Choosing a Custom Driveline Store: Inspection, Balance, Custom U Bolts, and Repa

07 April 2026

Choosing a Custom Driveline Store: Inspection, Balance, Custom U Bolts, and Repair Considerations for Work Trucks

<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>

<strong>Business Hours</strong><br>
<meta itemprop="openingHours" content="Mo-Fr 07:30-18:00">
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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>
<li>Sunday: Closed</li>

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Work trucks earn their keep under load, not on stands. When vibration begins sneaking in at 45 to 55 miles per hour, when a center carrier 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 negligent one is the difference 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 has to begin every cold morning in January, you appreciate who touches your driveline.

This guide focuses on examination, balance, Custom U Bolts, and repair decisions with the realities of work trucks in mind. The information matter. Drivelines reside in a geometry issue that changes with every load, every suspension tweak, and every used bushing. The right shop comprehends that and behaves accordingly.
What quality appears like in a driveline shop
The finest driveline attires are part machine shop, part diagnostic laboratory. They measure twice, document angles, and ask questions about how the truck actually works. A decent shop is neat where it counts. Their balancers are tidy and maintained, their V-blocks are true, and you can see old shafts tagged by customer and condition. You will see yoke protectors on ended up pieces, labels on tubing sizes, and a rack of weld yokes and slip stubs that cover the common service classes from light-duty half heaps to Class 7 and 8.

Staff is the biggest inform. If the counter person requests for running angles and wheelbase rather than just a VIN, you remain in excellent hands. If a tech strolls the truck with you, takes a look at axle wrap proof on the springs, and keeps in mind a dented tube half-hidden by an exhaust heat guard, much better still. I trust stores that can discuss why a double cardan was selected for a lifted service body F-350, and why a long single-piece may be the better route 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.
The stakes for work trucks
A buzzing driveline is more than a convenience concern. Vibration chews through u-joints and pinion seals, loosens fasteners, and tiredness tubes. On multi-piece drivelines, a failing center assistance bearing can turn an easy service see into a crossmember and floor repair if it releases at speed. Downtime expenses quickly stack up: one day off a task for a bucket truck or a dump can cost several thousand dollars in between lost billable hours and rescheduling. Invest a bit more up front on a shop that examines appropriately, and you buy back quiet, safe miles and fewer roadside headaches.
Inspection that surpasses the bench
You can identify quite a bit before you ever pull the shaft. First, a roadway 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 can be found in stable at a particular miles per hour across all gears, it typically points at the shaft. If it reoccurs with throttle input, take a look at pinion angle modifications and u-joint brinelling.

Under the truck, try to find witness marks. Intense rings at the u-joint caps suggest spinning caps due to loose straps or improperly sized bearing caps. Rust dust at the cups is a giveaway for dry joints. A wet band around the tube a foot from the weld can hide a slight damage that altered wall density, which will toss balance off even if runout steps marginally within specification. A good shop will clean up television, call it up in V-blocks, and examine total indicated runout along multiple points, not simply at the ends.

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 stores that pry the carrier carefully to simulate load, checking for extreme motion or rubber tearing. The bearing itself need to spin without gritty feel. If you have a truck that tows heavy or carries a crane body, the provider sees more pounding than the spec sheet expects. Replacing it preemptively while the shaft is down is typically cheaper than duplicating labor later.
Measuring and recording angles
Geometry ruins more driveshafts than bad parts. A solid store documents angles and sets a target based on the truck's purpose. They will place 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 generally 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 behavior. A raised work truck that still carries heavy material often needs a various strategy than a mall spider. More angle equates to more speed variation in the joint, which requires to be canceled by an equivalent and opposite angle elsewhere. Miss this, and you will go after phantom vibrations for weeks.

