Durable Driveline Rebuilds and Balancing: A Purchaser's Guide to Custom Fabricat

18 May 2026

Durable Driveline Rebuilds and Balancing: A Purchaser's Guide to Custom Fabrication and Truck Parts Quality

<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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Downtime has a rate, and driveline vibration has a way of making that price climb. It begins as a hum under the flooring or a mirror that blurs at 45 miles per hour, then becomes u-joint heat, provider bearing failure, and a service get in touch with the shoulder. The stakes are not abstract. Excess vibration magnifies wear across the whole chassis. Tires scallop, transmission mounts split, differential pinion seals weep, and fuel economy drops half a mile per gallon. If you depend upon a truck to earn, a clean-running driveline is a fundamental item.

You do not need to end up being a machinist to buy driveline work wisely. You do need to understand how quality appears, what tolerances matter, and how to sort a real rebuilder from somebody who is simply painting rusty shafts and pushing in captive u-joints. This guide walks through the procedure and the choices, from measurement and phasing to balancing and custom parts. It covers where custom fabrication makes sense, what great shops deliver, and how to avoid pricey do-overs.
What a driveline does, and how durable modifications the rules
At its easiest, a driveline transfers rotating power from the transmission or transfer case to the axle pinion. In heavy trucks and vocational equipment the assembly typically spans fars away and multiple joints. You may see a two-piece shaft with a carrier bearing on a highway tractor, or three pieces with an intermediate jackshaft under a mixer or discard truck. As length grows, so does the requirement for precise alignment and balance. A few thousandths of an inch of runout that would be safe in a brief automotive shaft can become a shaker when increased over 80 inches of tube and two or three joints.

Common parts you will experience:
Tubes, typically 3.5 to 6 inches in diameter, with wall density from around 0.083 to 0.250 inch depending upon torque and span. Weld yokes and slip yokes that mate to universal joints and splines. Universal joints, greasable or sealed, sometimes with high-angle or full-round caps for severe service. Center or carrier bearings for multi-piece drivelines. Flange yokes or companion flanges at the transmission and differential. Safety loops or guards in certain applications.
Heavy-duty brings heavier torque pulsation from diesel engines, steeper angles from lifted suspensions or heavy loads, and longer unsupported lengths. Those factors raise level of sensitivity to phasing, runout, and balance.
Classic symptoms, and what they mean
Vibration has signatures. Knowledgeable techs can typically guess the source by frequency and automobile speed.

A consistent buzz that appears at a specific road speed, independent of engine rpm, indicate driveline imbalance or runout. It will frequently peak around a vital shaft speed, then taper off or shift if you upshift and alter driveshaft rpm at a given road speed.

A cyclic growl or rumble that modifications on throttle tip-in may be a u-joint brinelling in one airplane. Heat at a single cap, dry rust powder under a u-joint strap, or micro-spalling inside the caps verifies it.

A shudder on launch, then smooth travelling, tends to be an angle problem or a used slip spline binding as the suspension moves.

A drumming at 20 to 30 miles per hour that disappears above 40 frequently links a provider bearing assistance or a floppy center assistance bracket.

Not all shakes come from drivelines. Tires with damaged belts, bent wheels, out-of-round brake drums, bad engine installs, or a harmed pinion yoke can complicate the photo. Before licensing a rebuild, it is fair to ask the shop to examine yoke pilots, flange face runout, and u-joint bores. A careful store isolates the issue rather of hanging parts.
The rebuild, step by action, and what quality looks like
A correct rebuild starts with examination. The shop checks tube straightness, yoke bore wear, spline lash, and the match in between buddy flanges. A lot of use a V-block and dial sign, or they mount the shaft in a lathe. Anything over about 0.010 inch total indicated runout on a typical highway-length tube is suspect. On long areas, target values are tighter.

Tube replacement prevails. If television is dented, kinked, greatly worn away, or broken at the weld toe, it requires new steel. Great rebuilders stock DOM and electrical resistance bonded tube in common sizes and wall densities, then cut to length, preparation on a lathe, and fit new weld yokes. Ask whether they utilize a mandrel to guarantee concentricity through the weld, and whether they correct the alignment of after welding. Heat input throughout welding can pull a tube out of true. Shops that skip correcting end up chasing after balance weights later.

