[Bryce]

Originally Posted by 454SSguy

Thanks Bryce, I know trucks have alot of front suspension issues and if it's really this simple to cure alot of them then I'd like to get that info out there for everyone. My few questions I have on the adjustable UCA's like the SPC's are..

1) is it ok to mount them 1", 2", 3" off the frame? How far is too far?

I would not space it more than 1/2" due to bolt bending failure. I would run the LCA as long as possible and design the UCA to give the desired amount of camber gain and RC height.

2) I assume I should adjust the camber while I'm there, where do I want it?

Static setup:
I have mine set a -2.5* but I have an autocross car that can drive on the street. But 1* for a street car is normal. But this is going to be dependent on tire wear and overall handling.

Dynamic camber gain:
I setup the camber gain as a function of body roll. First calculate roll stiffness and determine how much body roll in degrees that you have at 1G lateral load. Then calculate the suspension compression at that body roll. Now you want your camber gain to match your body roll. This will ensure your tire has a good contact patch with the ground.

3)The angle of the arms top to bottom (as viewed from the front) affects the geometry greatly, what affect do the angle of the arms from front to back (as viewed from the top) have?

In top view the rotation axis of the control arms will affect caster gain. I like to make the parallel.

4) How much trouble will have I have with my new ball joints/spindles lining up? Will I have to swap spindles? (I would think not, if I just set up my jig from the stock spindle location)

You should be able to use the stock spindles. There might be geometry advantages going to a taller spindle but bumpsteer will also need to be minimized. I like to make sure ball joint is centered (no angle) at ride height, relative to the control arms.