Selecting a Custom Driveline Shop: Assessment, Balance, Custom U Bolts, and Repair Considerations for Work Trucks

2026-04-07T01:41:49Z

Ableigxhfj: Created page with "<html><p><strong>Business Name: </strong>Anderson Brothers Truck & Equipment<br> <strong>Address: </strong>2640 State Hwy 99 N #1, Eugene, OR 97402<br> <strong>Phone: </strong>(541) 688-8686<br> <div itemscope itemtype="https://schema.org/LocalBusiness"> <h2 itemprop="name">Anderson Brothers Truck & Equipment</h2> <meta itemprop="legalName" content="Anderson Brothers Truck & Equipment"> <p itemprop="description"> Anderson Brothers Truck & Equipment is a long-es..."

<html><p><strong>Business Name: </strong>Anderson Brothers Truck & Equipment<br>
<strong>Address: </strong>2640 State Hwy 99 N #1, Eugene, OR 97402<br>
<strong>Phone: </strong>(541) 688-8686<br>

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Anderson Brothers Truck & Equipment is a long-established truck parts and repair company located in Eugene, Oregon. Founded in 1949, the business has served the region for more than 70 years, building a reputation as a reliable source for heavy-duty truck parts, custom fabrication, and equipment repair. The company works with commercial vehicle owners, fleets, and equipment operators who need dependable parts and services to keep their trucks operating safely and efficiently.<br><br>

A core focus of Anderson Brothers is providing specialized services for heavy-duty trucks and equipment. Their shop offers custom driveline fabrication and repair, helping customers build, rebuild, or balance drivelines for a wide range of applications. They also specialize in custom U-bolt bending and fabrication, producing precisely sized components for trucks and other heavy equipment. In addition, the company sells both new and used truck parts, stocking a large inventory and offering local delivery in the Eugene and Springfield areas.<br><br>

Beyond parts sales, Anderson Brothers provides repair and maintenance services for truck components such as transmissions, differentials, and related systems. Their experienced team focuses on delivering practical, cost-effective solutions that help keep trucks and equipment running reliably. With decades of experience and a commitment to local service, Anderson Brothers Truck & Equipment continues to support the trucking and transportation industries throughout Eugene and surrounding communities.
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2640 State Hwy 99 N #1, Eugene, OR 97402<br>

