Wheel Spacers
Thread Starter
JK Newbie
Joined: Jul 2012
Posts: 78
Likes: 0
From: milwaukee,wi
Well it pretty much sounds likes spidertreax is the way to go. This is what I like about good forums like this no nonsense bs responses. A couple of you said you would have some to sell I would defeniately be interested, let me know price and I will pay shipping of course too.
JK Freak
Joined: Nov 2010
Posts: 981
Likes: 2
From: Los Angeles, CA
I've used Spydertrax in the past (no problems at all) and now am sporting some G2's, which have approx 5k miles on them. They've been run at highway speed (80mph) and recently ranthe Rubicon Trail without any issue.
BORA also makes some good spacers. Links below:
G2 Axle and Gear Part 93-73-150 - Wheel Spacers - 4 Wheel Parts
We manufacture the best BORA Wheel Spacers money can buy | Motorsport Tech
BORA also makes some good spacers. Links below:
G2 Axle and Gear Part 93-73-150 - Wheel Spacers - 4 Wheel Parts
We manufacture the best BORA Wheel Spacers money can buy | Motorsport Tech
Last edited by RodCyn; Sep 29, 2013 at 10:05 AM.
JK Freak
Joined: Feb 2010
Posts: 689
Likes: 1
From: Virginia Beach, VA
I was thinking about getting a set of wheel spacers soon also, found some rugged ridge ones with same stats as spidertrax, and says uses grade 8 bolts for $79.99 a pair( would save $40 dollars overall vs spidertrax) Just wondering if those would be fine, or should I just buy the spidertrax?
JK Jedi Master
Joined: Jan 2008
Posts: 11,463
Likes: 165
From: Austin <--> Colorado Springs
I was thinking about getting a set of wheel spacers soon also, found some rugged ridge ones with same stats as spidertrax, and says uses grade 8 bolts for $79.99 a pair( would save $40 dollars overall vs spidertrax) Just wondering if those would be fine, or should I just buy the spidertrax?
Save $40 and take a chance.
Forum Tech Advisor
Joined: Jan 2008
Posts: 1,208
Likes: 11
From: Billings, MT
Go to the thread linked on page one. Until someone pays to have every different spacer out there tested at the same facility under the exact same process, we won't know how any other spacers will match up against the spidertrax. Or I guess even if spidertrax matches up against the information already listed... Save $40 and take a chance.
Another member here tested the Spidertrax spacers:
In another thread, I chronicled how we performed an FEA (Finite Element Analysis) on a Spidertrax spacer (1.5") and a factory Moab wheel.
"I recently installed a set of 1.5" Spidertrax spacers. However, prior to doing so, I took one of them, along with my spare wheel, into our engineering lab.
We modeled both in 3D using the latest NX CAD software. We did this by reverse engineering. That means taking all dimensions and determining the materials.
We identified the wheel material as alloy 356-T6. The spacers are made from 6061-T6 alloy. 356-T6 has tensile strength of 30,000 PSI. 6061-T6 has a tensile strength of 45,000 PSI. This means that in reference to the basic materials, the spacer is 50% stronger than the wheel for a given thickness, and the spacer is much thicker in section.
We ran an extremely complex finite element analysis of both to determine where peak stresses are and where each component is most likely to fail. The result is what I expected. In short, spacers are not the weak link. The wheel itself is 2x more likely to fail under severe loading than the well designed spacer.
Now, let me qualify our findings. Our corporate engineering team has designed significant portions of the Airbus A350 landing gear system. We engineered the latest landing gear system for the Boeing CH-47. Our hardware is on the F-35, F/A-18, F-16 and a number of other aircraft.
This same engineering team has analyzed the Spirdertrax spacers and concluded that they are extremely strong, stronger than they need to be. Over engineered. These spacers are utterly safe if installed properly. Like an offset wheel, they may accelerate bearing wear, but the offset is so little as to be of no great significance.
I installed the spacers very carefully. Not knowing specifically what brand and type of threadlocker compound was provided with the spacers, I tossed it and used Loctite 271 Red. Each spacer was torqued to recommended specs in a star pattern. The wheel was then installed and torqued to 95 lb/ft.
After about 150 miles, I pulled off the rear wheels and checked the spacer lug nut torque. No change... I'll re-check torque at each tire rotation.
