Choosing a Custom Driveline Shop: Evaluation, Balance, Custom U Bolts, and Repair Factors To Consider for Work Trucks

2026-07-14T04:25:56Z

Arthiwokgf: 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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<h2 itemprop="name">Anderson Brothers Truck & Equipment</h2>
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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> Work trucks earn their keep under load, not on stands. When vibration begins creeping in at 45 to 55 mph, when a center provider groans on departure, or a yoke slings grease and dust like confetti, performance falls off a cliff. A good driveline store keeps your iron moving. The distinction between a capable store and a reckless one is the difference in between a week of callbacks and a year of quiet miles. If you spec and service fleets, or you run a single-ton dump that needs to begin every cold morning in January, you appreciate who touches your driveline.</p> <p> This guide focuses on assessment, balance, Custom U Bolts, and repair choices with the realities of work trucks in mind. The details matter. Drivelines reside in a geometry problem that alters with every load, every suspension tweak, and every worn bushing. The right shop understands that and behaves accordingly.</p> <h2> What quality looks like in a driveline shop</h2> <p> The best driveline attires are part machine shop, part diagnostic lab. They measure two times, file angles, and ask concerns about how the truck in fact works. A decent store is neat where it counts. Their balancers are tidy and kept, their V-blocks hold true, and you can see old shafts tagged by client 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 heaps to Class 7 and 8. </p> <p> Staff is the biggest tell. If the counter person requests operating angles and wheelbase rather than simply a VIN, you remain in excellent hands. If a tech walks the truck with you, takes a look at axle wrap proof on the springs, and notes a dented tube half-hidden by an exhaust heat guard, better still. I trust shops that can discuss why a double cardan was selected for a lifted service body F-350, and why a long single-piece might be the much better path for a Class 6 box truck with a low trip height and a long wheelbase. There are compromises, and they will say them out loud.</p> <h2> The stakes for work trucks</h2> <p> A buzzing driveline is more than a comfort problem. Vibration chews through u-joints and pinion seals, loosens up fasteners, and tiredness tubes. On multi-piece drivelines, a failing center support bearing can turn an easy service check out into a crossmember and flooring repair if it releases at speed. Downtime costs quickly stack up: one day off a task for a container truck or a dump can cost numerous thousand dollars between lost billable hours and rescheduling. Spend a bit more in advance on a shop that inspects properly, and you redeem quiet, safe miles and fewer roadside headaches.</p> <h2> Inspection that goes beyond the bench</h2> <p> You can detect quite a bit before you ever pull the shaft. First, a road test tells the speed at which the vibration appears, which hints at whether it is first-order driveshaft speed, tire speed, or an engine harmonic. If the vibration is available in stable at a particular miles per hour across all gears, it typically points at the shaft. If it reoccurs with throttle input, look at pinion angle changes and u-joint brinelling.</p> <p> Under the truck, try to find witness marks. Brilliant 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 free <a href="https://andersonbrotherste.com/contact-us/">custom U bolts Anderson Brothers Truck & Equipment</a> gift for dry joints. A moist band around television a foot from the weld can conceal a minor dent that altered wall density, which will throw balance off even if runout steps partially within spec. A good shop will clean the tube, dial it up in V-blocks, and inspect total indicated runout along several points, not just at the ends.</p> <p> On two-piece drivelines, a center provider bearing complicates the image. The rubber isolator can look fine at rest, yet collapse under torque. I like shops that pry the carrier gently to simulate load, looking for excessive movement or rubber tearing. The bearing itself ought to spin without gritty feel. If you have a truck that tows heavy or carries a crane body, the carrier sees more pounding than the spec sheet prepares for. Replacing it preemptively while the shaft is down is often more affordable than repeating labor later.</p> <h2> Measuring and recording angles</h2> <p> Geometry ruins more driveshafts than bad parts. A solid store documents angles and sets a target based on the truck's function. They will position an inclinometer on the transmission output, the driveshaft tube, and the pinion yoke. On multi-piece shafts, they do the very same on both sections and reference the provider bracket to the frame. The goal is typically 1 to 3 degrees of running angle at each joint with parallel or near-parallel output and pinion lines, correcting for engine mount droop and rear suspension habits. A lifted work truck that still transports heavy material frequently needs a various strategy than a shopping center spider. More angle equates to more speed variation in the joint, which requires to be canceled by an equivalent and opposite angle somewhere else. Miss this, and you will chase phantom vibrations for weeks.