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<li>Monday: 7:30 AM–6 PM</li>
<li>Tuesday: 7:30 AM–6 PM</li>
<li>Wednesday: 7:30 AM–6 PM</li>
<li>Thursday: 7:30 AM–6 PM</li>
<li>Friday: 7:30 AM–6 PM</li>
<li>Saturday: 8 AM–2 PM</li>
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</p><p> </p><p> Work trucks earn their keep under load, not on stands. When vibration starts sneaking in at 45 to 55 mph, when a center carrier groans on takeoff, or a yoke slings grease and dust like confetti, productivity falls off a cliff. A good driveline shop keeps your iron moving. The difference in between a capable shop and a reckless one is the distinction in between a week of callbacks and a year of peaceful miles. If you spec and service fleets, or you run a single-ton dump that needs to begin every cold morning in January, you care about who touches your driveline.</p> <p> This guide concentrates on inspection, balance, Custom U Bolts, and repair decisions with the truths of work trucks in mind. The details matter. Drivelines live in a geometry problem that changes with every load, every suspension tweak, and every used bushing. The right shop comprehends that and behaves accordingly.</p><p> <iframe src="https://www.google.com/maps/embed?pb=!1m18!1m12!1m3!1d116454.71548532485!2d-123.25544638290087!3d44.09857540924934!2m3!1f0!2f0!3f0!3m2!1i1024!2i768!4f13.1!3m3!1m2!1s0x54c11d11353a51df%3A0x1ca3606d550af0fb!2sAnderson%20Brothers%20Truck%20%26%20Equipment!5e1!3m2!1sen!2sus!4v1773089734554!5m2!1sen!2sus" width="560" height="315" style="border: none;" allowfullscreen="" ></iframe></p> <h2> What quality appears like in a driveline shop</h2> <p> The best driveline outfits are part machine shop, part diagnostic laboratory. They determine two times, document angles, and ask concerns about how the truck really works. A respectable shop is tidy where it counts. Their balancers are clean and maintained, their V-blocks are true, and you can see old shafts tagged by customer and condition. You will see yoke protectors on ended up pieces, labels on tubing sizes, and a rack of weld yokes and slip stubs that cover the typical service classes from light-duty half lots to Class 7 and 8. </p> <p> Staff is the greatest inform. If the counter person asks for operating angles and wheelbase instead of simply a VIN, you are in excellent hands. If a tech walks the truck with you, looks at axle wrap proof on the springs, and keeps in mind a dinged up tube half-hidden by an exhaust heat shield, much better still. I rely on stores that can explain why a double cardan was picked for a raised service body F-350, and why a long single-piece may be the much better path for a Class 6 box truck with a low trip height and a long wheelbase. There are trade-offs, and they will state them out loud.</p> <h2> The stakes for work trucks</h2> <p> A buzzing driveline is more than a convenience issue. Vibration chews through u-joints and pinion seals, loosens fasteners, and tiredness tubes. On multi-piece drivelines, a failing center support bearing can turn a simple service check out into a crossmember and floor repair if it releases at speed. Downtime expenses rapidly accumulate: one day off a job for a bucket truck or a dump can cost numerous thousand dollars between lost billable hours and rescheduling. Spend a bit more up front on a shop that examines correctly, and you redeem quiet, safe miles and less roadside headaches.</p> <h2> Inspection that exceeds the bench</h2> <p> You can diagnose a fair bit before you ever pull the shaft. Initially, a road test tells the speed at which the vibration appears, which means whether it is first-order driveshaft speed, tire speed, or an engine harmonic. If the vibration comes in steady at a particular miles per hour across all equipments, it typically points at the shaft. If it comes and goes with throttle input, look at pinion angle changes and u-joint brinelling.</p><p> <img src="https://andersonbrotherste.com/drivelines/" style="max-width:500px;height:auto;" ></img></p> <p> Under the truck, search for witness marks. Bright rings at the u-joint caps suggest spinning caps due to loose straps or improperly sized bearing caps. Rust dust at the cups is a giveaway for dry joints. A wet band around television a foot from the weld can hide a minor dent that changed wall thickness, which will throw balance off even if runout steps marginally within spec. An excellent shop will clean the tube, dial it up in V-blocks, and examine total indicated runout along numerous points, not simply at the ends.</p> <p> On two-piece drivelines, a center provider bearing makes complex the image. The rubber isolator can look fine at rest, yet collapse under torque. I like shops that pry the carrier gently to imitate load, looking for extreme motion or rubber tearing. The bearing itself must spin without gritty feel. If you have a truck that tows heavy or brings a crane body, the provider sees more pounding than the spec sheet anticipates. Replacing it preemptively while the shaft is down is frequently less expensive than duplicating labor later.</p> <h2> Measuring and recording angles</h2> <p> Geometry ruins more driveshafts than bad parts. A solid shop files angles and <a href="https://brooksmhee034.yousher.com/what-to-think-about-in-custom-driveline-fabrication-for-heavy-duty-trucks-repair-balancing-and-rebuild-fundamentals">drivelines</a> sets a target based on the truck's function. They will put an inclinometer on the transmission output, the driveshaft tube, and the pinion yoke. On multi-piece shafts, they do the very same on both areas and reference the provider bracket to the frame. The objective is generally 1 to 3 degrees of running angle at each joint with parallel or near-parallel output and pinion lines, fixing for engine mount droop and rear suspension behavior. A lifted work truck that still transports heavy material typically needs a various strategy than a shopping center crawler. More angle equals more speed variation in the joint, which requires to be canceled by an equal and opposite angle elsewhere. Miss this, and you will go after phantom vibrations for weeks.