Parts for your 1999 Ford Falcon-Cv joint

1999 Ford Falcon CV-joint — what’s fitted and what to service

For the 1999 Ford Falcon (AU Series), a CV-joint isn’t used on most models because the car is rear‑wheel drive with a live rear axle and a tailshaft that runs on universal joints. That layout is detailed in the Ford AU Falcon Workshop Manual (1998–2002) Driveline sections and the Gregory’s Falcon AU Series Service & Repair Manual No. 273, which both describe a propeller shaft with U‑joints and a Watts‑link live rear axle on the majority of trims. Front wheels aren’t driven, so there are no front CVs. However, certain AU variants equipped with Independent Rear Suspension (IRS) do use CV-joints on the rear half‑shafts (not at the front). If the car is one of those IRS models (e.g., selected Fairmont/Fairlane or XR variants as outlined in Ford Australia spec sheets and workshop literature), then rear CV-joints apply.

Why many 1999 Falcons don’t use CV-joints: with a live rear axle, the differential and axle shafts move together as a unit, so there’s no need for the constant angular articulation that CV-joints provide in independent setups. The tailshaft relies on hardy universal joints for fore‑aft movement and angle change, and the rear axle shafts run straight out of the diff housing to the hubs, doing without CVs entirely.

If the 1999 Falcon is fitted with IRS, the CV-joint’s job is to transmit torque smoothly while the rear suspension moves up and down, keeping the wheels driving without vibration. In everyday terms, the joints let the half‑shafts change angle as the car rides over bumps or corners, all while maintaining silky power delivery. Owners can think of them as the flexible wrists in the driveline.

Servicing advice for IRS Falcons: keep an eye on the CV boots. They’re rubber sleeves holding special grease inside the joint. A torn boot lets grease fling out and road grit creep in, which quickly chews out a joint. Common tell‑tales are dark grease spattered around the inner wheel or control arms, a rhythmic clicking or clacking on acceleration from low speeds, and shudder under load. At every service or tyre rotation, it’s smart to inspect the boots for cracks and the clamps for looseness.

If a boot is split but the joint hasn’t run dry or gotten noisy, a quality boot kit and fresh moly CV grease can save the day. If there’s play, grinding, or clicking, a replacement joint—or often a complete half‑shaft—tends to be the better fix. Many workshops prefer swapping the entire shaft because it’s quicker, comes pre‑greased with new boots, and restores balance. Always refit with new circlips and seals, and torque the hub/axle fasteners to workshop specs as outlined in the AU Falcon manual. After replacement, a road test for NVH and a recheck for grease leaks is good practice. With intact boots and clean grease, rear CVs on an AU Falcon can last for years of Aussie and Kiwi motoring.

• Sources referenced: Ford AU Falcon Workshop Manual (1998–2002) — Driveline, Gregory’s Falcon AU Series Service & Repair Manual No. 273, Ford Australia AU Falcon specification literature.

Popular questions about 1999 Ford Falcon CV-joints

Does a 1999 Ford Falcon have CV-joints?
Most AU Falcons use a live rear axle and don’t have CV-joints. IRS‑equipped variants do have CV-joints on the rear half‑shafts only. There are no front CVs because the Falcon is rear‑wheel drive.

What are the signs of a worn CV-joint on an AU Falcon with IRS?
Look for grease sprayed inside the rear wheel area, split or perished boots, clicking on acceleration from low speed, and vibration under load. If noise persists after boot repair, the joint or complete shaft usually needs replacement.

Should the whole shaft be replaced or just the boot/joint?
If the boot has just split and the joint is quiet with no play, a boot kit with fresh grease can be fine. If there’s clicking, grinding, or contamination, a new joint or a complete shaft is the better bet. Many techs choose a complete shaft for speed, warranty, and balanced operation.