</p> <p> Shops that build for fleets frequently make easy adjustable shims or advise pinion wedges to meet angle targets. You might hear them suggest 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 crammed truck with a leaf spring pack, they may plan for crammed angles to be a little various than unloaded ones. That is sincere attention to use case, not a one-size answer.</p> <h2> Balance is not just a device reading</h2> <p> Dynamic balancing on a modern balancer is vital, however it is not the whole video game. A shaft can be completely stabilized at the wrong angle set or with a stiff slip that binds under torque, and the truck will still shake. Good stores inspect runout, phase, and spline fit before they spin the shaft. They mark all yokes and tube ends so reassembly lands in the very same clocking. If they re-tube, they align yokes specifically in stage and verify weld stability and straightness before balancing. When the balancing weights go on, they must utilize tack welds and final welds that do not get too hot and misshape the tube.</p> <p> Balance specifications differ by service class. For light-duty trucks, you often see tolerances on the order of a couple of gram-inches. For heavy shafts, the absolute numbers are larger, however the concept is the same: achieve smooth operation throughout the typical operating rpm variety. A store that asks your cruising speeds, PTO rpm, and whether the truck hangs around in low variety shows they understand the window they should strike. Years back, I saw a balancer tech include two small weights 180 degrees apart to tweak a shaft predestined for a local sewage system jetter truck that sat at 2,400 shaft rpm for long periods. They evaluated it at that target rpm instead of simply at a standard low speed, which conserved the city team a lot of cabin buzz.</p> <h2> Material options, yokes, and serviceable components</h2> <p> Truck drivelines are not attractive, however the parts menu matters. Tubes are available in several sizes and wall thicknesses. A longer wheelbase service truck with a welder and crane perched aft requires sufficient stiffness to avoid important speed issues. A good store will calculate or a minimum of reference important speed standards and will suggest upsizing tube diameter or wall thickness if the existing construct is marginal. They may even suggest 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 various series with needle bearing counts and bearing cap diameters matched to the torque load. Off-brand joints with careless tolerances will wind up costing more. For work trucks, I prefer premium joints with solid crosses and zerk fittings where useful, but sealed durable joints have their place in mud and grit if maintenance compliance is poor. The store ought to ask how your trucks are greased and at what intervals. If they never ever see a grease weapon, sealed might outlast neglected serviceables.</p> <p> Carrier bearings, slip yokes, flange yokes, and splines all should have attention. Extreme 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 area, changing it while the shaft is down conserves a comeback for a leakage. Excellent shops stock the typical Truck Parts that wear the most: u-joints in the common 1310, 1330, 1350, 1410, 1480 series and their durable variants, provider bearings for popular fleet chassis, and weld yokes and tube yokes that match OEM dimensions.</p> <h2> Custom U Bolts and correct clamping</h2> <p> Loose or misfit U-bolts destroy new work. Axle U-bolts hold leaf packs to the axle and indirectly control pinion angle under load. Worn, stretched, 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 demand accurate torque and tidy threads to avoid spinning caps.</p> <p> A store that provides Custom U Bolts can save a day or more when a truck is paralyzed. 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 vital. You ought to see them take measurements, confirm leg length and inside width, and ask about torque specs. For a medium-duty truck, U-bolt torque numbers can hit triple digits in foot-pounds, and re-torque after 100 to 500 miles is not optional. An appropriate store will highlight that and, if they are installing, will paint-mark nuts so you can see if anything backs off during early use.</p> <h2> Repair or replace: finding the inflection point</h2> <p> Not every shaft deserves a full rebuild. In some cases a simple re-balance and fresh joints suffice. Other times a re-tube is smarter. The decision rests on a few truths: tube condition, yoke wear, service history, and expense versus downtime. If a tube has a crease, even shallow, I lean toward replacement. Creases focus stress and tend to break later on. If yokes are egged or the bearing cap bores have extended, you will chase cap spin no matter how tight you torque. Change the yokes in that case, or keep an extra shaft all set to go.