Parts for your 2009 Ford Falcon-Universal joints

2009 Ford Falcon universal joints: what’s actually fitted

Short answer: for most 2009 Ford Falcon FG sedans and wagons, conventional cross-type universal joints aren’t used in the tailshaft. Ford’s own FG Falcon Workshop Manual (Section 205-01 Driveline/Driveshaft) and dealer parts catalogues describe a two-piece shaft with a centre bearing, a rubber flex coupling (giubo) at the transmission end, and a constant-velocity (CV) joint at the differential end. Aftermarket driveline catalogues from Hardy Spicer/Spicer for BA–FG confirm this construction and the absence of serviceable U-joints on those variants. Note: some FG Ute models (live-axle, one-piece tailshaft) do use cardan U-joints, so check VIN/build data if you’ve got a ute.

Why Ford didn’t use U-joints on the mainstream 2009 Falcon comes down to NVH, packaging and service strategy. The CV joint and flex-disc combo delivers smoother torque transmission and less driveline shudder under the higher loads of the six-speed autos and the low-speed lugging common in city traffic. With the Control Blade rear suspension and tight underbody packaging, the CV joint also helps maintain constant angular velocity through changing shaft angles. Ford specifies these assemblies as balanced, largely non-serviceable units, which also reduces variation and noise in fleet use.

If someone is chasing a “universal-joints” service on their 2009 Falcon sedan or wagon, it’s simply not the right part to target. The practical maintenance focus should be on:

• Rubber flex coupling (front): look for cracking, delamination or bolt-hole elongation that can cause thumps on take-off.
• Rear CV joint: check for play, boot condition and grease leakage, worn CVs cause vibration under load or on overrun.
• Centre bearing and hanger: perished rubber or a noisy bearing will show up as a droning or a speed-related vibration.
• Mounting hardware and alignment: ensure correct torque and that the two-piece shaft is refitted in its original phasing.

Typical symptoms owners report—bangs when shifting from reverse to drive, freeway-speed vibrations, or a low-speed shudder—are usually traced to the flex-disc, CV joint or centre bearing rather than any U-joint. Most workshops follow Ford’s guidance to replace the affected module (or complete tailshaft if required) rather than attempting to rebuild staked components. For FG Utes that do use U-joints, traditional checks apply: feel for play, rust-coloured dust at the caps, or a chirp that changes with road speed.

Technical sources used: Ford FG Falcon Workshop Manual (Driveline/Driveshaft 205-01), Ford Global Service Publication (GSP) parts listings for FG tailshaft assemblies, and Hardy Spicer/Spicer AU driveline catalogues for Ford BA–FG applications.

Popular questions about 2009 Ford Falcon universal joints

Does a 2009 Ford Falcon have universal joints?
For most FG sedans and wagons, no—the tailshaft uses a front rubber flex coupling and a rear CV joint with a centre bearing. Some FG Ute variants with a one-piece shaft do use conventional U-joints. A quick visual check or a VIN-based parts lookup will confirm which you’ve got.

What should be serviced instead of U-joints on an FG sedan/wagon?
Focus on the flex-disc, the rear CV joint and the centre bearing. Cracked rubber, play in the CV, or a noisy bearing are the usual culprits behind shudder and vibration. These components are generally replaced as assemblies to maintain balance and NVH performance.

Can U-joints be retrofitted to an FG sedan or wagon?
It’s not recommended. The driveline is engineered around CV and flex-disc geometry and is balanced as a system. Retrofitting U-joints can introduce vibration, alignment issues and premature wear. If driveline smoothness is the goal, restoring the OE-style parts is the proven path.