Sturdy Driveline Rebuilds and Balancing: A Purchaser's Guide to Custom Fabricati

21 April 2026

Sturdy 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 cost, and driveline vibration has a method of making that cost climb. It begins as a hum under the floor or a mirror that blurs at 45 mph, then turns into u-joint heat, carrier bearing failure, and a service call on the shoulder. The stakes are not abstract. Excess vibration magnifies wear throughout the whole chassis. Tires scallop, transmission mounts split, differential pinion seals weep, and fuel economy drops half a mile per gallon. If you depend on a truck to earn, a clean-running driveline is a fundamental item.

You do not require to become a machinist to buy driveline work wisely. You do require to understand how quality appears, what tolerances matter, and how to sort a real rebuilder from somebody who is just painting rusty shafts and pressing in captive u-joints. This guide strolls 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 provide, and how to avoid pricey do-overs.
What a driveline does, and how sturdy modifications the rules
At its simplest, a driveline transmits turning power from the transmission or transfer case to the axle pinion. In heavy trucks and professional equipment the assembly typically covers cross countries and several joints. You may see a two-piece shaft with a carrier bearing on a highway tractor, or 3 pieces with an intermediate jackshaft under a mixer or dump truck. As length grows, so does the need for accurate positioning and balance. A few thousandths of an inch of runout that would be harmless in a brief automobile shaft can become a shaker when increased over 80 inches of tube and 2 or three joints.

Common components you will come across:
Tubes, typically 3.5 to 6 inches in size, with wall density from around 0.083 to 0.250 inch depending on torque and span. Weld yokes and slip yokes that mate to universal joints and splines. Universal joints, greasable or sealed, often with high-angle or full-round caps for severe service. Center or provider bearings for multi-piece drivelines. Flange yokes or companion flanges at the transmission and differential. Safety loops or guards in specific applications.
Heavy-duty brings much heavier torque pulsation from diesel engines, steeper angles from raised suspensions or heavy loads, and longer unsupported lengths. Those factors raise level of sensitivity to phasing, runout, and balance.
Classic signs, and what they mean
Vibration has signatures. Skilled techs can frequently think the source by frequency and car speed.

A constant buzz that appears at a specific roadway speed, independent of engine rpm, points to driveline imbalance or runout. It will frequently peak around an important shaft speed, then lessen or shift if you upshift and alter driveshaft rpm at a given road speed.

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

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

A drumming at 20 to 30 mph that vanishes above 40 frequently implicates a provider bearing support or a floppy center assistance bracket.

Not all shakes originate from drivelines. Tires with broken belts, bent wheels, out-of-round brake drums, bad engine mounts, or a harmed pinion yoke can complicate the image. Before authorizing a rebuild, it is fair to ask the shop to examine yoke pilots, flange face runout, and u-joint bores. A mindful store isolates the problem instead of hanging parts.
The rebuild, step by action, and what quality looks like
A proper rebuild starts with examination. The shop checks tube straightness, yoke bore wear, spline lash, and the match in between companion flanges. Many utilize a V-block and dial indicator, or they install the shaft in a lathe. Anything over about 0.010 inch overall indicated runout on a common highway-length tube is suspect. On long areas, target values are tighter.

Tube replacement prevails. If television is dented, kinked, greatly worn away, or split at the weld toe, it requires new steel. Excellent rebuilders stock DOM and electrical resistance bonded tube in common sizes and wall thicknesses, then cut to length, preparation on a lathe, and fit new weld yokes. Ask whether they use a mandrel to guarantee concentricity through the weld, and whether they straighten after welding. Heat input during welding can pull a tube out of true. Shops that avoid straightening end up going after balance weights later.

Phasing matters. U-joints should be aligned so that the input and output angular velocities cancel. On a single-piece shaft with 2 u-joints, the yokes at both ends ought to be in line. On multi-piece assemblies the phases repeat at each section referenced to the carrier bearing bracket. If a shaft was marked at disassembly, those witness marks guide phasing on reassembly. If a store returns your shaft without stage marks, inquire to add scribe marks or paint stripes. It saves time the next time the carrier bearing needs replacement.

