Bora Hub Centric Wheel Spacers | Precision-Engineered Fitment
Our hub centric wheel spacers are precision-machined from billet aluminum to deliver factory-level fit and vibration-free performance on trucks and SUVs. Each spacer maintains the critical center bore alignment your vehicle was engineered with, eliminating the wheel wobble and vibration common with lug-centric designs.
Every set includes grade 10.9 wheel studs pre-installed and torqued to spec, along with open-ended lug nuts that fit extended studs. We machine each piece to within 0.001-inch tolerance and anodize the finish for corrosion resistance in all climates. Whether you're clearing larger brake calipers, fitting wider tires, or improving stance, these spacers install exactly like OEM components.
What makes these hub centric spacers different
Hub centric vs. lug centric construction
The defining difference in wheel spacer design is how the spacer centers on your hub. Hub centric spacers feature a machined pilot ring that mates directly with your vehicle’s factory hub bore, just like your OEM wheels. This ring carries the full weight of the wheel and tire, keeping everything perfectly centered on the axle.
Lug-centric spacers rely solely on wheel studs for alignment, which can allow micro-movement under load and create vibration at highway speeds. Our hub centric design eliminates that play entirely by maintaining metal-to-metal contact between the spacer pilot and your hub. The result is the same smooth, vibration-free ride you get with factory wheels — even under aggressive cornering or towing loads.
Materials and machining tolerances
We start with aerospace-grade 6061-T6 aluminum billet and machine each spacer on CNC equipment calibrated to 0.001-inch precision. That tolerance level ensures the pilot ring fits your hub bore with zero slop while still allowing easy installation.
The billet construction delivers tensile strength over 42,000 PSI, which exceeds the load requirements for full-size trucks and heavy SUVs. After machining, we apply Type III hard anodizing to the entire surface — this oxide layer provides scratch resistance and protects against road salt, brake dust, and moisture in any climate. The anodized finish won’t flake or peel like powder coating can under wheel torque.
Complete hardware and installation
What's included in every kit
Each pair of spacers ships with everything needed for installation: grade 10.9 wheel studs are pressed and torqued into the spacer at the factory, and we include a full set of open-ended lug nuts sized for the extended stud length. The studs meet SAE J1199 standards for tensile strength and thread accuracy.
You won’t need to source additional hardware or press studs yourself. Installation follows the same steps as mounting wheels: torque the spacer to your hub using the factory studs, then mount your wheel to the new studs on the spacer face. We include detailed torque specs for both steps, and we recommend re-checking torque after the first 50-100 miles. The same pattern holds true whether you’re running 1.5-inch spacers for minor clearance or thicker options for aggressive fitment.
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Common questions about Bora hub centric wheel spacers
No, properly installed hub centric spacers eliminate vibration by maintaining the factory center bore alignment. The pilot ring on each spacer mates directly with your vehicle's hub, just like your OEM wheels do, so the weight of the wheel and tire is centered perfectly on the axle.
Lug-centric spacers can cause vibration because they rely only on wheel studs for centering, which allows micro-movement under load. Our hub centric design prevents that play entirely. As long as you torque the spacer and wheel to spec and re-check after 50-100 miles, you'll get the same smooth ride as factory wheels.
Measure the clearance between your current wheel and the nearest suspension component, brake caliper, or fender. That measurement tells you the maximum spacer thickness you can safely use.
For brake clearance, most trucks need 1.25 to 1.5 inches. For leveling kits or lifted suspensions where you want wheels flush with the fender, 1.75 to 2 inches is common. Adding spacer thickness to your wheel's existing backspacing gives you the final offset — make sure that new offset won't cause the tire to rub the fender at full steering lock or suspension compression.
Yes, you should re-check torque on both the spacer-to-hub bolts and the wheel-to-spacer lug nuts after the first 50 to 100 miles. This is standard practice for any bolted wheel component, not unique to spacers.
The initial heat cycles from braking and driving can cause slight settling in the threads. After that first re-torque, the spacers typically stay tight for the life of the installation. We recommend checking torque during regular tire rotations as part of routine maintenance.
Yes, as long as your aftermarket wheels have a center bore that matches or exceeds your vehicle's hub diameter. The spacer's pilot ring fits your vehicle's hub, and your wheel's center bore fits the spacer's outer pilot.
Most aftermarket truck wheels are hub centric or use hub centric rings to adapt to different vehicles. If your wheels are lug-centric only, the spacer will still work but you lose some of the vibration-elimination benefit. Confirm your wheel's center bore diameter before ordering to ensure proper fitment on the spacer.
Wheel spacers themselves generally do not void a factory warranty, but any damage that can be directly traced to improper spacer installation or use may not be covered. The Magnuson-Moss Warranty Act prevents manufacturers from blanket-voiding warranties over aftermarket parts unless they can prove the part caused the failure.
That said, if spacers contribute to suspension wear, bearing failure, or wheel damage due to incorrect sizing or installation, those specific repairs may not be warranty-covered. Always follow torque specs and confirm fitment for your vehicle to avoid installation-related issues.
Our billet aluminum spacers are rated to handle the full GVWR of heavy-duty trucks, including one-ton models and commercial vehicles. The 6061-T6 aluminum has a tensile strength over 42,000 PSI, and the hub centric design distributes load evenly across the entire mounting surface.
We've tested these spacers to SAE J2530 standards, which simulate tens of thousands of miles under maximum vehicle load. The grade 10.9 studs meet SAE J1199 strength requirements and are torqued to the same spec your vehicle manufacturer uses for wheel installation. For extreme commercial or towing use, our steel spacer line offers even higher load capacity.
Yes, every set includes open-ended lug nuts sized for the extended stud length. The spacers ship with grade 10.9 wheel studs already pressed and torqued into place at the factory, and the included lug nuts are the correct thread pitch and seat style for those studs.
You don't need to reuse your factory lug nuts or source additional hardware. The open-ended design accommodates the extra stud length that extends past your wheel, so the nut can thread fully onto the stud without bottoming out.