The Short Version
- 5×100 on every Caldina — the naturally aspirated ST191 through the GT-Four ST246W. The pattern never changed.
- The hub bore did. The early non-turbo cars read 60 mm. The GT-T and GT-Four turbo cars read 54 mm.
- The GT-T offset changed mid-generation: +39 on the 1997–2000 automatic, +45 on the 2000–2002 manual.
- There is no factory GT-T or GT-Four on the ST191. Those names start with the ST215W.
The Bore Is the Trap, Not the Pattern
Everyone checks the bolt pattern and stops. On the Caldina that is the part that does not move: 5×100 from 1992 to 2007, consistent with the Celica GT-Four hardware it shares.
What moves is the hub register. The first-generation naturally aspirated cars — the ST191G and ST195G in CZ, TZ and TZ-G trim — read 60 mm. The turbo cars from the ST215W onward read 54 mm.
Six millimetres, and it goes the difficult way. A wheel bored 54 mm will not physically go on a 60 mm hub. Going the other way, a 60 mm wheel on a 54 mm hub sits loose and needs a ring.
So if you are moving wheels between an ordinary Caldina and a GT-T, the bolt pattern will encourage you and the hub will stop you.
Factory Specification
| Generation | Chassis | Period | Grade | Wheel | Tyre | PCD / Holes / Bore |
|---|---|---|---|---|---|---|
| 1st, NA | E-ST191G | 1992–1997 | 2WD TZ 4AT | 14×6J +45 | 185/65R14 | 100 / 5 / 60 |
| 1st, NA | E-ST195G | 1992–1997 | 4WD TZ-G 4AT | 15×6J +45 | 195/60R15 | 100 / 5 / 60 |
| 2nd, GT-T | E-ST215W | 1997.11–2000.01 | 4WD GT-T 4AT | 15×6J +39 | 205/60R15 | 100 / 5 / 54 |
| 2nd, GT-T | GF-ST215W | 2000.01–2002.09 | 4WD GT-T 5MT | 15×6J +45 | 205/60R15 | 100 / 5 / 54 |
| 3rd, GT-Four | LA-ST246W | 2002.09–2004.04 | 4WD GT-FOUR 4AT | 17×7J +45 | 215/45R17 | 100 / 5 / 54 |
| 3rd, GT-Four | ABA-ST246W | 2005.01–2007.05 | 4WD GT-FOUR 4AT | 17×7J +45 | 215/45R17 | 100 / 5 / 54 |
The GT-T Changed Offset Halfway Through
Worth its own paragraph because both cars are called GT-T and both run 15×6J. The November 1997 to January 2000 cars sit at +39. The January 2000 to September 2002 cars sit at +45.
Six millimetres, same wheel size, same model name. If you are restoring to standard, the build date decides. If you are buying used wheels described as “GT-T”, ask for the offset stamp rather than trusting the description.
There Is No ST191 GT-T
A naming point that sends people down blind alleys. The factory grade tables for the ST191G and ST195G list CZ, TZ, TZ-G and the FZ diesel — and nothing called GT-T or GT-Four. The GT-T name first appears with the ST215W in November 1997.
There was a limited ST195 GT-Four rally homologation special, roughly 500 cars, sold 1995–97. It does not appear in the standard factory catalogue, most likely because it was not a normal dealer-order grade. We have no verified wheel specification for it.
Sizing
The GT-T’s 15×6J is small for a 260 PS four-wheel-drive wagon and almost nobody keeps it. The usual move is 17×7.5J to 18×8J in the +35 to +45 range.
Because the bore is 54 mm — small for a 5×100 car — 54 mm hub rings are essential, and worth checking twice. Plenty of 5×100 wheels are bored at 56 or 60 mm for Subaru and Toyota applications, and those will sit loose.
Importing
The ST191 and ST195 are fully past the US 25-year mark. The ST215W GT-T launched in November 1997, so cars built through August 2001 are eligible now — which covers most of the GT-T’s run, including all of the +39 cars and most of the +45 ones.
The ST246W GT-Four is not eligible at all yet, and will not be until 2027 at the earliest. That is worth saying clearly, because it is the grade with the 3S-GTE that people most want.
What We Could Not Verify
- The ST195 GT-Four homologation special. Not in the factory catalogue.
- Whether the contemporary non-turbo Corona shares the ST191’s 5×100 / 60 mm figures. Not checked.