U-joint options are not unimportant. Greasable joints are practical and can last a long period of time in fleet service, however every hole drilled for a zerk minimizes cross strength and can focus tension. Sealed sturdy joints with larger trunnions carry more load and typically run smoother. On highway tractors, a high quality sealed joint can run 300 to 500 thousand miles. On mixers, decline trucks, or rake trucks that see contamination and high angles, greasable full-round joints may be the sure thing. The key is consistent maintenance and avoiding inexpensive bearings with soft caps that stress in the yokes.

Slip splines deserve attention. If you feel notchiness as you compress the slip by hand, it is used. Look for polishing, broad lash, or dry rust on the male spline. Some applications utilize coated splines or dust boots to extend life. An oversize or long travel slip might be needed after wheelbase changes. It is much better to spec the ideal slip length than to trust a minimal 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, specifically under torque. When changing a provider, examine the bracket and shims, and verify the bracket is not bent. Even a few millimeters of balanced out can alter joint angles enough to feed vibration at highway speeds.

Once bonded and phased, the assembly goes to the balancer. That is where excellent stores different themselves.
What balancing really entails
Balancing is not a single number on a screen. It is a procedure of determining recurring unbalance and fixing it with weights specifically placed at one or more airplanes. Short, stiff shafts might just need single aircraft corrections near to the center of mass. Long durable drivelines typically need 2 airplane dynamic balancing. The balancer spins the shaft at a set speed and steps amplitude and angle of unbalance at each end. The operator then adds weight at prescribed clock angles.

Numbers differ by store and by shaft size, however a proficient target for a highway tractor shaft is typically in the series of a couple of gram inches to low ounce inches per airplane. The point is not the specific system, it is consistency and paperwork. If you request for balance reports, a serious shop can print or email them, including correction weights and their positions.

Critical speed is the killer that typically gets neglected. Every shaft has a speed where it wants to bow or whip. That speed depends upon length, size, wall thickness, assistance bearings, and product. You can estimate it roughly, but shops with experience understand to check anticipated service rpm versus important speed. They might upsize tube diameter to raise the margin, reduce spans with an included provider bearing, or modification tube thickness to change stiffness. Paint can hide sins, however it will not change important speed. If a truck comes back with a shaft that vibrates only in top equipment at highway speeds, and the vibration scales with speed however not load, crucial speed is suspect.

Weight style matters too. Weld-on pieces use strong retention in off-road service, however they can make complex future weld repair work and trap debris. Stick-on weights look tidy however can fly off in heat and oil. Ask the store how they secure weights and whether they seal over corrections to keep balance stable in service.

Finally, some issues require on-vehicle balancing. When a vibration reveals just under really specific load and speed windows, and a free-spinning shaft on a bench balancer looks fine, an on-truck balancer can reveal resonance in the put together system. Few shops do this frequently, however it is a mark of a diagnostician instead of a parts hanger.
Materials, fabrication, and the small information that add up
Tube quality drives service life. Drawn-over-mandrel tube offers a smooth inside size, tight tolerance, and good straightness. Electric resistance welded tube can work well in moderate service if the weld joint is managed and oriented regularly. On severe torque constructs, thicker walls tame deflection, however weight climbs up and vital speed drops for an offered size. Many professional drivelines live in between 0.120 and 0.188 inch wall, while very long periods or high torque setups utilize 0.219 or 0.250. There is no totally free lunch. Much heavier wall deals with abuse but demands attention to balance and speed limits.

Yoke metallurgy shows up when you tighten up straps or press bearings. Cheap cast yokes deform, and the cap tires oval out. Great yokes are forged and machined to spec. Look for tidy fillets, uniform finish in the bores, and no chatter on the clamp faces. If you run full-round joints with bearing straps, the bolt holes must not be stretched or out of round. On strap and bolt joints, reuse bolts just if they meet the maker's torque specification and are not necked.