Phasing matters. U-joints need to be aligned so that the input and output angular velocities cancel. On a single-piece shaft with two u-joints, the yokes at both ends ought to remain in line. On multi-piece assemblies the stages repeat at each area referenced to the provider bearing bracket. If a shaft was marked at disassembly, those witness marks guide phasing on reassembly. If a shop returns your shaft without phase marks, ask to add scribe marks or paint stripes. It conserves time the next time the carrier bearing needs replacement.

U-joint choices are not insignificant. Greasable joints are practical and can last a long period of time in fleet service, but every hole drilled for a zerk lowers cross strength and can concentrate stress. Sealed durable joints with larger trunnions bring more load and often run smoother. On highway tractors, a high quality sealed joint can run 300 to 500 thousand miles. On mixers, decline trucks, or plow trucks that see contamination and high angles, greasable full-round joints may be the sure thing. The secret corresponds maintenance and avoiding inexpensive bearings with soft caps that fret in the yokes.

Slip splines are worthy of attention. If you feel notchiness as you compress the slip by hand, it is worn. Search for polishing, large lash, or dry rust on the male spline. Some applications use layered splines or dust boots to extend life. An oversize or long travel slip might be required after wheelbase modifications. It is better to spec the ideal slip length than to trust a limited engagement that tears out under axle wrap.

Carrier bearings fail in two methods. The rubber isolator rips or collapses, or the bearing itself brinnells. Either can cause alignment shifts, particularly under torque. When changing a provider, examine the bracket and shims, and validate the bracket is not bent. Even a few millimeters of balanced out can change joint angles enough to feed vibration at highway speeds.

Once bonded and phased, the assembly goes to the balancer. That is where great stores separate themselves.
What balancing truly entails
Balancing is not a single number on a screen. It is a process of determining recurring unbalance and remedying it with weights exactly placed at one or more airplanes. Short, stiff shafts may only need single plane corrections near the center of mass. Long heavy-duty drivelines normally need 2 plane vibrant balancing. The balancer spins the shaft at a set speed and procedures amplitude and angle of unbalance at each end. The operator then includes weight at prescribed clock angles.

Numbers differ by store and by shaft size, however a competent target for a highway tractor shaft is frequently in the variety of a couple of gram inches to low ounce inches per aircraft. The point is not the exact system, it is consistency and documents. If you request balance reports, a severe shop can print or email them, consisting of correction weights and their positions.

Critical speed is the killer that typically gets neglected. Every shaft has a speed where it wishes to bow or whip. That speed depends on length, diameter, wall density, assistance bearings, and product. You can approximate it roughly, but stores with experience know to check anticipated service rpm against critical speed. They might upsize tube size to raise the margin, shorten periods with an included carrier bearing, or change tube density to alter tightness. Paint can conceal sins, however it will not change vital speed. If a truck comes back with a shaft that vibrates just in leading gear at highway speeds, and the vibration scales with speed but not load, crucial speed is suspect.

Weight design matters too. Weld-on pieces use strong retention in off-road service, but they can complicate future weld repair work and trap debris. Stick-on weights look neat but can fly off in heat and oil. Ask the shop how they secure weights and whether they seal over corrections to keep balance steady in service.

Finally, some problems need on-vehicle balancing. When a vibration reveals only under extremely specific load and speed windows, and a free-spinning shaft on a bench balancer looks fine, an on-truck balancer can expose resonance in the put together system. Few shops do this frequently, however it is a mark of a diagnostician rather than a parts hanger.
Materials, fabrication, and the small details that add up
Tube quality drives life span. Drawn-over-mandrel tube gives a smooth inside diameter, tight tolerance, and good straightness. Electric resistance welded tube can work well in moderate service if the weld joint is managed and oriented consistently. On extreme torque builds, thicker walls tame deflection, however weight climbs up and crucial speed drops for an offered diameter. Lots of professional drivelines live between 0.120 and custom U bolts https://maps.app.goo.gl/LV9gBdKKdpu4fiSp7 0.188 inch wall, while long periods or high torque setups utilize 0.219 or 0.250. There is no totally free lunch. Heavier wall deals with abuse however needs attention to balance and speed limits.

