Parts for your 2008 Holden Commodore-Universal joints

2008 Holden Commodore universal joints — are they used?

For the 2008 Holden Commodore (VE series), traditional Hooke-type universal joints aren’t fitted in the tailshaft. Technical sources including the GM Holden VE Service/Workshop Manual (Propeller Shaft Description and Operation), Gregory’s VE Commodore 2006–2013 manual, and driveline supplier catalogues (e.g., Hardy Spicer application listings for VE tailshaft couplings and centre support bearings) specify a two-piece tailshaft that uses rubber flex couplings (often called giubos) and a centre support bearing, with a constant velocity (CV) joint used depending on variant. That means a “universal-joints” replacement isn’t relevant for this model.

Holden engineered the VE’s driveline this way to cut noise, vibration and harshness, and to suit the independent rear suspension geometry. Rubber couplings absorb shock and help smooth out torque pulses, while a CV joint maintains constant rotational speed through angles that a simple universal joint can’t manage as cleanly. The design shifts maintenance away from greasing uni joints and towards periodic inspection of the flex discs, centre bearing and the CV joint/boot.

Owners chasing a knock, shudder on take-off, or mid-speed vibration that might be blamed on “the uni” should instead look at these common VE items: front and rear flex couplings for cracking or delamination, the tailshaft centre support bearing for play or torn rubber, the rear CV joint for wear or a split boot, and the transmission/diff mounts. Wheel/tyre balance and rear suspension bushes can add to the mix too.

As part of routine servicing, it’s smart to inspect the couplings and centre bearing every 40,000–60,000 km, or sooner if the car tows or sees rough roads. Look for visible cracks in the discs, perished rubber around the centre bearing, slop when loading/unloading the driveline by hand, and any tell-tale black rubber dust around the flanges. Replace components in matched pairs where applicable, use new flange bolts, and mark the tailshaft before removal to preserve phasing. Because balance is critical on the VE’s two-piece shaft, a driveline specialist should handle any rebuilds or balancing, and fasteners should be tightened to the correct factory torque.

• Technical references: GM Holden VE Service/Workshop Manual (Driveline — Propeller Shaft), Gregory’s Holden Commodore VE 2006–2013 Repair Manual, Hardy Spicer application catalogue for VE tailshaft couplings and centre bearing.

Does a 2008 Holden Commodore have universal joints?
No. The VE-series Commodore uses rubber flex couplings, a centre support bearing, and a CV joint (variant-dependent) in the tailshaft instead of traditional universal joints. This setup reduces vibration and suits the independent rear suspension.

What causes driveline vibration if there are no uni joints?
The usual culprits are cracked flex discs, a worn centre support bearing, a tired rear CV joint or split boot, or perished transmission/diff mounts. Also check wheel/tyre balance and rear suspension bushes, as they can mimic driveline vibration.

How often should the tailshaft couplings and centre bearing be inspected?
Inspect them every 40,000–60,000 km, or any time you notice a clunk, take-off shudder, or a 60–90 km/h vibration. Many last well past 100,000 km, but heat, towing and rough roads can shorten their life. Replace at the first signs of cracking, play or noise.