Shops that build for fleets frequently fabricate basic adjustable shims or advise pinion wedges to satisfy angle targets. You may hear them recommend a double cardan in the front of a four-wheel-drive chassis if the drop from transfer case to front differential is extreme. In the back of a greatly packed truck with a leaf spring pack, they might prepare for crammed angles to be slightly various than unloaded ones. That is truthful attention to utilize case, not a one-size answer.
Balance is not simply a maker reading
Dynamic balancing on a modern-day balancer is essential, but it is not the entire video game. A shaft can be perfectly balanced at the incorrect angle set or with a stiff slip that binds under torque, and the truck will still shake. Great shops check runout, phase, and spline fit before they spin the shaft. They mark all yokes and tube ends so reassembly lands in the same clocking. If they re-tube, they line up yokes specifically in phase and validate weld integrity and straightness before balancing. When the balancing weights go on, they must use tack welds and last welds that do not overheat and misshape the tube.

Balance specs differ by service class. For light-duty trucks, you typically see tolerances on the order of a couple of gram-inches. For heavy shafts, the absolute numbers are bigger, but the principle is the very same: achieve smooth operation across the typical operating rpm range. A shop that asks your cruising speeds, PTO rpm, and whether the truck hangs around in low variety reveals they understand the window they need to strike. Years ago, I watched a balancer tech add two small weights 180 degrees apart to tweak a shaft destined for a community sewer jetter truck that sat at 2,400 shaft rpm for extended periods. They tested it at that target rpm rather than simply at a standard low speed, which conserved the city crew a lot of cabin buzz.
Material options, yokes, and functional components
Truck drivelines are not glamorous, but the parts menu matters. Tubes come in several diameters and wall thicknesses. A longer wheelbase service truck with a welder and crane perched aft needs appropriate stiffness to prevent important speed issues. An excellent store will calculate or at least recommendation critical speed guidelines and will recommend upsizing tube diameter or wall density if the current build is limited. They may even suggest converting a long single-piece shaft to a two-piece with a provider to raise the safe operating rpm margin.

U-joints are available in various series with needle bearing counts and bearing cap diameters matched to the torque load. Off-brand joints with careless tolerances will end up costing more. For work trucks, I choose premium joints with strong crosses and zerk fittings where practical, but sealed sturdy joints have their location in mud and grit if maintenance compliance is poor. The shop needs to ask how your trucks are greased and at what periods. If they never see a grease weapon, sealed may outlast ignored serviceables.

Carrier bearings, slip yokes, flange yokes, and splines all deserve attention. Extreme play at the slip will simulate an out-of-balance shaft. Rusty or galled splines bind, which loads joints unpredictably. If a yoke is pitted at the seal surface area, replacing it while the shaft is down conserves a return for a leakage. Good shops stock the typical Truck Parts that wear the most: u-joints in the typical 1310, 1330, 1350, 1410, 1480 series and their sturdy variants, carrier bearings for popular fleet chassis, and weld yokes and tube yokes that match OEM dimensions.
Custom U Bolts and proper clamping
Loose or misfit U-bolts ruin new work. Axle U-bolts hold leaf packs to the axle and indirectly control pinion angle under load. Used, extended, or incorrect-diameter U-bolts allow the axle to stroll on the spring pack, changing angles and causing vibration. On top of that, yoke strap bolts and U-bolts at the pinion yoke need precise torque and tidy threads to avoid spinning caps.

A store that offers Custom U Bolts can conserve 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 packs or an aftermarket axle swap, this service is necessary. You need to see them take measurements, verify leg <strong><em>drivelines</em></strong> https://en.wikipedia.org/wiki/?search=drivelines length and inside width, and inquire 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. A proper shop will emphasize that and, if they are installing, will paint-mark nuts so you can see if anything withdraw during early use.
Repair or replace: discovering the inflection point
Not every shaft is worthy of a full rebuild. In some cases a basic re-balance and fresh joints suffice. Other times a re-tube is smarter. The decision sits on a couple of realities: tube condition, yoke wear, service history, and cost versus downtime. If a tube has a crease, even shallow, I favor replacement. Creases focus tension and tend to split later on. If yokes are egged or the bearing cap bores have actually elongated, you will chase cap spin no matter how tight you torque. Change the yokes because case, or keep a spare shaft all set to go.