Yoke metallurgy appears when you tighten up straps or press bearings. Inexpensive cast yokes warp, and the cap tires oval out. Excellent yokes are forged and machined to spec. Try to find tidy fillets, consistent surface in the bores, and no chatter on the clamp deals with. If you run full-round joints with bearing straps, the bolt holes need to not be extended or out of round. On strap and bolt joints, reuse bolts only if they satisfy the maker's torque spec and are not necked.

Weld quality shows up. An uniform bead with correct width, free of undercut or porosity, informs you the welder managed heat input. Excessive bluing or burned paint far beyond the joint hints at poor heat control and likely tube distortion. After welding, truing is not optional. Correcting presses and dial indicators come out before the shaft ever strikes the balancer.

Phasing marks are totally free to include and conserve disappointment down the road. So are paint dots on the caps that connect back to documented torque specifications. Little touches like those associate with mindful balancing.
When custom fabrication is the right move
If you altered wheelbase, moved a transmission, swapped an axle ratio with a various pinion offset, or added a PTO, stock parts may not fit or carry out. Custom fabrication shines when geometry modifications. Examples from the store floor:
A logging truck that got a 20 inch stinger for a self-loader required a two-piece driveline with an included provider bearing to keep important speed above cruise rpm. A dump truck with an aftermarket rubber block suspension squatted packed and raised angles at the rear joint past 6 degrees. A bigger diameter tube and high-angle u-joints brought angles and speed fluctuation into a safe zone. An older refuse truck with broken crossmembers needed a new center assistance bracket. The store made a gusseted plate, then used shims to bring the provider bearing back into plane with the transmission output.
Custom U Bolts enter the story quicker than lots of owners anticipate. Axle housing seats, leaf spring loads, and aftermarket lift obstructs tend to make standard rack U-bolts a dangerous guess. A correct U-bolt has the ideal bend radius to match the axle tube, rolled threads for strength at the root, appropriate leg length to record the stack with room for a few threads happy, and either zinc plating or a finishing to slow deterioration. Bent-from-all-thread is a typical corner cut that fails early. Shops that make Custom U Bolts internal take measurements from the actual axle and spring stack and bend on a press with the best passes away. Torque matters here too. A heavy tandem axle can call for 250 to 450 pound feet on U-bolt nuts. Without that securing force, the axle can walk and throw pinion angle into chaos. If your driveline developed vibration right after spring work, put a torque wrench on every U-bolt, then recheck angles.
How to measure for a new or reconstructed shaft without guessing
Shops can only build what you ask for, and measurement mistakes cause pricey returns. When in doubt, a great rebuilder will crawl under the truck and step face to face. If you should provide measurements yourself, utilize this brief checklist.
Record the vehicle at trip height, on the ground, with typical load. Step from flange face to flange face, not off the edges of the yokes. Note spline count and significant size on slip yokes. Count twice. Many look alike in the beginning glance. Check pilot diameters and bolt patterns on buddy flanges. A millimeter error can avoid assembly. Capture u-joint series by measuring cap size and span between yoke ears. Do not presume based upon year or model. Document operating angles at each joint. A simple digital angle finder on the yokes and tube provides you the data to keep each joint under roughly 3 degrees for highway usage, or to validate high-angle parts if needed.
If the chassis is insufficient or the angle will change with final trip height, make that clear. A few added words on the work boss air trip pressure or empty versus crammed stance avoid surprises.
Choosing the right shop, and what to ask before you buy
A couple of questions separate the true driveline experts from parts swappers and paint artists.
What balance technique do you utilize on durable drivelines, single aircraft or more aircraft, and can you supply balance reports if needed? What runout spec do you hang on completed tubes of my length? How do you correct weld pull, and do you correct the alignment of before balancing? What tube stock and yokes do you use, and how do you choose wall thickness and diameter for crucial speed margin in my application? How do you phase and mark multi-piece drivelines relative to the provider bearing bracket, and do you document u-joint torque specs on return? What warranty do you offer on rebuilt drivelines, u-joints, and carrier bearings, and what failures are excluded, such as bent yokes from impact or running beyond angle limits?
Clear, particular responses are a good indication. So is a shop that decreases a task if your requested geometry will run too close to important speed. That type of pushback saves you road calls later.
Truck parts quality, and where to spend versus save
Not all Truck Parts bring equal weight in driveline health. You can often save cash on non-rotating brackets or security loops. Invest thoroughly on the rotating core.