</p> <p> On older fleet trucks that see salt, replacing the slip stub and spline can restore a lot of lost smoothness. You can feel the distinction when the slip moves like it should. A store with a sensible inventory can frequently turn a re-tube and new slip in a day. Complete custom or unusual flanges can stretch that to numerous days while parts ship. I keep a spare shaft for the worst offenders in a fleet due to the fact that pulling an extra from the rack beats waiting when a bearing blows up midweek.</p> <h2> Turnaround, logistics, and communication</h2> <p> Time is a resource. A shop that guarantees the world without requesting context makes me worried. For a standard u-joint and balance on a one-piece shaft, very same day is typically possible if you call ahead. For a two-piece with carrier and yoke replacement, next day is reasonable. Completely custom develops, oddball flanges, or hard-to-source weld yokes can take 3 to 5 organization days. If a shop describes this up front, you can plan truck rotations.</p> <p> I appreciate shops that identify shafts with orientation arrows, u-joint series, and torque specifications on the return. Easy directions lower set up errors. Some compose angle targets on the work order and hand you a copy. When there is a believed angle issue on the truck, they may send out a tech out with an angle finder to confirm, or they will coach your mechanics through the measurements by phone. That level of interaction cuts down misdiagnosis and conserves both sides a headache.</p> <h2> Field measurement done right</h2> <p> If you are purchasing a custom shaft or changing wheelbase, the measurements you bring to the shop drive the build. Getting it incorrect by even half an inch can result in inadequate spline engagement or bottoming the slip under compression. A determined, repeatable technique matters.</p> <p> Use a good tape, get the truck on its weight, and if you can, load it the method it generally runs. Measure 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 style connections. Take angles at each yoke so the store can predict operating angles. On two-piece shafts, step from flange to carrier install and then provider to pinion. If your leaf springs are tired and arch changes under load, inform the store; they can factor that into slip length and angle options. A little additional spline travel can conserve you from bottoming out when you hit a hole while loaded.</p> <h2> The economics: what you ought to anticipate to spend</h2> <p> Numbers differ by region and supply, however basic varieties assist preparation. A balance and u-joint replacement on a light-duty one-piece shaft might run a few hundred dollars, depending upon joint quality. Re-tubing with new weld yokes and a fresh balance can extend into the mid hundreds. Include a provider bearing and you will see a bit more labor and parts expense. On medium-duty equipment, larger series joints and much heavier tube increase rates. Custom U Bolts are typically a modest line product, however they are important when you require them very same day. I avoid the most affordable parts bin. A failed bargain u-joint on a crammed truck in traffic is a poor trade.</p> <p> Downtime costs more than parts most days. If a slightly higher parts expense purchases dependability and a warranty you can impose, it typically pencils out. Some stores provide fleet rates or prioritize commercial accounts. If you bring them consistent, tidy measurements and install their work thoroughly, they will prioritize you when something immediate pops up.</p><p> <img src="https://lh3.googleusercontent.com/p/AF1QipMB_s9pOTs2SLI7ntiqroJiCP60Y1JuAd2_v4xS=s1360-w1360-h1020-rw" style="max-width:500px;height:auto;" ></img></p> <h2> Real-world examples that show the choices</h2> <p> A local plow truck can be found in with a consistent 50 miles per hour vibration that did not change with equipment. Tires were new, and the axle had actually recently been re-geared. The shop 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 remainder of the season. Without the angle fix, they would have penetrated joints again by February.</p> <p> A cable service container truck had actually duplicated rear u-joint failures. Twice the store changed joints and re-balanced. The third time, they discovered the yoke bores were a little out of round. New yokes and a slip stub fixed it. Cheap joints were part of the earlier failures too. They changed to a premium 1480 series joint and saw no more problems for more than a year and roughly 25,000 miles of stop-and-go service.</p> <p> A landscaper raised a three-quarter-ton pickup and converted to bigger 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 changed the rear pinion to intend more carefully at the rear area of the shaft. Balance alone would not have actually solved it. When geometry matched the hardware, the shudder went away.