Mostly, the additional force needed to turn means there is additional force on the rack, I assume.
Alignment specs after SPC UCA install
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Mostly, the additional force needed to turn means there is additional force on the rack, I assume.
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I could be wrong, but I don’t think increased caster is what kills racks in these trucks. I don’t really think that’s a worry.
I love the feel of 3*-4* or more of caster on the Hwy.
Appreciate it. Most I've run is 2.5 before. Will see how this goes for awhile.
Sorry to dredge up an old thread but I had read through here when I first bought my SPCs and installed them. I did a home alignment, then went to the alignment shop today to double check my work.
After two hours of waiting, they said that they couldn't adjust the camber or caster while there was weight on the wheels. Their alignment rack has built in lifts but they weren't tall enough to get my tires off the rack. He handed me the sheet and said my camber and toe is fine but my caster was way out of line
Is it really true that the higher is better? The factory service manual says ~3.25 is the top end. I'm on setting B currently, I could go to setting A to have higher caster or go to setting B if I really do need to be within factory specs on camber. I just don't really know enough about the pros and cons to make an educated decision
The only downside that I know of for more caster is the steering is harder to turn.
Positives - Tracks straighter on the road. Steering returns to center faster/easier.
Negatives - Harder to turn.
Positive or Negative depending on personal preferences - More caster = Less Darty/Wander, Less Caster = The Opposite.
For comparison - The C7 Vette has like 7 from the factory.
Owners who actually track them lower it to make it more darty/responsive.
Cool, thanks for the advice. I wasn't sure if the geometry change between the upper ball join and lower would cause more wear on any components with that higher caster. I think I'll just leave it where its at instead of increasing caster more. I'm only rubbing a little when reversing and plan on chopping back of the wheel wells for larger tires anyways
Just a data point. When I replaced my SPC upper ball joint assemblies to the V3, I took it to a shop where one of the techs has a lot of experience with SPC UCAs on Toyotas and here's where he set stuff.
I think this is your issue. The vehicle should be under its own weight when adjusting these and when taking those measurements.
That's how I adjusted it at home. The sheet I posted above is fine, I mainly posted to see if there was any downsides to upping my caster beyond the potential rubbing.. just my previous experience with messing with drivetrain geometry makes me feel like having caster too high might lead to premature wear of some of the suspension components