U-joints sit at the top of the quality stack. Trustworthy brand names hold tolerances on cap size and trunnion finish. Low-cost joints included careless needles that pound into dust and caps that worry in the yoke. If rate appears too excellent, it is. In employment fleets, a failed joint generally takes straps, caps, and sometimes ears with it. The resulting downtime overshadows the savings.

Carrier bearings are another part where quality shows up. Look at the rubber isolator. Company, consistent rubber with great bond lines and a sturdy bracket lives longer than thin rubber that sags in months. Bearings with proper seals and grease fill last. Buying a total support that matches your frame bracket streamlines shimming and alignment.

Slip yokes and splines need to match product and coating to the environment. In salt regions, a phosphate or nickel treatment can slow pitting. If you run heavy PTO use at odd angles, a slip with more engagement length lowers wear. Once the spline rocks, no amount of grease will recuperate a smooth launch.

Companion flanges have pilots that focus the joint. Wear here is subtle but major. If the pilot gets wallowed, focusing shifts off the bolts and you will go after balance permanently. Replace used flanges rather than stacking tolerance on tolerance.

For non-rotating hardware, Custom U Bolts should have the same regard as the turning pieces. They keep the axle in location, which manages pinion angle under load. Quality U-bolts with appropriate nuts and hardened washers hold torque. Request for rolled threads and confirm surface. In fleets that service gravel or off-road, a coat of paint or wax on exposed threads spends for itself.
Angles, trip height, and multi-piece alignment
Even the very best well balanced shaft will shake if joint angles are incorrect. Universal joints do not send torque at consistent speed when angled. Two joints in series, properly phased and at equal angles, cancel each other's speed variation. Issues develop when the angles vary, or when the center bearing in a multi-piece shaft sits off-plane.

For highway use, keeping operating angle at each joint under about 3 degrees is an excellent rule. Under 1 degree is perfect however frequently impractical with frame crossmembers and product packaging. Employment trucks that cycle suspension travel more must have low angles at small ride height to reduce wear. Use a digital inclinometer to measure the transmission output, the shaft, and the pinion. The angle in between the shaft and each yoke face is what matters. Do not presume frame level equates to angle correct.

On two-piece drivelines, the center bearing need to be square to the very first shaft and in aircraft with the output. A shim stack that is off by even a small amount sets the second shaft at an odd angle and adds a radio frequency rumble. Lots of providers mount on slotted holes. Torque the fasteners with the truck at ride height and recheck after a hundred miles. Rubber relaxes, and shims can seat.

Suspension modifications complicate whatever. Air ride that runs a different pressure empty versus filled will alter pinion angle in service. A lift that uses blocks without pinion angle correction can press a rear joint beyond its delighted variety. Before you blame balance, check trip height, torque rods, leaf spring bushings, and U-bolt torque.
Cost, turnaround, and practical expectations
Prices move with region and supply, however typical ranges hold across shops that do cautious work.

A straightforward single-piece highway driveline with new tube, 2 new u-joints, and dynamic balance frequently lands in the 500 to 1,200 dollar range. A long, big diameter tube with premium joints might run higher. Multi-piece assemblies with a new provider bearing, three joints, and alignment can range from 1,200 to 3,000 dollars depending upon material and parts brand. Balance only, if your parts are sound, can be 150 to 400 dollars.

Turnaround times vary with work and parts on hand. A store that stocks typical tube sizes, weld yokes, and u-joints can turn a basic rebuild in a day or more. Custom fabrication that changes size, includes a carrier bracket, or needs unusual yokes takes longer. Anticipate a week if parts need to be ordered.

If you require field service or on-vehicle balancing, factor in travel and setup charges. Paying for a tech who brings an angle finder, torque wrench, and the judgment to state no to a bad geometry is rarely wasted money.
Maintenance that keeps balance true
A balanced shaft can head out again if upkeep slips. Grease intervals for u-joints differ, but a practical rhythm for daily-use occupation trucks is every 5 to 10 thousand miles, faster in wet or contaminated environments. Purge old grease until fresh appears at all 4 caps, then clean excess that can attract grit. Do not forget the slip spline. A small amount of the proper grease on the male and inside the female decreases stick-slip shudder. Usage grease suggested for splines, frequently a moly blend.