</p> <p> Shops that construct for fleets frequently make basic adjustable shims or advise pinion wedges to fulfill angle targets. You might hear them recommend a double cardan in the front of a four-wheel-drive chassis if the drop from transfer case to front differential is serious. In the back of a greatly loaded truck with a leaf spring pack, they may plan for loaded angles to be somewhat different than unloaded ones. That is truthful attention to utilize case, not a one-size answer.</p> <h2> Balance is not just a machine reading</h2> <p> Dynamic balancing on a modern balancer is important, however it is not the whole video game. A shaft can be perfectly balanced at the wrong angle set or with a stiff slip that binds under torque, and the truck will still shake. Good stores examine runout, stage, and spline fit before they spin the shaft. They mark all yokes and tube ends so reassembly lands in the exact same clocking. If they re-tube, they align yokes precisely in stage and verify weld stability and straightness before stabilizing. When the balancing weights go on, they ought to utilize tack welds and last welds that do not overheat and distort the tube.</p> <p> Balance specifications differ by service class. For light-duty trucks, you frequently see tolerances on the order of a few gram-inches. For heavy shafts, the absolute numbers are larger, however the concept is the exact same: accomplish smooth operation throughout the common operating rpm range. A store that asks your cruising speeds, PTO rpm, and whether the truck hangs out in low range shows they understand the window they need to hit. Years back, I enjoyed a balancer tech include 2 small weights 180 degrees apart to fine tune a shaft predestined for a community drain jetter truck that sat at 2,400 shaft rpm for long periods. They tested it at that target rpm instead of just at a standard low speed, which saved the city team a lot of cabin buzz.</p> <h2> Material choices, yokes, and serviceable components</h2> <p> Truck drivelines are not glamorous, however the parts menu matters. Tubes can be found in a number of sizes and wall thicknesses. A longer wheelbase service truck with a welder and crane perched aft requires adequate tightness to prevent important speed issues. A great shop will compute or at least recommendation important speed standards and will suggest upsizing tube diameter or wall density if the current build is marginal. They might even recommend transforming a long single-piece shaft to a two-piece with a carrier to raise the safe operating rpm margin.</p> <p> U-joints can be found in different series with needle bearing counts and bearing cap sizes matched to the torque load. Off-brand joints with sloppy tolerances will wind up costing more. For work trucks, I choose exceptional joints with solid crosses and zerk fittings where useful, however sealed heavy-duty joints have their place in mud and grit if maintenance compliance is poor. The store needs to ask how your trucks are greased and at what intervals. If they never ever see a grease gun, sealed may outlast neglected serviceables.</p> <p> Carrier bearings, slip yokes, flange yokes, and splines all are worthy of attention. Excessive play at the slip will mimic an out-of-balance shaft. Rusty or galled splines bind, which loads joints unpredictably. If a yoke is pitted at the seal surface, changing it while the shaft is down conserves a resurgence for a leakage. Great shops stock the common Truck Parts that break the most: u-joints in the common 1310, 1330, 1350, 1410, 1480 series and their sturdy versions, carrier bearings for popular fleet chassis, and weld yokes and tube yokes that match OEM dimensions.</p> <h2> Custom U Bolts and proper clamping</h2> <p> Loose or misfit U-bolts ruin new work. Axle U-bolts hold leaf packs to the axle and indirectly control pinion angle under load. Used, extended, or incorrect-diameter U-bolts enable the axle to walk on the spring pack, changing angles and inducing vibration. On top of that, yoke strap bolts and U-bolts at the pinion yoke need precise torque and clean threads to avoid spinning caps.</p> <p> A store that provides Custom U Bolts can save a day or more when a truck is immobilized. They bend from quality rod stock, cut threads cleanly, and match bend radii to the spring perch. If you have non-standard spring loads or an aftermarket axle swap, this service is necessary. You ought to see them take measurements, validate leg length and inside width, and ask about torque specifications. For a medium-duty truck, U-bolt torque numbers can strike triple digits in foot-pounds, and re-torque after 100 to 500 miles is not optional. A correct store will stress that and, if they are installing, will paint-mark nuts so you can see if anything backs off throughout early use.</p><p> <img src="https://lh3.googleusercontent.com/p/AF1QipMJIGSSDEaGNjC9kSpohud3O829h_AJN9V_N1c1=s1360-w1360-h1020-rw" style="max-width:500px;height:auto;" ></img></p> <h2> Repair or change: discovering the inflection point</h2> <p> Not every shaft is worthy of a full rebuild. Often a simple re-balance and fresh joints are enough. Other times a re-tube is smarter. The choice sits on a few realities: tube condition, yoke wear, service history, and expense versus downtime. If a tube has a crease, even shallow, I favor replacement. Creases concentrate tension and tend to break later. If yokes are egged or the bearing cap bores have extended, you will chase cap spin no matter how tight you torque. Replace the yokes in that case, or keep an extra shaft prepared to go.</p> <p> On older fleet trucks that see salt, changing the slip stub and spline can restore a great deal of lost smoothness. You can feel the difference when the slip moves like it should. A store with a reasonable inventory can often turn a re-tube and new slip in a day. Complete custom or uncommon flanges can stretch that to a number of days while parts ship. I keep a spare shaft for the worst culprits in a fleet since pulling a spare from the rack beats waiting when a bearing explodes midweek.</p> <h2> Turnaround, logistics, and communication</h2> <p> Time is a resource. A store that promises the world without requesting for context makes me anxious. For a standard u-joint and balance on a one-piece shaft, same day is typically possible if you call ahead. For a two-piece with provider and yoke replacement, next day is realistic. Fully custom builds, oddball flanges, or hard-to-source weld yokes can take three to 5 service days. If a shop describes this up front, you can plan truck rotations.