Parts for your 2013 Ford Falcon-Universal joints

2013 Ford Falcon universal joints: what they do and when to sort them out

For the 2013 Ford Falcon (FG MkII), universal joints are relevant. Ford’s own FG/FG MkII Workshop Manual (Driveline, Section 205-01), the Ford Australia Microcat parts catalogue, and Dana/Spicer’s Australian application guide for BA–FG models all describe a two-piece tailshaft with a centre bearing and a cross-type universal joint, typically paired with a flex coupling (giubo) up front and a constant-velocity joint at the differential. So yes—on most 2013 Falcons there’s a uni in the middle doing important work.

The universal joint allows the tailshaft to articulate as the rear suspension moves and the driveline angles change, while still transferring torque smoothly. In everyday terms, it helps keep the car quiet and vibration-free while putting power to the tyres. When the uni starts to wear, it can cause clunks on take-off, a humming or droning at certain speeds, or a shudder under load. Left too long, it can take out the centre bearing or stress the CV and flex disc.

There’s no fixed replacement interval in the factory schedule, but a quick look during regular services is smart—especially for vehicles that tow, run lowered suspension, or see lots of highway kays. A technician will check for free play, dry or rusty caps, seized movement, red dust around the caps, and perished centre bearing rubber. Many OE joints are sealed, some aftermarket units are greasable. If it’s greasable, a light service with the right lubricant at each service can extend life.

If replacement’s on the cards, marking the tailshaft for phasing before removal is critical to avoid new vibrations. It’s a press-fit job, and it pays to have a driveline specialist handle it—particularly on staked or non-serviceable OE joints. While there, it’s wise to assess the flex coupling and centre bearing. Reassembly should follow Ford torque specs and alignment marks, and balancing should be checked if there’s any doubt.

Quality matters here. A reputable 1310-series equivalent from a known brand (as cited in the Dana/Spicer catalogue) usually restores smoothness and longevity. Done right, the Falcon’s driveline goes back to being quiet, tight, and drama-free.

• Common symptoms: clunk on take-off, vibration at speed, shudder under load
• Service tip: inspect every service, grease only if a greasable uni is fitted
• Best practice: maintain correct phasing and use factory torque values on reassembly

Popular questions

Does a 2013 Ford Falcon actually have a universal joint?

Yes. Technical references including the Ford FG/FG MkII Workshop Manual and Ford’s parts catalogue show a two-piece tailshaft with a centre bearing and a cross-type universal joint on most variants. The ends typically use a flex coupling at the transmission and a CV joint at the differential, with the uni managing angle changes in the middle.

What are the signs the universal joint is failing on an FG MkII?

Tell-tales include a clunk when shifting from reverse to drive, a vibration or droning at certain speeds, and a shudder on acceleration. Rust-coloured dust at the caps, stiff movement when the shaft is out, or play in the joint are also giveaways. If you’re feeling any of that, get the tailshaft checked before it takes out the centre bearing.

Can the factory uni joint be greased, or is it sealed?

Many OE Falcon unis are sealed and not greasable. Aftermarket replacements are often available with grease nipples, which can be handy for harsh service. If a greasable unit is fitted, a small shot of the correct grease at regular services can help it last longer.