Weld quality is visible. A consistent bead with appropriate width, free of undercut or porosity, informs you the welder controlled heat input. Excessive bluing or burned paint far beyond the joint mean poor heat control and likely tube distortion. After welding, truing is not optional. Aligning presses and dial indications come out before the shaft ever hits the balancer.

Phasing marks are complimentary to add and save aggravation down the road. So are paint dots on the caps that connect back to documented torque specs. Little touches like those associate with mindful balancing.
When custom fabrication is the best move
If you changed wheelbase, moved a transmission, switched 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 acquired a 20 inch stinger for a self-loader required a two-piece driveline with an included provider bearing to keep vital speed above cruise rpm. A dump truck with an aftermarket rubber block suspension squatted loaded and raised angles at the rear joint past 6 degrees. A larger diameter tube and high-angle u-joints brought angles and speed change into a safe zone. An older refuse truck with damaged crossmembers needed a new center assistance bracket. The shop produced a gusseted plate, then used shims to bring the carrier bearing back into airplane with the gearbox output.
Custom U Bolts enter the story earlier than numerous owners anticipate. Axle real estate seats, leaf spring loads, and aftermarket lift blocks tend to make custom U bolts https://maps.app.goo.gl/TMBK8ha8QNPKPjix9 standard rack U-bolts a dangerous guess. A proper U-bolt has the right bend radius to match the axle tube, rolled threads for strength at the root, proper leg length to record the stack with space for a couple of threads happy, and either zinc plating or a covering to slow deterioration. Bent-from-all-thread is a common corner cut that stops working early. Shops that make Custom U Bolts in-house take measurements from the actual axle and spring stack and bend on a press with the ideal dies. Torque matters here too. A heavy tandem axle can require 250 to 450 pound feet on U-bolt nuts. Without that clamping force, the axle can stroll and toss 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 rebuilt shaft without guessing
Shops can just construct what you ask for, and measurement errors result in pricey returns. When in doubt, an excellent rebuilder will crawl under the truck and step personally. If you must provide measurements yourself, use this brief checklist.
Record the automobile at trip height, on the ground, with common load. Procedure from flange face to flange face, not off the edges of the yokes. Note spline count and significant size on slip yokes. Count two times. Many appearance alike initially glance. Check pilot sizes and bolt patterns on buddy flanges. A millimeter error can prevent assembly. Capture u-joint series by determining cap size and period between yoke ears. Do not assume based on year or model. Document operating angles at each joint. A basic digital angle finder on the yokes and tube provides you the information to keep each joint under approximately 3 degrees for highway use, or to validate high-angle parts if needed.
If the chassis is incomplete or the angle will alter with last ride height, make that clear. A few included words on the work boss air ride pressure or empty versus packed position prevent surprises.
Choosing the right store, and what to ask before you buy
A few concerns separate the true driveline specialists from parts swappers and paint artists.
What balance technique do you utilize on sturdy drivelines, single aircraft or two plane, and can you provide balance reports if needed? What runout spec do you hold on finished tubes of my length? How do you appropriate weld pull, and do you correct before balancing? What tube stock and yokes do you use, and how do you pick wall thickness and diameter for important speed margin in my application? How do you phase and mark multi-piece drivelines relative to the carrier bearing bracket, and do you document u-joint torque specifications on return? What guarantee do you use on rebuilt drivelines, u-joints, and carrier bearings, and what failures are omitted, such as bent yokes from impact or running beyond angle limits?
Clear, specific responses are a great sign. So is a shop that decreases a task if your asked for geometry will run too close to critical speed. That type of pushback saves you road calls later.
Truck parts quality, and where to spend versus save
Not all Truck Parts carry equivalent weight in driveline health. You can typically save money on non-rotating brackets or safety loops. Spend carefully on the turning core.

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

Carrier bearings are another part where quality is visible. Look at the rubber isolator. Firm, uniform rubber with great bond lines and a husky bracket lives longer than thin rubber that sags in months. Bearings with proper seals and grease fill last. Buying a complete support that matches your frame bracket streamlines shimming and alignment.

Slip yokes and splines should match product and covering to the environment. In salt areas, a phosphate or nickel treatment can slow pitting. If you run heavy PTO use at odd angles, a slip with more engagement length decreases wear. As soon as the spline rocks, no quantity of grease will recover a smooth launch.

