Parts for your 2014 Holden Commodore-Universal joints

2014 Holden Commodore universal joints — what’s actually fitted

Short answer: universal joints aren’t used on the 2014 Holden Commodore (VF). The factory tailshaft is a two‑piece design that runs constant velocity (CV) joints and rubber flex couplings (often called guibos), with a centre support bearing. This layout is detailed in the Holden VF Commodore Service Manual – Driveline/Propeller Shaft Description and Operation (GM SI), shown in the GMH VF Parts Catalogue (propeller shaft assembly listings specifying CV joints and couplings), and echoed by driveline specialists’ notes such as Hardy Spicer bulletins for VE/VF platforms. No cross‑type, greaseable “uni” joints are specified for the VF range.

Why the move away from unis? The VE/VF platform introduced a CV‑jointed tailshaft to cut noise, vibration and harshness, handle greater working angles with the independent rear suspension, and smooth out driveline torque pulses. Traditional universal joints can create speed fluctuation at angle (even when phased correctly), which adds shudder and boom. CV joints maintain constant rotational speed through their travel, so they’re quieter and tidier for a modern large sedan or ute.

If someone’s chasing “2014 Holden Commodore universal joints” because there’s a clunk or vibration, the parts to inspect and service are the flex discs, the centre support bearing, and the CV joints. Common symptoms include a thud on take‑off or shift, a mid‑range shudder (often around 60–80 km/h under load), and a vibration that changes with throttle rather than road speed alone. Workshop guidance generally recommends periodic inspection at service intervals (around 60,000–100,000 km) or sooner if symptoms appear.

• Check front and rear rubber flex discs for cracks, missing fabric cords, or elongation around bolt holes.
• Inspect CV joint boots for splits and grease fling, feel for roughness or play in the joints.
• Assess the centre bearing for torn rubber support or excessive movement.
• When removing the tailshaft, mark alignment, follow torque specs, and replace any one‑time‑use bolts as per the service manual.

Most VF tailshafts are not designed to be greased or rebuilt with separate unis, components are replaced as assemblies or with specialist kits. Aftermarket one‑piece shafts with universal joints do exist for motorsport, but they typically raise NVH and require proper engineering and balancing, so they’re not a go‑to for street use. This applies across VF V6 and V8 variants, utes simply have a longer two‑piece arrangement with the same general componentry.

Does a 2014 Holden Commodore have universal joints?

No. The VF uses CV joints and rubber flex couplings with a centre support bearing instead of traditional universal joints. This setup is outlined in the Holden VF Service Manual (Driveline section) and reflected in GMH parts listings and driveline specialist bulletins covering VE/VF tailshafts.

What should be replaced instead of universal joints on a VF tailshaft?

Focus on the flex discs (guibos), the centre support bearing, and the CV joints. If there’s clunking on take‑off, mid‑range shudder, or visible cracking in the couplings or boots, plan on replacing the worn component(s) and use new hardware to the specified torque.

Can universal joints be retrofitted to a VF tailshaft?

Aftermarket single‑piece shafts with unis are available for track work, but they can increase NVH and need correct phasing and balancing. For daily driving, sticking with the factory CV/flex‑disc arrangement gives the refinement the VF was designed for.