2025 Toyota Tundra — Wheel Alignment Specifications

Quick reference

Important: Toyota publishes alignment specs by VIN/trim, wheel/tire package, and load condition. Use the Toyota Repair Manual for the exact preferred values and ranges for your specific 2025 Tundra. Do not substitute the below guidance for OEM data.

Adjustability

The 2025 Toyota Tundra (’22+ platform) uses a double-wishbone front suspension and a multi-link solid rear axle with coil springs and a track bar. Factory adjustability is as follows:

• Front camber: Adjustable from the factory via eccentric cam bolts at the lower control arm pivots. There is enough range to correct most stock-height trucks that have not been bent or lifted.
• Front caster: Adjustable from the factory via the same lower control arm eccentric cams. Many technicians target the higher end of the OEM caster range (still within spec) to improve on-center stability, especially with larger tires. Always remain within Toyota’s specified range.
• Front toe: Adjustable via the tie-rod sleeves/inner tie rods. Set total toe to the OEM preferred value for your specific VIN.
• Front SAI/KPI: Not adjustable. Out-of-spec SAI typically indicates bent knuckle/strut, control arm, or cradle shift.
• Rear camber/toe: Not adjustable from the factory on the solid rear axle. If rear camber or toe is out of spec, suspect a bent axle housing, mislocated axle, worn/bent links, or collision damage.
• Thrust angle: Not directly adjustable. An out-of-spec thrust angle on this platform is corrected by recentring the axle laterally and longitudinally (component replacement), repairing collision damage, or using aftermarket adjustable links/track bar when appropriate.

Recommended adjustment hardware

Most stock 2025 Tundras can be brought into spec with the OEM eccentrics. When components are seized, damaged, or the truck has been modified (level kit/lift, heavy accessories), these parts are commonly used by shops:

• OEM replacement eccentric cam bolt kits for the front lower control arms (to restore seized/rusted adjusters). Always torque with the vehicle at ride height.
• Aftermarket upper control arms with corrected ball-joint/uni-ball geometry for lifted trucks (commonly used to regain lost caster and proper camber curve).
• Offset/eccentric bushings for additional fine-tuning when the factory range is insufficient (used judiciously and within safety limits).
• Adjustable rear track bar (panhard bar) to re-center the axle laterally after a lift and help minimize thrust-angle issues. Note: does not change rear toe or camber on a solid axle.
• Replacement rear suspension links/bushings if thrust angle or axle squareness cannot be achieved within OEM limits due to wear or collision damage.

Choose name-brand components (e.g., SPC, Whiteline, reputable OE suppliers) sized specifically for the 2022–2025 Tundra platform.

Symptoms of bad alignment

• Inner-edge wear on front tires: Often excessive negative camber and/or toe-out. The edge will look sharp and the tread blocks thin rapidly on the inside.
• Outer-edge wear on front tires: Excessive positive camber and/or toe-in. The outer shoulder rounds off and heats up.
• Feathering/scalloping across the tread: Primarily a toe problem. Run your hand across the tread; it will feel smooth one way and sharp the other.
• Pull or drift, crooked steering wheel: Caster split, camber imbalance, or thrust-angle misalignment. Also check tire pressure and radial pull before adjusting.
• Rear tire scrub or dog-tracking: Thrust angle not near zero; axle not square to the chassis or track bar geometry off after a lift.

Alignment-related wear can be accelerated by underinflation, worn shocks/ball joints/tie rods, or wheel bearing play. Always fix mechanical issues first, then align.

When to align

• After replacing steering/suspension parts (tie rods, control arms, shocks/struts, bushings, wheel bearings).
• After installing a level kit or lift, changing upper control arms, or adding heavy accessories that change ride height.
• After new tires, or if you rotated tires and noticed a pull or noise change.
• After a curb/pothole impact or off-road incident.
• Annually or every 12,000–15,000 miles on trucks that see rough roads or heavy loads.

Typical alignment cost

• Four-wheel alignment (measurement and front adjustments): typically $120–$200 in most markets for a half-ton/three-quarter-ton pickup. Pricing varies by region.
• Additional labor for seized cam bolts, eccentric replacement, or cradle/axle shifts can add $100–$300+. Aftermarket arm/track bar setup is additional.
• Post-lift alignment packages often run $180–$300 depending on hardware and time needed to achieve caster targets within OEM range.

Because Toyota publishes multiple spec sets by configuration, your technician should pull the exact values from the Toyota service information using your VIN and set camber, caster, and toe to the preferred values when possible.

Find a trusted alignment shop on Repairius.