On older fleet trucks that see salt, changing the slip stub and spline can bring back a lot of lost smoothness. You can feel the distinction when the slip moves like it should. A store with a reasonable inventory can typically turn a re-tube and new slip in a day. Complete custom or uncommon flanges can stretch that to several days while parts ship. I keep an extra shaft for the worst culprits in a fleet because pulling an extra from the rack beats waiting when a bearing takes off midweek.
Turnaround, logistics, and communication
Time is a resource. A shop that promises the world without requesting context makes me anxious. For a basic u-joint and balance on a one-piece shaft, same day is typically possible if you call ahead. For a two-piece with carrier and yoke replacement, next day is realistic. Totally custom constructs, oddball flanges, or hard-to-source weld yokes can take three to 5 service days. If a store discusses this in advance, you can prepare truck rotations.

I appreciate shops that identify shafts with orientation arrows, u-joint series, and torque specs on the return. Easy directions reduce install 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 a tech out with an angle finder to confirm, or they will coach your mechanics through the measurements by phone. That level of communication reduce misdiagnosis and saves both sides a headache.
Field measurement done right
If you are buying a custom shaft or altering wheelbase, the measurements you give the store drive the develop. Getting it incorrect by even half an inch can result in insufficient spline engagement or bottoming the slip under compression. A measured, repeatable technique matters.

Use a great tape, get the truck on its weight, and if you can, load it the way 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 shop can predict operating angles. On two-piece shafts, measure from flange to provider install and after that provider to pinion. If your leaf springs are tired and arch modifications under load, tell the shop; they can factor that into slip length and angle choices. A little extra spline travel can save you from bottoming out when you struck a pothole while loaded.
The economics: what you must anticipate to spend
Numbers differ by area and supply, however general varieties assist preparation. A balance and u-joint replacement on a light-duty one-piece shaft might run a few hundred dollars, depending on joint quality. Re-tubing with new weld yokes and a fresh balance can extend into the mid hundreds. Add a carrier bearing and you will see a bit more labor and parts expense. On medium-duty equipment, larger series joints and much heavier tube boost prices. Custom U Bolts are generally a modest line item, but they are critical when you need them very same day. I avoid the most affordable parts bin. A failed bargain u-joint on a crammed truck in traffic is a bad trade.

Downtime costs more than parts most days. If a slightly higher parts costs purchases reliability and a service warranty you can enforce, it often pencils out. Some shops offer fleet prices or focus on industrial accounts. If you bring them constant, tidy measurements and install their work carefully, they will prioritize you when something urgent pops up.
Real-world examples that show the choices
A community rake truck can be found in with a steady 50 miles per hour vibration that did not alter with gear. Tires were new, and the axle had just recently been re-geared. The shop discovered the rear pinion angle at almost 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 changed the carrier. The truck ran peaceful for the rest of the season. Without the angle fix, they would have penetrated joints once again by February.

A cable television service pail truck had duplicated rear u-joint failures. Twice the store changed joints and re-balanced. The 3rd time, they saw the yoke bores were slightly out of round. New yokes and a slip stub fixed it. Low-cost joints became part of the earlier failures too. They switched to a premium 1480 series joint and saw no additional concerns for more than a year and roughly 25,000 miles of stop-and-go service.

A landscaper lifted a three-quarter-ton pickup and converted to larger tires. The angle at the rear joint increased, and a light shudder started on takeoff. The driveline shop advised a double cardan at the transfer case and adjusted the rear pinion to intend more closely at the rear area of the shaft. Balance alone would not have actually solved it. When geometry matched the hardware, the shudder went away.
When to involve the store before you modify
Suspension modifications, PTO setups, longer wheelbases for energy bodies, and axle swaps all affect driveline behavior. 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 choices effect angles and critical speed. In some cases the option is simple: upsize tube, divided the shaft, or prepare for a different yoke. Other times a small modification up front saves you from chasing after a persistent vibration later. If you are adding a hydraulic pump PTO that performs at a set rpm for hours, inform them that number so they can balance the shaft because window.
The telltale signs you have the ideal partner
Shops that do it right are foreseeable. They ask how the truck operates in real life, not simply what it is. They balance with intent, procedure with care, and stock the Truck Parts that matter for your fleet. They develop Custom U Bolts without drama and hand you hardware that fits. Their invoices and tags read like a record you can use later on, listing u-joint series, tube size, and any angle notes. And when something goes sideways, they respond to the phone and help you repair it rather than blame the truck or the driver.

