Nothing off an A80 fits an A90. Not one thing.
The fourth-generation Supra and the current one share a name and almost nothing else. When it comes to wheels, they are not merely different - they are different in every way a hub can be different.
| A80 (1993-1998) | A90 / A91 (2020+) | |
|---|---|---|
| Bolt pattern | 5x114.3 | 5x112 |
| Hub bore | 60.1 mm | 66.6 mm |
| Thread | M12 x 1.5 | M14 x 1.25 |
| Fastener | Lug nuts on studs | Wheel BOLTS |
The reason is not mysterious. The A90 is a BMW Z4 underneath, built alongside it in Austria, and it carries BMW's hub specification exactly: 5x112, 66.6 mm, and bolts rather than studs.
So the useful advice for an A90 owner is counter-intuitive and worth saying plainly: you shop the BMW catalogue, not the Japanese aftermarket. Most of the wheels that spring to mind for a Supra were designed around 5x114.3 and will not fit your car.
Bolts instead of studs, and why it matters
This is the part that costs people money, and it is the part nobody warns them about.
A lug nut threads onto a stud that is permanently fixed in the hub. A wheel bolt passes through the wheel and threads into the hub itself. On a stud car, the fastener length is fixed and fitting a thicker wheel just means less thread engagement at the nut. On a bolt car, the bolt length has to suit the thickness of the wheel's mounting face.
Get that wrong in one direction and the bolt bottoms out in the hub before it clamps the wheel - it feels tight and holds nothing. Get it wrong in the other and there is not enough thread engaged to carry the load. Neither failure announces itself at the time of fitting.
This is a safety issue rather than a fitment nuisance, and it is why so many A90 owners convert to studs. There is an entire product category of bolt-to-stud conversion kits sold specifically for this car, by at least five different manufacturers. That fact is itself the best confirmation of the factory specification: you cannot sell a bolt-to-stud conversion for a car that already has studs.
Every one of those kits is described as converting M14 x 1.25 to M14 x 1.5 - from BMW's factory bolt thread to the more common aftermarket stud thread. Multiple independent manufacturers building to the same figure is about as solid as thread-pitch evidence gets.
If you fit aftermarket wheels to an A90 and keep the bolts, bring us the wheels and we will measure the mounting face and spec the length. If you would rather not think about it again, the stud conversion is a sound answer.
The A80, and a lesson about bolt patterns
The A80 is 5x114.3 with a 60.1 mm bore. That pattern is shared with a Mustang, a 350Z and an NC Miata. The bore is not.
| Car | Pattern | Bore |
|---|---|---|
| Supra A80 | 5x114.3 | 60.1 mm |
| Nissan 350Z / 370Z | 5x114.3 | 66.1 mm |
| Mazda MX-5 NC | 5x114.3 | 67.1 mm |
| Ford Mustang | 5x114.3 | 70.5 mm |
Four cars, one pattern, four different bores, spanning more than ten millimetres. This is the single best illustration we have of a point we make constantly: the bolt pattern tells you that the studs line up. It tells you nothing else.
A wheel bored for 70.5 mm will bolt onto a 60.1 mm Supra hub and hang off its lug seats instead of centring on the hub. It will be balanceable on a machine and it will still vibrate on the road, because the hub is not carrying the wheel.
Hub-centric rings solve this properly and they cost very little. What they cannot do is work in reverse: a wheel bored smaller than the hub does not fit at all.
A80 factory wheels
| Trim | Front | Front tire | Rear | Rear tire |
|---|---|---|---|---|
| NA (base) | 16x8 ET50 | 225/50R16 | 16x9 ET50 | 245/50R16 |
| Turbo | 17x8 ET50 | 235/45R17 | 17x9.5 ET50 | 255/40R17 |
Note something unusual: the A80 is staggered in width only. ET50 front and rear, with the rear rim an inch and a half wider on the Turbo. Both of our sources agree on this and it is worth knowing, because it means the extra rear width goes entirely inboard rather than outboard. The rear tire sits under the car, not proud of it.
A90 factory wheels
| Trim | Front | Front tire | Rear | Rear tire |
|---|---|---|---|---|
| 2.0 (255 hp) | 18x9 ET32 | 255/40R18 | 18x10 ET40 | 275/40R18 |
| 3.0 / 3.0 Premium | 19x9 ET32 | 255/35R19 | 19x10 ET40 | 275/35R19 |
Both rows confirmed independently.
