Alignment specs post lift

I finally got an alignment done after the lift was installed (887s w/ Bilsteins and HS drivers side spacer and Deaver AAL). Also SPC UCAs were installed. It doesn't appear they made any adjustment to the upper ball joint because my paint mark is still intact. Can any alignment pros check out these specs? There seems to be more vibrations after the alignment.

 

Alignment will not fix a vibration. Sorry.

 

Are you having issues with a pull? Generally speaking on lifted 4x4 trucks you want a bigger caster split that usual. That explains why he has a -.6 caster split. Looks like the tech did a good job to me. He could've got your camber a little more closer to zero if possible but still pretty good

 

Is the "actual" numbers what you ended up with, if so it looks off..

attached is the print out of my last alignment, you want the camber # high to help handling, but vibrations are usually associated with wheels-out of balance.

 

I know next to nothing about alignment numbers and such. Why is it that it seems like everyone's passenger side caster is higher than the driver side? Mine is similar... so much so that my passenger side front tire is about an inch closer towards the firewall (AFT) side of the fender than the driver side is. This results in my driver side rubbing hardly at all while my passenger side rubs a ton. Was thinking about going back to the shop and seeing if they could adjust just the passenger side to move the tire forward in the wheel well-- but I don't know if this would screw everything up. Not trying to hijack the thread am just curious. Unfortunately I don't have my print out. :/

 

I just find it amusing to see solid rear axles change with a front alignment. Caster, maybe, but...

 

That amount is minuscule. The wind probably blew the head a little. Happens.

 

Yeah it seems to pull to the left slightly but that could have been the road I was on. I know alignment and vibration usually have no correlation but I was wondering if the process of during an alignment had something to do with it (i.e. loose nut). I had a pretty bad vibration on the way to work this morning that wasn't there before the alignment. Strange enough it seems to be gone now.

 

Agreed. I'm assuming since they're SPC arms there is PLENTY of room to deduct camber so I'm sure it was possible, but they always seem to shoot for ~.5+ camber for some reason. I'd prefer -0- but I'm a snob.

Margin of error also comes into play. +/- a point is normal even for a solid axle where there is technically no adjustment and no adjustment made.

 

Vibration may be due to driveline angle. Look into the carrier bearing drop

 

i think there's more to the story. the report shows you have a toe-out alignment, more out on the left. factory specs have toe-in 0.05deg. toe-out will get a slightly unstable highway drive, just a bit, and more toe-out on the left will get you wandering to the left. if the vibe is gone it may have been your tires scrubbing in wear patterns on the tires with the revised alignment. either way i would get the toe corrected for a stable, safe, and self-entering drive on the highway.

that's called a caster split, and usually has 0.5 of additional caster on the passenger side to compensate for road crowning on the highway, but this isn't as common as they old days. if you do a lot of highway driving especially on two lane narrow roads that are crowned them it may be helpful.

for a general truck alignment I'd also zero the camber and take the caster between 3-5deg for driveability if you do any highway driving.