While it may be true that spoilerons act differently on different aircraft, I stand behind my statement as stated given the information available at the time.
In support of Steve Woodruf's analysis:
I found out the hard way on my Hobbico Superstar 40. After a high G pull-out in a dive the wing shifted backward out of the saddle and required almost full up elevator to compensate.
In reality the entire wing incidence was changed not the effective incidence and without the increased spoileron drag.

Having dual aileron servos in my Advance 40 and my Magic I know from experience that raising both with the flap knob on my computer radio caused both aircraft to pitch up. The opposite occurred when both were lowered.
Please note that the Superstar 40 had a flat-bottom airfoil, the Advance 40 a semi-symmetrical, and the Magic, (I believe), also a semi-symmetrical airfoil. If memory serves correctly, the same was observed with my SuperChipmunk having a fully symmetrical airfoil.

Aerodynamics can be a very technical course of study but, some of it is just common sense.

No, lowering one will not cause that side to pitch down. The drag induced and the positive change in effective incidence will cause lift. But, we were not discussing just one side and this scenario is completely different than what was stated.

While it does make sense-strictly from an effective incidence aerodynamic perspective-that raising both will effectively decrease the overall incidence, the increased drag and subsequent downward force on the trailing edge of the wing will, as in the cases I've stated, cause the aircraft to pitch up.
It is possible however that a very minute change will not have the effect I described.

Steve, I don't think you looked at all of the factors involved. Disrupting an airfoil is not the same as changing it's actual incidence.

Daniel, if your horizontal stab's incidence was decreased, that would explain it. Your assumption is correct.
I know it would be easier to adjust the main wing's incidence through the use of shims but, your going to change the aircraft's intended flying attitude. You'll probably find that the aircraft will behave much differently at different speeds. While usually more difficult, changing the horizontal stab's incidence to it's original orientation will provide the best results.

If your instruction manual does not give you the engines thrust-line, wing incidence, and horizontal stab incidence in relation to the aircraft's centerline, give VMar a call and speak to a tech.

Gool Luck and let us know what you do and what happens!
Jeff

PS. Ever notice you usually need a little up elevator when using flaps and a little down when using spoilers?