</p><p> <img src="https://andersonbrotherste.com/wp-content/uploads/2024/12/anderson-brothers-baldwin-filters.webp" style="max-width:500px;height:auto;" ></img></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> <h2> When to involve the shop before you modify</h2> <p> Suspension changes, PTO installations, longer wheelbases for energy bodies, and axle swaps all affect driveline habits. Before you devote to a new spring pack or a frame stretch, speak with the driveline shop you trust. They can sketch out how your options effect angles and crucial speed. In some cases the solution is straightforward: upsize tube, divided the shaft, or prepare for a various yoke. Other times a small modification up front saves you from chasing after a chronic vibration later on. If you are adding a hydraulic pump PTO that performs at a set rpm for hours, tell them that number so they can balance the shaft because window.</p> <h2> The indicators you have the best partner</h2> <p> Shops that do it best are predictable. They ask how the truck works in reality, not just 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 billings and tags check out like a record you can use later, listing u-joint series, tube size, and any angle notes. And when something goes sideways, they respond to the phone and assist you repair it instead of blame the truck or the driver.</p> <p> Here is a short, practical checklist you can utilize when searching a driveline purchase work trucks: </p> <ul> <li> Do they determine and document operating angles, not simply balance the shaft?</li> <li> Can they explain tube size and critical speed choices in plain language?</li> <li> Do they equip typical u-joint series, carrier bearings, and yokes for your service class?</li> <li> Will they make Custom U Bolts to spec and supply proper torque guidance?</li> <li> Do they provide practical turn-around times and communicate parts lead times honestly?</li> </ul> <h2> Installation discipline in your own shop</h2> <p> Even the very best driveline will not survive careless install work. Clean the yoke tires. Use new straps or properly torqued U-bolts. Do not hammer caps into location; utilize a press or vise to seat them squarely. Ensure the slip stub is totally engaged to a safe depth, with adequate travel left for suspension compression. If your shop paints index marks, line them up. After set up, a fast roadway test on a recognized route at normal cruise speed validates the fix. I ask motorists to note particular speeds that feel smooth or rough. Those details help if you need to circle back.</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> <p> Re-torque U-bolts holding axles to springs after the first hundred miles or two. I have seen brand name new spring loads shift a little under first heavy loads and change pinion angle by a degree or more. A fast re-check catches those early shifts before they create a complaint.</p> <h2> Questions to ask before licensing work</h2> <p> You do not need to be a driveline engineer to make good decisions. 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 attempt to correct the alignment of, 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 just how much travel is left?</li> <li> Can you balance at a specific rpm that matches my cruise or PTO speed?</li> </ul> <p> The answers ought to be matter-of-fact. If a shop evades or speaks in vague terms, keep moving.</p> <h2> Warranty and the value of documented work</h2> <p> Shops that back up their work deal clear, written guarantees tied to parts and labor. They normally exclude abuse and contamination, which is fair. What makes the warranty useful is good paperwork. If they taped angles, joint series, and tube size, you both have a standard. If a failure occurs, it is easier to figure out whether something altered in the truck or if a part simply failed prematurely. Fleets that keep those records together with lorry maintenance logs find 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 responsibility and which provider bearings survive grit and brine. If a specific weld yoke is months out, they may 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 dollars on a joint that stops working in 2 months is not savings.</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> Final thoughts from the field</h2> <p> I have actually seen brand-new shafts pulled back for rework since a truck left on unequal tire pressures vibrated hard adequate to mask the genuine issue. I have actually seen completely well balanced assemblies rattle on launch due to the fact that a torn transmission mount permitted the output to swing. The driveline never lives alone. A good store understands where its limits are and when to recommend a suspension or mount examination before they bonded anything.</p> <p> Choose partners who appreciate measurement, who construct cleanly, and who interact clearly. Give them the info they need: realistic loads, common speeds, and the peculiarities of your routes. Let them provide the right parts, from quality joints to Custom U Bolts that actually fit. Your trucks will run quieter, your teams will complain less, and your calendar will hold less unscheduled stops. That is the return on doing driveline work the ideal way.</p><p> <img src="https://andersonbrotherste.com/wp-content/uploads/2024/12/u-bolts-for-sale-eugene.webp" style="max-width:500px;height:auto;" ></img></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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Choosing a Custom Driveline Shop: Evaluation, Balance, Custom U Bolts, and Repair Factors To Consider for Work Trucks