</p> <p> I value shops that identify shafts with orientation arrows, u-joint series, and torque specs on the return. Simple instructions reduce set up mistakes. Some write angle targets on the work order and hand you a copy. When there is a suspected angle problem on the truck, they might send a tech out with an angle finder to verify, or they will coach your mechanics through the measurements by phone. That level of interaction reduce misdiagnosis and conserves both sides a headache.</p><p> <img src="https://andersonbrotherste.com/wp-content/uploads/2024/12/anderson-brothers-truck-breaks-air-breaks-drums.webp" style="max-width:500px;height:auto;" ></img></p> <h2> Field measurement done right</h2> <p> If you are buying a custom shaft or changing wheelbase, the measurements you bring to the store drive the develop. Getting it incorrect by even half an inch can result in insufficient spline engagement or bottoming the slip under compression. A measured, repeatable technique matters.</p> <p> Use a good tape, get the truck on its weight, and if you can, load it the method it typically runs. Procedure from the face of the transmission output seal to the centerline of the rear u-joint cap, or from flange face to flange face if your truck uses flange design connections. Take angles at each yoke so the store can predict running angles. On two-piece shafts, measure from flange to provider mount and after that provider to pinion. If your leaf springs are exhausted and arch modifications under load, tell the store; they can factor that into slip length and angle options. A little additional spline travel can save you from bottoming out when you hit a pit while loaded.</p> <h2> The economics: what you must expect to spend</h2> <p> Numbers differ by region and supply, however general varieties help planning. A balance and u-joint replacement on a light-duty one-piece shaft might run a few hundred dollars, depending on joint quality. Re-tubing with new weld yokes and a fresh balance can extend into the mid hundreds. Include a carrier bearing and you will see a bit more labor and parts expense. On medium-duty equipment, bigger series joints and heavier tube boost costs. Custom U Bolts are typically a modest line product, however they are important when you require them exact same day. I avoid the most inexpensive parts bin. A failed deal u-joint on a crammed truck in traffic is a bad trade.</p> <p> Downtime expenses more than parts most days. If a slightly greater parts bill buys dependability and a warranty you can implement, it frequently pencils out. Some stores provide fleet pricing or focus on commercial accounts. If you bring them constant, tidy measurements and install their work carefully, they will prioritize you when something urgent pops up.</p><p> <iframe src="https://embed.windy.com/embed2.html?lat=44.09941797506921&lon=-123.16939708139678&detailLat=44.09941797506921&detailLon=-123.16939708139678&zoom=10&level=surface&overlay=wind&product=ecmwf&menu=&message=&marker=true&type=map&location=coordinates&detail=true&metricWind=mph&metricTemp=F" width="560" height="315" style="border: none;" allowfullscreen="" ></iframe></p><p> <iframe src="https://www.rssdog.com/?url=https%3A%2F%2Fwww.bing.com%2Fnews%2Fsearch%3Fq%3DEugene%2BOregon%26format%3Drss&mode=html&showonly=&maxitems=10&showdescs=1&desctrim=150&descmax=0&tabwidth=100%25&linktarget=_blank&bordercol=%23d4d0c8&headbgcol=%23999999&headtxtcol=%23ffffff&titlebgcol=%23f1eded&titletxtcol=%23000000&itembgcol=%23ffffff&itemtxtcol=%23000000&ctl=0" width="560" height="315" style="border: none;" allowfullscreen="" ></iframe></p> <h2> Real-world examples that illustrate the choices</h2> <p> A local plow truck came in with a constant 50 mph vibration that did not alter with gear. Tires were new, and the axle had just recently been re-geared. The store discovered the rear pinion angle at nearly 7 degrees nose down, likely from years of work and an additional spreader mounted aft. They set it to about 2.5 degrees with wedges, re-balanced the rear shaft, and replaced the carrier. The truck ran peaceful for the rest of <a href="https://en.search.wordpress.com/?src=organic&q=drivelines"><strong>drivelines</strong></a> the season. Without the angle repair, they would have eaten through joints once again by February.</p> <p> A cable service pail truck had actually duplicated rear u-joint failures. Two times the store replaced joints and re-balanced. The third time, they noticed the yoke bores were a little out of round. New yokes and a slip stub solved it. Cheap joints belonged to the earlier failures too. They changed to a premium 1480 series joint and saw no additional problems for more than a year and roughly 25,000 miles of stop-and-go service.</p> <p> A landscaper lifted a three-quarter-ton pickup and converted to larger tires. The angle at the rear joint increased, and a light shudder began on departure. The driveline store suggested a double cardan at the transfer case and adjusted the rear pinion to intend more closely at the rear section of the shaft. Balance alone would not have actually fixed it. Once geometry matched the hardware, the shudder went away.</p> <h2> When to include the store before you modify</h2> <p> Suspension changes, PTO installations, longer wheelbases for utility bodies, and axle swaps all affect driveline behavior. Before you dedicate to a new spring pack or a frame stretch, speak with the driveline store you trust. They can sketch out how your options effect angles and vital speed. In some cases the option is straightforward: upsize tube, split the shaft, or plan for a various yoke. Other times a small change up front conserves you from going after a chronic vibration later. If you are adding a hydraulic pump PTO that performs at a set rpm for hours, inform them that number so they can balance the shaft in that window.