The other thing about RF balancers I've wondered about, since I own and know how to use one is, that the load roller is only 10 inches diameter.
But the Earth and the roads are a whopping 7,917.5 miles, which is what the tire sees in real life. Along with all of the bumps.
This is a real problem because you can get both False Positives and False Negatives.
False Positives are tires that measure low, but are, in fact, high. This can make diagnosing a vibration very difficult as the only clue you have is the vibration. Everything else measures OK.
False Negatives are tires that measure high, but are, in fact, low. This is why some tire manufacturers will not accept warranty returns when the only symptom is a high RoadForce value. That may be what the OP is about - a shop that knows that measuring the RF doesn't guarantee a vibration free ride, and they need to verify there is a vibration before they return the tire to the manufacturer for credit - so they just put the tire on and deal with the situation when the customer returns.
So how do tire manufacturers deal with this? First, they have much more sophisticated, accurate, and faster machines called Tire Uniformity Graders (TUG's) These machines have 36" diameter wheels and only measure tire uniformity and can, in less than 60 seconds, measure the uniformity and conicity, and cull off tires above certain values. Because of the larger wheel, the values they get are closer to the actual values experienced by the vehicle. That should really reduce the amount of false readings.
But the bigger problem is that Hunter builds in some preselected maximums into the software. We know that certain vehicles are more sensitive than the preselects - like the Miata example above. We also know that some vehicles are less sensitive than the preselects, so using the machine to sort tires isn't such a good idea.