Parts for your 2010 Holden Commodore-Universal joints

2010 Holden Commodore universal joints — are they used?

Short answer: they’re not. A traditional prop‑shaft universal joint (U‑joint) isn’t fitted to the 2010 Holden Commodore (VE series). Technical sources including Holden/GMH Service Information and the VE Workshop Manual specify a two‑piece tailshaft using rubber flex couplings (also called giubos or donuts) and a rear constant‑velocity (CV) joint, with a centre support bearing. Australian driveline catalogues for VE tailshafts mirror this setup and don’t list any serviceable U‑joints on the prop shaft.

Why did Holden skip U‑joints? The VE’s independent rear suspension and longer wheelbase benefit from components that tame noise, vibration and harshness. Flex couplings absorb shock and smooth out torque pulses, while the rear CV joint handles angular change and plunge better than a pair of U‑joints. That combo delivers a smoother take‑off, fewer highway vibrations, and robust performance with the VE’s torque outputs.

What should be serviced instead? Owners chasing a “U‑joint” issue on a 2010 Commodore are usually dealing with one of these items:

• Front and rear rubber flex couplings (donuts/giubos)
• Centre support bearing and its rubber mount
• Rear CV joint on the tailshaft
• Transmission and differential mounts, which can mimic driveline clunks

Tell‑tale symptoms include a thump on take‑off, shudder under load, a vibration around 80–110 km/h, or visible cracks and frayed cords on the couplings. A chirp or rumble that changes with speed can point to the centre bearing or rear CV.

Recommended approach: inspect those items at regular services or every 30–50,000 km if the car tows or sees rough roads. Replace any cracked or oil‑soaked coupling and any sloppy centre bearing. Mark the tailshaft orientation before removal, support it so the CV isn’t over‑extended, and torque all coupling bolts to spec. Many workshops also fit new self‑locking nuts on reassembly. If there’s persistent vibration after parts replacement, have the tailshaft dynamically balanced.

Steering note: the VE does use small universal joints in the steering intermediate shaft, but they’re unrelated to the tailshaft and rarely need routine service unless there’s binding or corrosion.

Technical references used: Holden/GMH Service Information (VE Series propeller‑shaft removal/installation), VE Commodore Workshop Manual drivetrain section, GM parts catalogues listing flex couplings, centre support bearing and rear CV for VE tailshafts, and Australian driveline catalogues for VE assemblies confirming no serviceable prop‑shaft U‑joints.

Popular questions about 2010 Holden Commodore “universal joints”

Does a 2010 Holden Commodore have universal joints in the tailshaft?
No. The VE uses front and rear rubber flex couplings and a rear CV joint with a centre support bearing. Traditional serviceable prop‑shaft U‑joints aren’t fitted. The only U‑joints you’ll find are in the steering column assembly.

What should I replace instead of U‑joints to fix shudder or clunk?
Check the front and rear couplings, the centre support bearing, and the rear CV joint. Also inspect transmission and diff mounts, as worn mounts can create similar noises and driveline lash.

Can I retrofit U‑joints to a VE tailshaft?
Not recommended. The VE driveline is engineered around flex couplings and a CV for NVH control and geometry. Converting to U‑joints can introduce vibration, reduce durability, and may need engineering approval to remain road‑legal.