Parts for your 2013 Holden Commodore-Universal joints

2013 Holden Commodore universal joints — what’s actually fitted

Based on the Holden VE/VF workshop manual (Driveline/Propeller Shaft), GM Global Service Information for VF Series I (2013), and GM/ACDelco parts catalogues, the 2013 Holden Commodore (late VE Series II and early VF) does not use traditional serviceable tailshaft universal joints. Instead, the car runs a two‑piece propeller shaft with rubber flex discs (giubo couplings) at the ends, a centre support bearing, and—on many variants—a constant‑velocity (CV) joint. Driveline specialists such as Hardy Spicer also document VE/VF shafts as flex‑disc/CV designs rather than cross‑type U‑joints.

Why no universal‑joints on the tailshaft? Holden moved to flex discs and CVs for this generation to reduce noise, vibration and harshness (NVH) and to improve smoothness under load—especially with independent rear suspension and the two‑piece shaft. The rubber couplings absorb driveline lash and minor misalignment better than a conventional U‑joint, and the sealed CV handles greater operating angles with consistent velocity. This layout is also largely maintenance‑free compared with greasable U‑joints.

• Refined NVH: flex discs dampen shocks and idle shudder better than U‑joints.
• Geometry: CV joints tolerate angle changes from IRS with less vibration.
• Serviceability: sealed components reduce routine greasing and wear points.
• Assembly and balance: modular two‑piece shaft with centre bearing improves balance and packaging.

If the goal is to service “universal‑joints” on a 2013 Commodore, what you actually want is an inspection of the tailshaft couplings (front and rear flex discs), the centre support bearing, and the CV joint. Telltales include a clunk on take‑up, a take‑off shudder, or a 60–100 km/h vibration under load. During servicing, check the rubber discs for cracking, fraying fabric, or elongation at the bolt holes, feel the centre bearing for play or rumble, and assess the CV for boot damage or notchiness. Always mark tailshaft orientation before removal and torque coupling bolts to spec—incorrect alignment or reused stretch bolts can create fresh vibrations.

Note: the steering intermediate shaft on VE/VF does use small universal joints, but these are unrelated to the tailshaft. Some aftermarket or motorsport tails may convert to conventional U‑joints, yet that’s not how a stock 2013 Commodore is built.

Popular questions

Does a 2013 Holden Commodore have universal joints?
No—on the tailshaft it uses rubber flex discs, a centre bearing and often a CV joint. Only the steering column has small U‑joints, which aren’t part of the driveline tailshaft.

What should be replaced if there’s a driveline shudder on take‑off?
Most commonly the front or rear flex disc (giubo) or the centre support bearing. Also check engine and transmission mounts, and ensure tailshaft alignment and bolt torque are correct. If the CV joint is notchy or the boot is torn, replace the joint.

How often should tailshaft couplings be inspected?
Give them a look at regular services—roughly every 30,000–50,000 km. Replace when you see cracking, delamination or deformation. Many last 100,000–160,000 km, but hard launches, towing or lowered suspension can shorten their life.