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Some JDM cars are staggered by width, some by diameter, some by twenty-eight millimetres of offset, and some only by the tyre. Every factory stagger we have verified, and why the grade decides on cars like the FD3S.

5×114.3 on a 66 mm bore across all three generations, with petrol, diesel, hybrid, 2WD and 4WD all identical and no gaps in the data. The T31 20GT diesel is the only offset outlier at +40.

A 1972 Skyline GT built to GT-R spec on an L20 bored to 2.6L, dual Solex carbs, and RS Watanabe wheels — and why that’s a real GT-R chassis code short of the genuine 1,197-unit KPGC10.

4×100 on every grade, but the hub bore reads 54 mm on the current petrol DX and unresearched on the entire first generation and on the hybrids. Plus what we can and cannot confirm about JWL versus JWL-T on a commercial plate.

Every Caravan grade is 6×139.7, van and passenger wagon alike – the opposite of the Hiace, where the Wagon is 5-lug. The E24 and E25 bore is 100 mm, which is not the 106 mm of the Toyota trucks.

4×100 on a 56 mm bore across the Fit, the Fit Aria sedan and the Airwave wagon, with no gaps in the data at all. The S and RS grades run +53 where every ordinary grade runs +45.

4×100 across the whole lineage, with the bore reading 54 mm from the AE110 onward and marked unresearched on the AE100. The Fielder wagon uses the identical wheel to the sedan – same size, same offset.

5×114.3 on a 64 mm bore at +50 across every generation, 2WD and 4WD alike. Because the offset never moves, third-generation 18s drop onto a first-generation car and sit exactly where the 15s did.

Six grade pages and two hundred rows of the aggregate list all give 5×100 with a 56 mm bore, RS through GT-B through Lancaster. The 5×114.3 claim that circulates for this era is contradicted by the factory tables.