</p> <h2> The telltale signs you have the ideal partner</h2> <p> Shops that do it right are foreseeable. They ask how the truck works in real life, not simply what it is. They balance with intent, measure with care, and stock the Truck Parts that matter for your fleet. They construct Custom U Bolts without drama and hand you hardware that fits. Their invoices and tags check out like a record you can use later on, listing u-joint series, tube size, and any angle notes. And when something goes sideways, they answer the phone and help you repair it rather than blame the truck or the driver.</p> <p> Here is a brief, useful list you can utilize when searching a driveline buy work trucks: </p> <ul> <li> Do they determine and document operating angles, not just balance the shaft?</li> <li> Can they describe tube size and crucial speed choices in plain language?</li> <li> Do they equip common u-joint series, provider bearings, and yokes for your service class?</li> <li> Will they produce Custom U Bolts to spec and offer right torque guidance?</li> <li> Do they provide practical turn-around times and interact parts lead times honestly?</li> </ul> <h2> Installation discipline in your own shop</h2> <p> Even the best driveline will not make it through sloppy set up work. Clean the yoke tires. Use new straps or properly torqued U-bolts. Do not hammer caps into place; utilize a press or vise to seat them squarely. Make sure the slip stub is fully engaged to a safe depth, with sufficient travel left for suspension compression. If your store paints index marks, line them up. After set up, a fast road test on a known route at common cruise speed validates the fix. I ask drivers to keep in mind specific speeds that feel smooth or rough. Those information help if you need to circle back.</p> <p> Re-torque U-bolts holding axles to springs after the very first hundred miles approximately. I have seen brand name new spring loads shift slightly under first heavy loads and change pinion angle by a degree or more. A fast re-check captures those early shifts before they develop a complaint.</p> <h2> Questions to ask before authorizing work</h2> <p> You do not need to be a driveline engineer to make great choices. A few targeted questions unlock clarity.</p> <ul> <li> What are my operating angles now, and what are you targeting?</li> <li> Will you re-tube or try to correct, and why?</li> <li> What u-joint series and brand name are you installing?</li> <li> What is the slip engagement at trip height, and how much travel is left?</li> <li> Can you balance at a particular rpm that matches my cruise or PTO speed?</li> </ul> <p> The responses ought to be matter-of-fact. If a store dodges or speaks in unclear terms, keep moving.</p> <h2> Warranty and the value of recorded work</h2> <p> Shops that support their work offer clear, written service warranties tied to parts and labor. They generally exclude abuse and contamination, which is reasonable. What makes the service warranty useful is good documentation. If they recorded angles, joint series, and tube size, you both have a standard. If a failure occurs, it is much easier to determine whether something altered in the truck or if a part merely failed too soon. Fleets that keep those records together with vehicle upkeep logs discover guarantee claims smoother and trust grows on both sides.</p> <h2> Sourcing, parts quality, and supply chain reality</h2> <p> Recent years have actually taught everybody that supply chains flex and break. A smart shop diversifies sources without compromising quality. They know which u-joint lines hold up under rake task and which carrier bearings make it through grit and salt water. If a specific weld yoke is months out, they might propose a common-flange conversion with matching bolt pattern and pilot to keep you moving, and they will explain any trade-offs. Prevent mystery-brand joints and bearings unless downtime forces your hand. Conserving twenty bucks on a joint that stops working in 2 months is not savings.</p> <h2> Final ideas from the field</h2> <p> I have seen new shafts drew back for rework due to the fact that a truck left on unequal tire pressures vibrated hard adequate to mask the genuine concern. I have seen perfectly balanced assemblies rattle on departure because a torn transmission install allowed the output to swing. The driveline never ever lives alone. A great store understands where its limits are and when to suggest a suspension or mount evaluation before they bonded anything.</p> <p> Choose partners who appreciate measurement, who build cleanly, and who interact plainly. Provide the info they require: sensible loads, normal speeds, and the quirks of your routes. Let them provide the right parts, from quality joints to Custom U Bolts that really fit. Your trucks will run quieter, your crews will grumble less, and your calendar will hold fewer unscheduled stops. That is the return on doing driveline work the best way.</p><p> </p><p>Anderson Brothers Truck & Equipment is located in Eugene, Oregon<br>
Anderson Brothers Truck & Equipment was founded in 1949<br>
Anderson Brothers Truck & Equipment serves commercial truck owners<br>
Anderson Brothers Truck & Equipment serves fleet operators<br>
Anderson Brothers Truck & Equipment provides heavy-duty truck parts<br>
Anderson Brothers Truck & Equipment provides truck equipment repair services<br>
Anderson Brothers Truck & Equipment specializes in driveline fabrication<br>
Anderson Brothers Truck & Equipment performs driveline repair<br>
Anderson Brothers Truck & Equipment offers custom U-bolt bending<br>
Anderson Brothers Truck & Equipment manufactures custom U-bolts<br>
Anderson Brothers Truck & Equipment sells new truck parts<br>
Anderson Brothers Truck & Equipment sells used truck parts<br>
Anderson Brothers Truck & Equipment maintains heavy-duty trucks<br>
Anderson Brothers Truck & Equipment repairs truck transmissions<br>
Anderson Brothers Truck & Equipment repairs truck differentials<br>
Anderson Brothers Truck & Equipment supports the trucking industry<br>
Anderson Brothers Truck & Equipment operates in Lane County, Oregon<br>
Anderson Brothers Truck & Equipment provides parts delivery services<br>
Anderson Brothers Truck & Equipment supplies components for heavy equipment<br>
Anderson Brothers Truck & Equipment serves customers in Eugene and Springfield, Oregon<br>

