Home

DC5 is 5×114.3 on a 64 mm bore, with a very high +60 factory offset. The 96-spec DC2 Type R is 4×114.3 and an ordinary DC2 is 4×100 – three patterns in one model name, and we flag a source conflict on the 96-spec.

The factory record shows 5×100 and a 56 mm bore on every GC8 from November 1992 onward – including the base 1.5-litre sedan. We went looking for the 4-lug changeover everyone cites and could not find it.

Every non-M E30 is 4×100 on a 57.1 mm bore. The M3 is 5×120 on 72.6 and nothing swaps. Plus the 325ix offsets, the ET30-not-ET24 error that keeps propagating, and an honest note on sourcing.

The Japanese tables give 64 mm where Western sites give 64.1 – same hub, different convention. Factory is 17x7J at +55, which is high. Plus the TSX question, and why the CL1 Torneo is the one you can import today.

4×114.3, with different front and rear fitments even in standard form. RS Watanabe publishes the full table but no hub bore, and the S30 has independent rear suspension – so the front hub and rear stub axle are different sizes anyway.

The C10 Skyline is 4×114.3, not 5×114.3, and the two GT-Rs want different rear offsets. RS Watanabe publishes the full fitment table but no hub bore – and the reason that absence makes sense is the most useful thing in this guide.

One bolt pattern runs from AE86 to AE111. What changes on the AE92 is the GT-Z offset, +39 against the plain GT at +45, and a 54 mm bore that the database only publishes on the sport grades.

The H100 Hiace Wagon runs 5×114.3 with a 67 mm bore. The H200 runs 6×139.7 with a 106 mm bore, van and wagon alike. Both figures read straight off the Japanese factory tables, plus why JWL alone is the wrong standard for this vehicle.

Around 150 grade rows in the Japanese factory tables and every one is 6×139.7. There is no 5-lug Terrano and no 6×114.3 Terrano. What actually varies is the offset, from +10 to +50, and that is where buyers get caught.