Parts for your 2015 Ford Falcon-Universal joints

2015 Ford Falcon universal joints

Based on technical sources, universal joints are indeed used on the 2015 Ford Falcon (FG X). The Ford FG X Falcon Workshop Manual (Section 205-01, Driveshaft/Propeller Shaft) describes a two-piece tailshaft with a centre bearing and a universal joint at the rear connecting to the differential flange, with a CV/flex coupling used at the front on many variants. This layout is also reflected in Australian driveline catalogues such as Spicer’s application listings for FG/FG X Falcons (rear uni joint sizes commonly 27 x 82 mm or 30.2 x 82 mm) and major parts guides from local retailers that list rear tailshaft uni joints for 2014–2016 Falcons.

On a 2015 Falcon, the universal joint (often called a uni or U-joint) lets the tailshaft transmit engine torque to the diff while the rear suspension moves through its travel. Because the diff isn’t fixed in a straight line relative to the gearbox, the joint needs to pivot smoothly at varying angles without binding. A healthy uni joint keeps the driveline quiet and vibration-free and protects other components like the centre bearing and diff pinion seal.

During routine servicing, it’s worth giving the rear uni a once-over. Most FG X unis are sealed-for-life, but some replacement units are greasable. At each service interval, a tech should check for free play at the caps, smooth movement through the joint’s range, and any gritty or notchy feel. Rust-coloured dust around a cap, a tell-tale clunk on take-off, or a vibration that comes in at highway speeds are classic signs it’s time to act. Left too long, a failing uni can take out the centre bearing or even damage the tailshaft.

Replacement isn’t complicated for a driveline specialist, but there are a few must-dos. The shaft and flanges should be marked before disassembly to preserve balance and orientation. Cap retainers need correct torque, and it’s smart to have the two-piece shaft checked for run-out and the centre bearing inspected while it’s out. Some factory joints are staked or supplied in a way that makes them effectively non-serviceable, in those cases, a quality replacement uni and a proper press-fit by a driveline shop, or a complete exchange tailshaft, is the reliable fix. After refit, a road test to verify no vibration under load or on overrun is essential. Turbo and V8 variants place more load on the joint, so earlier attention can save headaches down the track.

• Common symptoms: clunk on take-off, cyclic vibration at 80–110 km/h, chirp/squeak at low speed, visible play at the joint.
• Service tip: inspect every service, grease if the replacement joint has a nipple, address any vibration promptly.

Popular questions

How can someone tell the rear uni joint is failing on a 2015 Falcon?
They’ll usually notice a dull clunk shifting from park to drive or on throttle tip-in, plus a shudder or cyclic vibration at highway speed. With the car safely supported, any detectable play at the joint, dry-looking caps, or reddish dust around a cap are red flags. A squeak that changes with road speed at low throttle is another giveaway.

Are the FG X Falcon’s uni joints serviceable or sealed?
Factory-fitted joints are most often sealed. Many aftermarket replacements are available in greasable versions, which can extend life if lubricated regularly. If the original joint is staked and not designed to be serviced, a driveline shop can replace it with a quality circlip-retained unit, or supply an exchange tailshaft.

Does replacing the uni joint require a wheel alignment?
No. The uni joint sits in the tailshaft between the gearbox and differential and doesn’t affect wheel alignment. The important checks after replacement are driveline balance, correct fastener torque, and a road test for vibration.