Bora 8×6.5 Wheel Spacers – 1.5″ & 2″ Forged Aluminum Spacers
Our 1.5-inch forged aluminum wheel spacers are precision-engineered for 8×6.5 (8×165.1mm) bolt patterns on GM, Chevy Silverado, GMC Sierra, and Dodge trucks. Each spacer is CNC-machined from 6061-T6 billet aluminum for exceptional strength-to-weight performance.
We include heat-treated grade 10.9 studs that exceed OEM torque specifications, plus hub-centric rings machined to your truck’s exact bore diameter. The 1.5-inch width pushes your wheels outward for aggressive stance while maintaining full wheel bearing contact and proper suspension geometry.
- Forged 6061-T6 billet aluminum – 30% stronger than cast spacers
- 8×6.5 (8×165.1mm) bolt pattern – fits GM 2500/3500, Silverado, Sierra, Dodge Ram 2500/3500
- 1.5-inch (38mm) width per spacer
- Grade 10.9 heat-treated studs with 12mm x 1.5 thread pitch
- Hub-centric design with precision-machined centering rings
Forged Aluminum Construction & Grade 10.9 Studs
We forge our 8×6.5 wheel spacers from 6061-T6 aluminum billet rather than casting them. The forging process aligns the metal grain structure, creating a spacer that’s 30 percent stronger under shear and tensile loads than cast alternatives. Every spacer undergoes T6 heat treatment to achieve Rockwell hardness of 95, ensuring dimensional stability under extreme torque.
Our grade 10.9 studs are heat-treated to 150,000 PSI tensile strength – significantly exceeding the grade 8.8 studs found on most factory wheels. We press-fit and Loctite each stud into the spacer body, then torque-test the assembly to 140 ft-lbs. This process eliminates stud loosening during the first 500 miles of driving, a common issue with budget spacer kits that use friction-fit studs.
Hub-Centric Fitment for 8×6.5 Trucks
Precision Centering Rings
Every Bora 8×6.5 spacer kit includes vehicle-specific hub-centric rings machined to match your truck’s hub bore diameter. GM 2500/3500 trucks use a 124.9mm bore, while Dodge Ram 2500/3500 models require 121.6mm rings. We machine these rings from 6061 aluminum with a 0.002-inch interference fit, ensuring the spacer centers on your hub rather than relying on lug nuts for alignment.
Hub-centric design eliminates the wheel vibration that occurs with lug-centric spacers at speeds above 55 mph. The centering ring transfers rotational forces through the hub assembly – the same load path your wheels use without spacers – rather than stressing the wheel studs.
Installation Process & Torque Specifications
Install our 8×6.5 wheel spacers by first cleaning your hub face with brake cleaner to remove rust and debris. Slide the spacer onto your existing studs and hand-tighten the spacer’s lug nuts in a star pattern. Torque the spacer to hub nuts to your vehicle’s factory specification – typically 140 ft-lbs for GM trucks and 130 ft-lbs for Dodge applications.
Once the spacer is secured to your hub, mount your wheel onto the spacer’s extended studs using your factory lug nuts. Torque the wheel to spacer nuts to the same specification as your hub-to-spacer connection. We recommend re-torquing all fasteners after the first 50 miles of driving, then checking torque every 5,000 miles during routine tire rotations. Our installation guide includes vehicle-specific torque charts and step-by-step photos.
8×6.5 Wheel Spacers for GM, Chevy & Dodge Trucks
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Common Questions About Bora 8×6.5 Wheel Spacers
The ideal spacer width depends on your wheel offset and tire size. Our 1.5-inch spacers work well for factory wheels with stock or slightly oversized tires, providing a moderate stance improvement without affecting turning radius. The 2-inch spacers are better suited for lifted trucks running 35-inch or larger tires, or when you need maximum clearance for aftermarket suspension components.
If you’re only looking to fill the fender gap on a leveled truck, start with 1.5-inch spacers. For aggressive offsets or significant lift kits, the 2-inch width prevents tire rub during full steering articulation. You can use our <a href=”/wheel-offset-calculator/”>wheel offset calculator</a> to visualize the final track width before ordering.
Yes, our 8×6.5 wheel spacers are engineered specifically for heavy-duty truck applications including towing and hauling. The forged 6061-T6 aluminum construction handles shear forces equivalent to 25,000 pounds per wheel position, far exceeding the loads generated during maximum GVWR towing.
Our grade 10.9 studs are heat-treated to 150,000 PSI tensile strength and torque-tested to 140 ft-lbs during manufacturing. We’ve tested these spacers under sustained highway towing at gross combined weight ratings without any structural deformation. As long as you maintain proper torque specifications and re-check fasteners at recommended intervals, these spacers will perform safely under all factory-rated load conditions.
No, you’ll use your factory lug nuts to attach your wheels to our spacers. The spacers come with pre-installed grade 10.9 studs that match your truck’s original 12mm x 1.5 thread pitch, so your existing lug nuts thread directly onto the spacer studs.
The spacer itself attaches to your hub using the included lug nuts that we provide in each kit. This dual-nut system means you’ll have one set of nuts securing the spacer to the hub, and your factory nuts securing the wheel to the spacer. Make sure your factory lug nuts have at least 10 full threads of engagement – most factory nuts on GM and Dodge trucks have more than enough thread length.
Yes, as long as your aftermarket wheels use the 8×6.5 (8×165.1mm) bolt pattern and your hub bore is standard for GM 2500HD (124.9mm). Our spacers work with both factory wheels and aftermarket wheels in the correct bolt pattern.
The hub-centric rings we include are machined for the 124.9mm GM hub bore. If your aftermarket wheels have a larger center bore than stock (which is common), the wheels will still center properly on the spacer’s outer hub surface. Verify your wheel’s bolt pattern matches 8×6.5 and check that your lug nuts have enough thread engagement – you need at least 10 full threads contacting the spacer studs for safe installation.
Re-torque all fasteners after the first 50 miles of driving to account for initial settling. This is the most critical re-torque interval – the spacer will seat fully against your hub face during the first few drives, and fasteners may lose 5-10 ft-lbs of tension.
After the 50-mile re-torque, check fastener tension every 5,000 miles or during routine tire rotations. We recommend checking torque before any long towing trips or off-road excursions. Most customers find that after the initial 50-mile settling period, the fasteners remain stable for thousands of miles when properly torqued to factory specifications (typically 140 ft-lbs for GM trucks, 130 ft-lbs for Dodge applications).
We do not recommend stacking our wheel spacers. Each spacer is engineered as a complete hub-to-wheel interface with pre-installed studs at the correct length for single-spacer applications. Stacking spacers creates multiple connection points that can introduce flex and misalignment.
If you need more than 2 inches of spacing, consider aftermarket wheels with a more aggressive offset instead. Wheels with lower offset numbers push the mounting surface outward, achieving wider track width without the compromises of stacked spacers. Our technical team can help you calculate the equivalent wheel offset if you contact us with your current wheel specifications and desired final track width.
Forged spacers like ours are machined from solid billet aluminum that’s been compressed under extreme pressure, aligning the metal’s grain structure for maximum strength. Cast spacers are poured into molds as liquid metal, which can trap air pockets and create weak points in the finished product.
Our forged 6061-T6 aluminum spacers are approximately 30 percent stronger under shear and tensile loads compared to cast alternatives. The forging process also allows tighter machining tolerances – our bore alignment stays within 0.001 inch, while cast spacers often show 0.005-inch runout. This precision prevents vibration and ensures even load distribution across all eight studs during operation.