Drift Chassis Reference Table: Stud Pattern, Rear Diff and Layout for Every Chassis on This Site

This is the table we kept rebuilding in our heads every time a listing said "fits S13" and nobody could remember whether that meant four studs or five. It covers every chassis in the site's own make and model list, and it gives you three things per car: drive layout, stud pattern, and which rear diff family it came with. What makes it different from every wheel database you have already found is the last column. Each figure carries a provenance tag, so you can tell a factory specification from something a forum has repeated confidently for fifteen years. Where we could not source a figure at all, the cell says so instead of guessing, because a wrong PCD costs you a set of wheels and a wrong diff family costs you a weekend.

How to read the tags

• [OEM-DOCUMENTED] traceable to a factory specification, a manufacturer parts catalogue, or a genuine part number whose fitment list names the chassis.
• [COMMUNITY RULE-OF-THUMB] repeated consistently by builders, specialist retailers and marque forums, with no factory document behind it. Usually right. Not proof.
• [CONTESTED] credible sources disagree with each other, so measure before you buy.
• [NOT VERIFIED] we could not source it. It is listed anyway, empty, because a known gap is more useful than a confident guess.

Measure your own hub before spending money. On a four-stud hub the distance between two opposing studs is the PCD. On a five-stud hub it is not, so measure adjacent stud centres and divide by 0.5878, or just count studs and match the table.

Nissan

The four-stud to five-stud line is also roughly the R180 to R200 line on these cars, which is why the popular five-stud hub conversion kits list S13, 180SX, A31 and C33 together: same problem, same fix. Treat that as a pattern rather than a law, since non-turbo S-chassis in particular left the factory both ways. What actually bolts to what is in the R180 vs R200 vs R230 interchange guide, and the flange type matters far more than the family name.

Toyota and Lexus

One genuine Toyota win: a single wheel stud part number is catalogued across JZX90, JZX100, JZX110, JZZ30 Soarer, JZA80 Supra, JZS Crown, Altezza, IS200, IS300 and GS300. That is a manufacturer document telling you those hubs share hardware, which is stronger evidence than any fitment blog. The trap in the same family is the 86 and GR86: 5x100 with a finer thread pitch, so nothing from the JZ list fits it.

Holden

The expensive detail in that table is that HQ to WB runs 5x120.65 and Commodore runs 5x120. Six tenths of a millimetre, and people force it, and people snap studs and lose wheels doing it. They are different patterns. Also check the centre bore, because the HQ hub and the pre-VE Commodore hub differ there as well as on stud thread. What is inside the VE and VF case is covered in the VE and VF Commodore diff guide.

Ford

The Cortina row is the honest one. UK Cortina data is everywhere and says 4x108, but the Australian TE and TF ran the local six-cylinder driveline and we could not source a PCD specific to them, so the cell stays empty. Measure the hub. The Mustang row is contested for the same reason in reverse: the name spans four-stud and five-stud eras and any single answer is wrong for somebody.

Mazda, Subaru, Honda, Mitsubishi and BMW

Note the bore column doing real work here. Five different cars in that table share 5x114.3 and none of them share a centre bore, so a set of Evo wheels on a Honda hub needs rings and a set of universal-bore wheels on anything needs rings. Bore is the quiet reason a "correct PCD" wheel still sits wrong.

BMW rear diffs are sized by ring gear like Nissan's: 168mm small case with four side-cap bolts, 188mm medium case with six. Four-cylinder E30, E36 and Z3 got the small one and six-cylinder cars got the medium, which is the whole reason an E36 drift build starts with a diff conversation.

The aggregator that is actively wrong

Name it so nobody cites it: the wheel-sizes.com and wheelssize.com family of pages merges four Skyline generations into a single "R31-R34 Skyline" vehicle entry, reports one bolt pattern for the lot, and states outright that the pattern "has never changed since the model came off the production line". That is false. The R31 is four stud and the R32 onward are five, so the merged entry is wrong for every R31 owner who reads it, and the site sells adapters premised on the error. Wheel-size.com, the differently spelled and generally better one, is not making that claim but has its own gaps: it returned no PCD at all for the Altezza when we checked, which is a blank rather than a lie but is still not an answer.

What this table is not

It is not a fitment chart. It tells you what bolts to the hub, not what fills the guard: offset, width and how much you can run before the guard needs work are a separate calculation, done for you in the wheel offset calculator and explained for the S-chassis in the S-chassis wheel fitment guide. Gearing is separate again, in choosing a final drive ratio. And if your car is one of the Australian live-axle chassis above, the diff you actually want is probably covered in the BorgWarner 78 interchange guide.

Found a row that is wrong, or can fill a [NOT VERIFIED] cell with a workshop manual page rather than a forum post? That is exactly the correction worth sending. In the meantime, browse the current listings filtered by your chassis, and if you are selling hubs, axles or a diff, list it free with the stud pattern in the title, because that is the first thing every buyer asks.