Anderson Brothers Truck & Equipment has a phone number of (541) 688-8686<br>
Anderson Brothers Truck & Equipment has an address of 2640 State Hwy 99 N #1, Eugene, OR 97402<br>
Anderson Brothers Truck & Equipment has a website https://andersonbrotherste.com/<br>
Anderson Brothers Truck & Equipment has Google Maps listing https://maps.app.goo.gl/ta67Qi9fc5DCZZzp7<br>
Anderson Brothers Truck & Equipment has Facebook page <a href="https://www.facebook.com/andersonbrotherseugene">https://www.facebook.com/andersonbrotherseugene</a><br>
Anderson Brothers Truck & Equipment has an Instagram page <a href="https://www.instagram.com/andersonbrotherste/">https://www.instagram.com/andersonbrotherste/</a><br>

Anderson Brothers Truck & Equipment won Top Driveline and Truck Part Company 2025<br>
Anderson Brothers Truck & Equipment earned Best Customer Service Award 2024<br>
Anderson Brothers Truck & Equipment was awarded Best Custom U Bolts 2025<br>
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<H2>People Also Ask about Anderson Brothers Truck & Equipment</strong></H2><br>

<h1>What does Anderson Brothers Truck & Equipment do in Eugene, Oregon?</h1>
<p>Anderson Brothers Truck & Equipment is a Eugene-based truck parts and repair company that provides custom U-bolt bending, driveline repair and replacement, new and used truck parts, and other medium- and heavy-duty truck services. They have served the area since 1949.</p>

