Bora 1.5″ Wheel Spacers for Chevrolet Silverado 1500 | USA-Made Forged Aluminum

Yes, when properly installed and torqued to specification, Bora wheel spacers are engineered to safely handle the full towing and payload capacity of your Silverado 1500. We manufacture every spacer from forged 6061-T6 aluminum rated for over 3,000 pounds of load per wheel position, which exceeds the weight distribution on a properly loaded half-ton truck.

Our hub-centric design transfers vehicle weight through the machined center bore rather than relying solely on lug nut clamping force, which is how GM engineers designed your factory wheel mounting system. The included Grade 8 studs are heat-treated to 150,000 PSI tensile strength — 25% stronger than factory fasteners — and we back every spacer with a lifetime structural warranty.

For safe operation, you must torque all lug nuts to 140 lb-ft using a calibrated torque wrench and re-check torque after the first 50-100 miles. Many Silverado owners tow travel trailers, boats, and utility trailers daily with our spacers installed without issues.

Hub-centric spacers like ours feature a precision-machined center bore (78.1mm for Silverado 1500) that fits snugly over your truck’s raised hub pilot. This design automatically centers the spacer on the hub before you tighten lug nuts, ensuring the wheel rotates on its true centerline without runout.

Lug-centric spacers have an oversized or no center bore, relying entirely on lug nut torque to center and hold the spacer in place. This can create microscopic misalignment between the hub, spacer, and wheel that causes vibration at highway speeds — especially as lug nuts settle or loosen slightly over time.

Your Silverado’s factory wheels are hub-centric to the factory hub, so maintaining that centering method with spacers prevents the vibration and premature bearing wear that lug-centric designs can cause. We only manufacture hub-centric spacers because they match how GM engineered your truck’s wheel mounting system.

Most Silverado owners install our wheel spacers themselves using basic hand tools — a floor jack, jack stands, tire iron or impact wrench, and a calibrated torque wrench. The installation process is straightforward: remove your wheel, mount the spacer to the hub with factory lug nuts torqued to 140 lb-ft, then reinstall the wheel onto the spacer’s studs with the new lug nuts we provide.

We include detailed step-by-step instructions with every set, plus thread locker to prevent fasteners from loosening. The entire job typically takes 45 minutes to an hour in a driveway or garage. If you’re comfortable rotating your own tires or performing basic brake work, you have the skills needed to install wheel spacers safely.

If you prefer professional installation, any tire shop or general mechanic can mount our spacers — the process is simpler than installing aftermarket wheels. Just bring our installation instructions and emphasize the importance of proper torque specs and hub face cleanliness.

Installing wheel spacers does not automatically void your entire vehicle warranty, but under the Magnuson-Moss Warranty Act, GM can deny warranty coverage for specific repairs if they prove the spacers directly caused the failure. For example, if a wheel bearing fails prematurely, GM might attribute the failure to increased leverage from spacers and deny that specific claim.

In practice, spacers are unlikely to affect coverage for unrelated systems like your engine, transmission, or infotainment. The components most likely to see warranty scrutiny are wheel bearings, ball joints, tie rod ends, and steering components — parts where the increased track width could theoretically accelerate wear.

Many Silverado owners install spacers on trucks still under factory warranty without issues, especially when paired with quality products that don’t create vibration or stress on suspension parts. Keep your installation receipts and torque records in case you need to document proper installation procedures. If warranty coverage is a primary concern, consult with your selling dealer before modifying your truck.

For a Silverado 1500 with a 2-inch front leveling kit and 33-inch tires, our 1.5-inch (30mm) wheel spacers typically provide adequate clearance to prevent rubbing on upper control arms and fender wells during normal driving. This combination is popular among truck owners seeking an aggressive stance without a full suspension lift.

However, exact clearance depends on your wheel offset and tire width. A 33×12.50 tire on a wheel with +20mm offset will sit further outboard than a 285/70R17 (also 33 inches tall) on a +25mm offset wheel. If you’re running particularly wide tires or wheels with aggressive negative offset, you may need our 2.0-inch (50mm) spacers to prevent contact at full steering lock.

We recommend test-fitting your wheel and tire combination with the leveling kit installed before ordering spacers. Turn the wheel to full lock in both directions and compress the suspension to verify where contact occurs. Measure the gap between your tire’s widest point and the nearest suspension component or fender — that measurement will guide your spacer thickness choice.

Yes, you must re-check and re-torque all lug nuts after driving 50-100 miles with newly installed spacers. This is standard procedure for any wheel installation — factory wheels also require re-torque after initial mounting — because slight settling occurs as the mating surfaces compress under load and vibration.

When you first torque the lug nuts that hold the spacer to your Silverado’s hub, microscopic high spots on the metal surfaces compress as you drive. The same settling happens where your wheel mounts to the spacer’s outer hub face. This normal compression can reduce clamping force by 5-10%, so a torque check ensures fasteners remain at the correct 140 lb-ft specification.

After the initial re-torque at 50-100 miles, check again at your next tire rotation (typically 5,000-7,000 miles) and any time you remove and reinstall wheels for seasonal tire changes or brake work. Use a calibrated torque wrench for all checks — impact wrenches are acceptable for initial tightening but can’t verify final torque values accurately.