Installed correctly, Spidertrax wheel spacers are not only safe, they're stronger than the wheels you bolt to them."
I didn't mention that we found areas of stress concentration in the factory wheels. We were able to pinpoint the most likely location of failure. I'll explain where that is...
The Factory Moabs have spotfaces milled into the wheel hub to provide clearance for assembly washers used during manufacture to secure the brake rotors on the hub prior to final assembly. Using an endmill, each lug hole is spotfaced on the inside (think of a spotface as a shallow counterbore). The edges and corners of these spotfaces are quite sharp. This is where the FEA predicted the greatest concentration of stress. Unfortunately, this is also adjacent to the where the studs transmit all rotational torque into the wheel. The failure to radius edges and corners is what leads to stress concentration. If your Moab is going to fail at the hub, it will crack at a spotface.
In short, Tom and Eddie at Spidertrax have designed and engineered a very high quality spacer, that if properly installed, will provide you with many years of problem free and safe use.
"I recently installed a set of 1.5" Spidertrax spacers. However, prior to doing so, I took one of them, along with my spare wheel, into our engineering lab.
We modeled both in 3D using the latest NX CAD software. We did this by reverse engineering. That means taking all dimensions and determining the materials.
We identified the wheel material as alloy 356-T6. The spacers are made from 6061-T6 alloy. 356-T6 has tensile strength of 30,000 PSI. 6061-T6 has a tensile strength of 45,000 PSI. This means that in reference to the basic materials, the spacer is 50% stronger than the wheel for a given thickness, and the spacer is much thicker in section.
We ran an extremely complex finite element analysis of both to determine where peak stresses are and where each component is most likely to fail. The result is what I expected. In short, spacers are not the weak link. The wheel itself is 2x more likely to fail under severe loading than the well designed spacer.
Now, let me qualify our findings. Our corporate engineering team has designed significant portions of the Airbus A350 landing gear system. We engineered the latest landing gear system for the Boeing CH-47. Our hardware is on the F-35, F/A-18, F-16 and a number of other aircraft.
This same engineering team has analyzed the Spirdertrax spacers and concluded that they are extremely strong, stronger than they need to be. Over engineered. These spacers are utterly safe if installed properly. Like an offset wheel, they may accelerate bearing wear, but the offset is so little as to be of no great significance.
I installed the spacers very carefully. Not knowing specifically what brand and type of threadlocker compound was provided with the spacers, I tossed it and used Loctite 271 Red. Each spacer was torqued to recommended specs in a star pattern. The wheel was then installed and torqued to 95 lb/ft.
After about 150 miles, I pulled off the rear wheels and checked the spacer lug nut torque. No change... I'll re-check torque at each tire rotation.
Installed correctly, Spidertrax wheel spacers are not only safe, they're stronger than the wheels you bolt to them."
I didn't mention that we found areas of stress concentration in the factory wheels. We were able to pinpoint the most likely location of failure. I'll explain where that is...
The Factory Moabs have spotfaces milled into the wheel hub to provide clearance for assembly washers used during manufacture to secure the brake rotors on the hub prior to final assembly. Using an endmill, each lug hole is spotfaced on the inside (think of a spotface as a shallow counterbore). The edges and corners of these spotfaces are quite sharp. This is where the FEA predicted the greatest concentration of stress. Unfortunately, this is also adjacent to the where the studs transmit all rotational torque into the wheel. The failure to radius edges and corners is what leads to stress concentration. If your Moab is going to fail at the hub, it will crack at a spotface.
In short, Tom and Eddie at Spidertrax have designed and engineered a very high quality spacer, that if properly installed, will provide you with many years of problem free and safe use.
JK Jedi Master
Joined: Jan 2008
Posts: 11,463
Likes: 165
From: Austin <--> Colorado Springs
Right, it is at the beginning of the thread I linked. But then there was another post arguing that different labs may have different methods of testing. You know, comparing the results of spacer 1 tested at Lab A vs spacer 2 tested at lab B vs spacer 3 tested at lab C. Some people will find exceptions to anything until there is a report with testing that was as apples to apples as possible.
My point was simply that until they all get tested at the same place, using the same process, etc., all we have to go on is what has already been posted...
My point was simply that until they all get tested at the same place, using the same process, etc., all we have to go on is what has already been posted...
Last edited by nthinuf; Sep 29, 2013 at 03:26 PM.