NOT CONSIDERING HIGH WING CONDITION; ZAU CTLR MISJUDGES SPACING REQUIRED BTWN AN INBOUND B733 AND AN OUTBOUND E129; RESULTING IN AN OPERROR.

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ACR X WAS DSNDING INTO ORD VIA THE PMM 4 ARR. ACR Y WAS NWBOUND LEVEL AT 16000 FT DIRECT OSH..ATW. ACR Y WAS GIVEN A 360 DEG HDG SO THAT ANOTHER ORD INBOUND COULD BE DSNDING ON TIME. I WAS UNAWARE THAT THERE WERE 100 KT WINDS OUT OF THE WNW; AND THE 360 DEGS ENDED UP BEING MORE LIKE A 20 DEG OR 30 DEG HDG. WHEN I SAW THE FIRST RADAR HIT AFTER ISSUING THE HDG; I COULD HARDLY BELIEVE IT BECAUSE 4 AND 5 MI TARGET JUMPS ARE COMMON ON THIS AREA. NEVERTHELESS; I INSTRUCTED ACR X TO TURN 10 DEGS L AND EXPEDITE THROUGH 15000 FT. OBVIOUSLY THIS ACTION WAS NOT QUITE ENOUGH; COMPOUNDED BY THE FACT THAT PLT ONLY GAVE ME 2000 FPM. I SHOULD HAVE TOLD THE PLT THE RATE I NEEDED AND ISSUED MORE OF A TURN; SO I ACCEPT FULL RESPONSIBILITY. BUT IT SHOULD BE NOTED THAT ALTHOUGH THE PMM 4 ARR IS ONE OF THE BUSIEST INBOUND CORRIDORS IN THE WORLD; THE RADAR COVERAGE BTWN THE KUBBS INTXN AND THE TADDS INTXN IS SIMPLY NOT VERY GOOD. 'TARGET JUMPS' ARE COMMON; SOMETIMES EVEN ONE 'AIRPLANE' JUMPING BEHIND ANOTHER BECAUSE OF ERRONEOUS RADAR INFO. THIS CAN BE UNSETTLING AND DOWNRIGHT SCARY. AFTER A WHILE; A CTLR WILL LEARN TO RELY MORE ON THE 'HISTORY' OF WHERE THE ACFT HAS BEEN; RATHER THAN THE NEW SIT 'HIT' FOR SPD CTL AND SEPARATION. CTLRS HAVE BEEN COMPLAINING ABOUT THIS FOR YRS; BUT NOTHING IS EVER DONE.