Companion flanges have pilots that center the joint. Wear here is subtle but severe. If the pilot gets wallowed, focusing shifts off the bolts and you will chase after balance permanently. Replace worn flanges instead of stacking tolerance on tolerance.

For non-rotating hardware, Custom U Bolts be worthy of the same respect as the rotating pieces. They keep the axle in place, which controls pinion angle under load. Quality U-bolts with proper nuts and solidified washers hold torque. Request rolled threads and verify 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 best well balanced shaft will shake if joint angles are incorrect. Universal joints do not transfer torque at continuous speed when angled. 2 joints in series, properly phased and at equivalent angles, cancel each other's speed variation. Problems arise when the angles vary, or when the center bearing in a multi-piece shaft sits off-plane.

For highway usage, keeping operating angle at each joint under about 3 degrees is an excellent rule. Under 1 degree is ideal but typically unwise with frame crossmembers and packaging. Vocational trucks that cycle suspension travel more must have low angles at small ride height to lower wear. Use a digital inclinometer to measure the transmission output, the shaft, and the pinion. The angle 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 must be square to the first shaft and in airplane 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 low frequency rumble. Numerous carriers install on slotted holes. Torque the fasteners with the truck at trip height and recheck after a hundred miles. Rubber unwinds, and shims can seat.

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

An uncomplicated single-piece highway driveline with new tube, two new u-joints, and dynamic balance frequently lands in the 500 to 1,200 dollar variety. A long, large size tube with premium joints may run higher. Multi-piece assemblies with a new carrier bearing, 3 joints, and alignment can range from 1,200 to 3,000 dollars depending on material and parts brand. Balance only, if your parts are sound, can be 150 to 400 dollars.

Turnaround times vary with workload and parts on hand. A store that stocks common tube sizes, weld yokes, and u-joints can turn a basic rebuild in a day or 2. Custom fabrication that alters diameter, adds a carrier bracket, or requires unusual yokes takes longer. Anticipate a week if parts need to be ordered.

If you need field service or on-vehicle balancing, consider travel and setup charges. Spending for a tech who brings an angle finder, torque wrench, and the judgment to state no to a bad geometry is seldom lost money.
Maintenance that keeps balance true
A balanced shaft can go out again if upkeep slips. Grease intervals for u-joints vary, but a practical rhythm for daily-use trade trucks is every 5 to 10 thousand miles, earlier in wet or infected environments. Purge old grease up until fresh appears at all four caps, then clean excess that can bring in grit. Do not forget the slip spline. A percentage of the correct grease on the male and inside the female reduces stick-slip shudder. Usage grease advised for splines, typically a moly blend.

Torque checks stop parts from walking. 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 slightly, rubber seats, and paint crushes. Confirming clamp load catches issues early. Tape these checks. If a strap bolt turns quickly after a short run, change it. Stretched bolts do not hold torque reliably.

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

Finally, treat balance weights with respect. If you see a missing weight or a fresh bare metal patch where a weight used to sit, get the shaft rebalanced before it takes out bearings.
Final buying advice
You can purchase driveline work the way individuals buy tires, by cost and availability, or you can purchase it the way fleets with low downtime do, by requirements and track record. Bring information. Angles, lengths, spline counts, and anticipated load help a good store construct as soon as and develop right. Request tolerances, not slogans. Anticipate to pay a little 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 be afraid of custom fabrication. If geometry modifications, custom beats compromise. That consists of Custom U Bolts for suspension integrity and right pinion angle. When you add a carrier bearing or modification tube diameter, have the store talk you through critical speed and the trade-offs in between tightness and weight. If they speak in specific numbers and useful restrictions, you are in great hands.

Drivelines are not glamorous Truck Parts. They do their best work unnoticed. 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 shopping at Valley River Center https://maps.app.goo.gl/eWnDeTueUnwBSMtG7, commercial truck operators often stop nearby for professional Drivelines service, Custom U Bolts, and essential Truck Parts.