Parts for your 2013 Holden Commodore-Centre bearing

2013 Holden Commodore centre-bearing: what it is and how to look after it

The 2013 Holden Commodore (late VE Series II and early VF) uses a two‑piece propeller shaft with a centre support bearing. This is specified in GM Holden Service Information (VE/VF “Propeller Shaft – Description and Operation” and “Propeller Shaft Replacement” procedures), reflected in the Holden/ACDelco parts catalogue listings for a propeller shaft centre support bearing on VE/VF models, and described in recognised workshop manuals covering VE–VF driveline layouts. Aftermarket parts catalogues from major suppliers in Australia and New Zealand also list centre support bearings for 2006–2017 Commodore platforms, confirming fitment across 2013 models.

• GM Holden Service Information (VE/VF): Propeller Shaft description and replacement procedures
• Holden/ACDelco Electronic Parts Catalogue: centre support bearing for VE/VF propeller shaft
• Gregory’s/Haynes workshop coverage for VE–VF: two‑piece tailshaft with centre support bearing

On a 2013 Commodore, the centre-bearing supports the two‑piece tailshaft in the middle of the car, keeping driveline angles in check and soaking up vibration before it reaches the cabin. It’s a sealed bearing carried in a rubber isolator that’s bolted to the body, so it both locates the shaft and cushions it under load. That’s why owners notice a smoother take‑off and less hum on the open road when the bearing is healthy.

As part of routine servicing, a quick visual check goes a long way. With the car safely on a hoist, technicians look for perished or torn rubber around the hanger, play in the bearing, or shiny rub marks where the shaft has been moving about. Road‑test clues include a shudder on take‑off, a thump on throttle changes, or a droning/whirring between roughly 40–80 km/h that changes with load rather than road speed.

GM’s factory guidance for VE/VF generally treats the tailshaft as a complete assembly—if the centre support fails, replace the propeller shaft to maintain correct balance and phasing. That said, many driveline specialists in AU/NZ can press in a quality centre-bearing and isolator, then re‑balance the shaft. Either way, marking the shaft phasing before removal, torquing fasteners correctly, and tightening the hanger mount at normal ride height help prevent new vibrations. It’s smart practice to inspect related bits at the same time—front CV or flex coupling, rear uni/CV, heat shields and mounts—so the car leaves without residual shudders.

There’s no set replacement interval, the bearing is a “replace on condition” item. High kilometres, heat, towing and rough roads age the rubber. If the isolator is cracked or the bearing’s noisy, sorting it early prevents knock‑on wear to joints and diff mounts and keeps that Commodore feel—solid, quiet and relaxed—right where it should be.

Do all 2013 Commodores have a centre-bearing?

Yes. Both late VE Series II and early VF 2013 models use a two‑piece tailshaft with a centre support bearing across V6 and V8 rear‑wheel‑drive variants. This layout suits the wheelbase and manages driveline angles for better NVH.

What are the signs the centre-bearing is failing?

Common signs include a take‑off shudder, a thump on gear changes or when lifting off, and a humming or droning that rises with acceleration more than with road speed. Under the car, torn rubber around the hanger or noticeable shaft movement at the bearing usually confirms it.

Can the centre-bearing be replaced on its own?

Factory guidance often specifies replacing the complete propeller shaft to preserve balance and phasing. However, reputable driveline shops can press in a new bearing and isolator and re‑balance the shaft. The best approach depends on condition, budget and parts availability.