Torque checks stop parts from strolling. After any driveline service, put a torque wrench on strap bolts, carrier bearing fasteners, and Custom U Bolts at 50 to 100 miles. Straps extend somewhat, rubber seats, and paint crushes. Validating clamp load captures issues early. Tape these checks. If a strap bolt turns quickly after a brief run, change it. Extended bolts do not hold torque reliably.

Keep an eye on seals and installs. A pinion seal that starts weeping might be a result, not a cause. Vibration hammers seals and bearings. Engine and transmission installs that droop transfer more motion into the shaft. Change per schedule or at the first indication of cracking.

Finally, deal with balance weights with regard. If you notice a missing weight or a fresh bare metal spot where a weight used to sit, get the shaft rebalanced before it takes out bearings.
Final purchasing advice
You can buy driveline work the way individuals purchase tires, by price and accessibility, or you can buy it the method fleets with low downtime do, by spec and track record. Bring data. Angles, lengths, spline counts, and anticipated load help a great store build once and construct right. Request for tolerances, not mottos. Expect to pay a bit more for tight balancing, straight tubes, and recorded phasing. It pays back in less callbacks and less time on the shoulder.

When work broadens beyond an easy rebuild, do not hesitate of custom fabrication. If geometry modifications, custom beats compromise. That consists of Custom U Bolts for suspension stability and proper pinion angle. When you add a provider bearing or modification tube size, have the store talk you through crucial speed and the trade-offs in between stiffness and weight. If they speak in particular numbers and practical restraints, you remain in great hands.

Drivelines are not attractive Truck Parts. They do their finest work undetected. With the ideal choices and a store that appreciates the thousandths, they will remain that way.

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 https://www.facebook.com/andersonbrotherseugene https://www.facebook.com/andersonbrotherseugene<br>
Anderson Brothers Truck & Equipment has an Instagram page https://www.instagram.com/andersonbrotherste/ https://www.instagram.com/andersonbrotherste/<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>

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.

<h1>Where is Anderson Brothers Truck & Equipment located?</h1>

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.

<h1>How long has Anderson Brothers Truck & Equipment been in business?</h1>

Anderson Brothers has been serving Eugene since 1949. The business is a long-established local provider of truck parts, fabrication, and repair services.

<h1>Does Anderson Brothers Truck & Equipment sell new and used truck parts?</h1>

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.

<h1>Does Anderson Brothers Truck & Equipment offer local truck parts delivery?</h1>

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.

<h1>What driveline services does Anderson Brothers Truck & Equipment provide?</h1>

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.

<h1>Can Anderson Brothers Truck & Equipment make custom U-bolts?</h1>

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.

<h1>What truck repair services does Anderson Brothers Truck & Equipment offer?</h1>

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.

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

<h1>Who owns Anderson Brothers Truck & Equipment?</h1>
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.

<H1>Where is Anderson Brothers Truck & Equipment located?</h1>

The Anderson Brothers Truck & Equipment is conveniently located at 2640 State Hwy 99 N #1, Eugene, OR 97402. You can easily find directions on Google Maps https://maps.app.goo.gl/ta67Qi9fc5DCZZzp7 or call at (541) 688-8686 tel:+15416888686 Monday through Friday 7:30am to 6:00pm, Saturday 8:00am to 2:00pm. Closed Sundays.
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<H1>How can I contact Anderson Brothers Truck & Equipment?</H1>
<br>
You can contact Anderson Brothers Truck & Equipment by phone at: (541) 688-8686 tel:+15416888686, visit their website at https://andersonbrotherste.com/ or connect on social media via Facebook https://www.facebook.com/andersonbrotherseugene or Instagram https://www.instagram.com/andersonbrotherste/
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After a ride along the scenic Willamette River Bike Path https://maps.app.goo.gl/JUZRCj7W6YaxdXW59, local drivers often arrange Drivelines service, Custom U Bolts fabrication, and reliable Truck Parts for their work vehicles.