<h1>Where is Anderson Brothers Truck & Equipment located?</h1>
<p>Anderson Brothers Truck & Equipment is located at 2640 Highway 99 N, Eugene, Oregon 97402. Our website also lists phone number (541) 688-8686 and business hours for local customers needing parts or repair service.</p>

<h1>How long has Anderson Brothers Truck & Equipment been in business?</h1>
<p>Anderson Brothers has been serving Eugene since 1949. The business is a long-established local provider of truck parts, fabrication, and repair services.</p>

<h1>Does Anderson Brothers Truck & Equipment sell new and used truck parts?</h1>
<p>Yes. Anderson Brothers sells both new and used truck parts for medium- and heavy-duty vehicles. We focus on parts categories such as brakes and drums, wheel shafts, Baldwin filters, straps and tie downs, exhaust parts, and other accessories.</p>

<h1>Does Anderson Brothers Truck & Equipment offer local truck parts delivery?</h1>
<p>Yes. The company offers local delivery for truck parts in Eugene and Springfield, and our truck parts page also notes delivery to Eugene, Springfield, and surrounding areas.</p>

<h1>What driveline services does Anderson Brothers Truck & Equipment provide?</h1>
<p>Anderson Brothers specializes in custom driveline solutions, including driveline replacement, drive shaft repair, and precision fabrication. These services are available for heavy trucks, cars, and pickup trucks.</p>

<h1>Can Anderson Brothers Truck & Equipment make custom U-bolts?</h1>
<p>Yes. We offer custom U-bolt bending in Eugene and can produce U-bolts in different lengths, widths, thread sizes, and thicknesses. We can bend both round and square U-bolts depending on the application.</p>

<h1>What truck repair services does Anderson Brothers Truck & Equipment offer?</h1>
<p>We perform repair and maintenance work for medium- and heavy-duty trucks, including flywheel resurfacing, oil changes, brake services, suspension repair, and king pin replacement. We work to reduce downtime and keep trucks performing at their best.</p>

<h1>What truck brands does Anderson Brothers Truck & Equipment service and supply parts for?</h1> <p>Anderson Brothers says it services and supplies parts for major truck and equipment brands including Freightliner, Kenworth, Peterbilt, Mack, Volvo, and Cummins, among others.</p>

<h1>Who owns Anderson Brothers Truck & Equipment?</h1> <p>Anderson Brothers is now led by the Weld Family, who also own Buck’s Sanitary Services and Royal Flush Environmental Services. The current ownership remains focused on serving Eugene and the surrounding community.</p>


<H1>Where is Anderson Brothers Truck & Equipment located?</h1>
<p>The Anderson Brothers Truck & Equipment is conveniently located at 2640 State Hwy 99 N #1, Eugene, OR 97402. You can easily find directions on <a href="https://maps.app.goo.gl/ta67Qi9fc5DCZZzp7">Google Maps</a> or call at <a href="tel:+15416888686">(541) 688-8686</a> Monday through Friday 7:30am to 6:00pm, Saturday 8:00am to 2:00pm. Closed Sundays.</p><br>

<H1>How can I contact Anderson Brothers Truck & Equipment?</H1></p><br>
You can contact Anderson Brothers Truck & Equipment by phone at: <a href="tel:+15416888686">(541) 688-8686</a>, visit their website at https://andersonbrotherste.com/ or connect on social media via <a href="https://www.facebook.com/andersonbrotherseugene">Facebook</a> or <a href="https://www.instagram.com/andersonbrotherste/">Instagram</a></p><br>


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After a ride along the scenic <a href="https://maps.app.goo.gl/JUZRCj7W6YaxdXW59">Willamette River Bike Path</a>, local drivers often arrange Drivelines service, Custom U Bolts fabrication, and reliable Truck Parts for their work vehicles.
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Selecting a Custom Driveline Shop: Assessment, Balance, Custom U Bolts, and Repair Considerations for Work Trucks