Parts for your 2014 Toyota Mark x-Universal joints

2014 Toyota Mark X Universal Joints

Yes, universal joints are relevant and fitted to the 2014 Toyota Mark X. Toyota’s GRX13# Mark X drivetrain uses a rear-wheel-drive (and some grades with AWD) layout with a two-piece propeller shaft. Technical sources including the Toyota Repair Manual and New Car Features for the GRX13# series describe a tailshaft with cross-and-roller universal joints at the front and rear and a rubber-cushioned centre support bearing. The Toyota Electronic Parts Catalogue (EPC) lists the propeller shaft sub‑assembly (PNC 37110) that incorporates these U-joints. On most factory shafts the joints are staked and sealed, meaning there’s no routine greasing point and Toyota treats the assembly as a replace-as-a-unit item.

On the Mark X, the universal joints allow the tailshaft to transmit engine torque to the differential while the suspension and drivetrain angles change over bumps and during load shifts. They keep things smooth and quiet when everything’s healthy. When they wear, you’ll often get a tell-tale vibration at highway speeds, a clunk on take-off or when shifting from Drive to Reverse, or a chirp/metallic squeak that rises with road speed.

Servicing advice for a 2014 Mark X tailshaft and U-joints is pretty straightforward:

• Inspection each service: check for play at the caps, dried rust dust around the seals, binding when articulating by hand (with the shaft removed), and any fling-off grease or shiny witness marks at the flanges.
• No greasing on OE joints: the factory staked joints are sealed. If an aftermarket greaseable joint has been fitted, a light grease every 10,000–15,000 km is sensible—don’t overdo it.
• Replacement: Toyota’s workshop literature specifies replacing the propeller shaft assembly if a joint is worn. Many reputable driveline shops can press out the staked joints, fit quality clip-retained replacements, and then balance the shaft—handy if you’d like to save cost and keep the original tube.
• Fitment tips: mark the flange positions before removal, support the centre bearing, and always follow the service data for fastener torque and alignment. After install, a road test for vibration under load, coast, and at steady cruise is a must.

If your Mark X is one of the AWD variants, the same principles apply—there’s simply more than one prop shaft and a few extra joints to keep in check. Whether RWD or AWD, healthy U-joints make the car feel tight, quiet and confident at Kiwi and Aussie open-road speeds.

Popular questions

How do you tell if a universal joint is failing on a 2014 Mark X?
Common signs include a clunk when shifting between Drive and Reverse, a vibration that starts around 60–80 km/h and changes with throttle, or a squeak that speeds up with the car. Underneath, look for red-brown dust at the bearing caps, looseness when you twist the shaft by hand, or any binding.

If symptoms appear only under load or on take-off, also consider the centre support bearing and engine/gearbox mounts—but U-joints are high on the shortlist.

Do the Mark X universal joints need greasing?
The factory joints are sealed and not designed for periodic greasing. If the car has had aftermarket greaseable joints fitted, a small shot of quality lithium-moly grease every 10,000–15,000 km is fine. Wipe excess and avoid pumping until the seals pop—over-greasing can shorten joint life.

Can you replace just the U-joint, or do you need the whole tailshaft?
Toyota’s repair information treats the propeller shaft as a complete unit for service, so the official path is to replace the assembly. In practice, driveline specialists can replace worn staked joints with clip-retained units and then balance the shaft. It’s a cost-effective option if the tube and yokes are in good nick.