Here is a short, practical checklist you can utilize when hunting a driveline shop for work trucks:
Do they determine and record running angles, not simply balance the shaft? Can they explain tube size and vital speed options in plain language? Do they equip typical u-joint series, provider bearings, and yokes for your service class? Will they produce Custom U Bolts to spec and provide correct torque guidance? Do they offer practical turnaround times and interact parts lead times honestly? Installation discipline in your own shop
Even the very best driveline will not endure sloppy install work. Clean the yoke tires. Utilize new straps or properly torqued U-bolts. Do not hammer caps into place; utilize a press or vise to seat them directly. Make sure the slip stub is fully engaged to a safe depth, with adequate travel left for suspension compression. If your store paints index marks, line them up. After set up, a fast roadway test on a known path at common cruise speed confirms the fix. I ask drivers to note particular speeds that feel smooth or rough. Those information help if you need to circle back.

Re-torque U-bolts holding axles to springs after the very first hundred miles or two. I have seen brand new spring loads shift somewhat under first heavy loads and change pinion angle by a degree or more. A fast re-check captures those early shifts before they create a complaint.
Questions to ask before licensing work
You do not need to be a driveline engineer to make great decisions. A couple of targeted questions unlock clarity.
What are my operating angles now, and what are you targeting? Will you re-tube or attempt to align, and why? What u-joint series and brand are you installing? What is the slip engagement at ride height, and how much travel is left? Can you balance at a specific rpm that matches my cruise or PTO speed?
The responses should be matter-of-fact. If a shop dodges or speaks in unclear terms, keep moving.
Warranty and the worth of recorded work
Shops that back up their work deal clear, written guarantees connected to parts and labor. They generally exclude abuse and contamination, which is fair. What makes the guarantee beneficial is great documentation. If they recorded angles, joint series, and tube size, you both have a standard. If a failure takes place, it is simpler to figure out whether something changed in the truck or if a part just failed prematurely. Fleets that keep those records alongside automobile maintenance logs find warranty claims smoother and trust grows on both sides.
Sourcing, parts quality, and supply chain reality
Recent years have actually taught everyone that supply chains flex and break. A clever store diversifies sources without compromising quality. They know which u-joint lines hold up under plow task and which carrier bearings endure grit and salt water. 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 describe any trade-offs. Prevent mystery-brand joints and bearings unless downtime forces your hand. Conserving twenty bucks on a joint that fails in two months is not savings.
Final ideas from the field
I have seen new shafts pulled back for rework due to the fact that a truck left on unequal tire pressures vibrated hard adequate to mask the real concern. I have actually seen perfectly well balanced assemblies rattle on launch due to the fact that a torn transmission mount permitted the output to swing. The driveline never ever lives alone. A great store knows where its borders are and when to suggest a suspension or mount examination before they weld anything.

Choose partners who respect measurement, who develop cleanly, and who communicate clearly. Give them the details they require: sensible loads, typical speeds, and the quirks of your routes. Let them provide the ideal parts, from quality joints to Custom U Bolts that actually fit. Your trucks will run quieter, your teams will grumble less, truck parts https://community.fandom.com/wiki/User:Adeneudgqo and your calendar will hold less unscheduled stops. That is the return on doing driveline work the best 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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Those enjoying a drink at Ninkasi Brewing Company https://maps.app.goo.gl/XHvWPgbejjHQ2zB66 are not far from specialists who provide Drivelines repair, Custom U Bolts fabrication, and dependable Truck Parts.