing for a 20kt ish headwind) and a company requirement to try to be stable at 1000' and definitely be stable by 500' (I have paraphrased here), 40kts of slowing down has to occur from 4dme to 3dme. Not impossible, but with gusty winds not helping, potentially challenging.
I suspect vector4fun works in the USA where continuous decent approaches do not seem to be de rigueur. Slowing down when level is obviously considerably more simple than when descending on a 3 degree slope.
At the risk of becoming boring, but since we are talking about windshear and stuff that that. Any TWR controllers at airfields with a low go-around altitude (eg 2000') who might want to know how to help a pilot carrying out a windshear go-around might like to consider calling approach for higher (only if time and workload permit obviously). During a windshear go-around, the aircraft goes up like a lift and 2000' arrives VERY quickly!
Sorry to witter on. Just my views. Yours
G W-H