The rear offset is HIGHER than the front. ET40 at the back, ET32 at the front, on the wider rim. That is the opposite of the pattern on most staggered cars - the 370Z, for comparison, drops from +43 at the front to +15 at the rear on its base wheel.
It is normal BMW practice and it follows from the same logic as the A80's ET50: the wider rear rim gains its width inboard, preserving inner clearance and keeping the tire in the arch rather than pushing it outboard. If you are used to Japanese staggered setups, this will look backwards until you work out why it is not.
One correction to a published source. A fitment guide we came across lists the 3.0 as running 255/40ZR19 and 275/40ZR19. That is wrong - it has taken the 2.0's 40-series profile and applied it to the 19 inch wheel. The 3.0 runs 35-series on the 19s: 255/35R19 and 275/35R19, confirmed two independent ways. If you buy tires against the 40-series figure your speedometer and your arches will both disagree with you.
Aftermarket fitment, A90
Two independent sources, broadly agreed:
- Staggered performance: 19x9 at ET25 to ET28 front with 255/35R19; 19x10 at ET28 to ET38 rear with 275/35R19.
- Square and practical: 19x10 at ET28 to ET38 all round with 275/35R19. Square on this car means you can rotate tires, which on a turbocharged rear-drive coupe is worth real money over a set's life.
- Track: 18x10 ET30 front with 18x11 ET40 rear, up to 19x11 ET40, with tires as wide as 315/30-18.
Those fitments are quoted for stock ride height. Coilovers or added negative camber change what clears, in both directions, and usually not by the amount people expect.
Aftermarket fitment, A80
Common aftermarket widths run 8.5 to 11 inches, in an offset band of roughly ET8 to ET31, with tires from 235/35 through 295/30. A frequently cited setup is 19x8.5 ET26 with a 245/35 at the front and 19x9.5 ET31 with a 275/35 at the rear. Single-source, so treat it as a starting point rather than a specification.
Note how far that sits from the factory ET50. An ET26 wheel is 24 mm further out per side than stock, and an ET8 wheel is 42 mm. On a car with the A80's arches there is room for it, but the scrub radius change is real and so is the effect on the steering.
Brake caliper clearance has to be verified on an A80, particularly on cars with a brake upgrade, which is most of them at this point. Diameter and offset together do not guarantee a fit - the spoke and barrel profile on the inside face is what decides it, and that is not something any listing tells you.
Torque
We could not source either car's lug torque to a manufacturer-hosted document, so we are not publishing a figure. Use the placard in your door jamb.
What we will say is that the two cars are not remotely alike here either - an M12 x 1.5 stud and an M14 x 1.25 bolt take different torques - so if you have owned both, do not carry a number across.
Re-torque at 100 kilometres. Free on anything we fit, and on a bolt car it matters more than usual, because the clamping arrangement is less forgiving of a fastener that was not quite right.
Wheels we can get
For an A90, think BMW. 5x112 with a 66.6 mm bore is one of the best-served specifications in the performance market, because it covers the modern BMW range as well:
- Konig - light flow-formed wheels in 5x112 in the widths and offsets this car wants.
- Braelin - more finished, restrained designs, which suit the A90's styling better than a track-look wheel.
- Motegi Racing - motorsport-derived and light for the money.
- Fast Wheels - broad catalogue, straightforward to spec a staggered set from.
- Replika - factory-style designs at a fraction of dealer money, useful if you have curbed one wheel of a staggered set.
Two we would actually put on an A90, with the numbers rather than the adjectives:
Motegi MR158 Tsubaki, on the left, comes in 18x9.5 at +35 and 18x10.5 at +35, both 5x112 on a 66.56 mm bore. Run as a pair that is close to the factory 18x9 and 18x10 widths, so the car keeps its staggered stance, and because the bore is already right there are no rings in the job. There is also a 19x8.5 at +25 if you want the 19 inch look on a narrower rim.
Braelin BR10, on the right, is 18x8 and 19x8.5 in 5x112 on a 66.6 mm bore. Both are narrower than what the car came on, so we would put this forward as a winter set or a square set rather than a like-for-like replacement - which is the honest way to describe it rather than letting a matching bolt pattern do the talking.
For an A80, you are in 5x114.3 - the deepest catalogue there is - but with a 60.1 mm bore that most 5x114.3 wheels are not cut for. Rings are almost always part of the job. Konig, Motegi and Fast Wheels all cover the sizes; tell us the wheel and we will confirm the bore and the ring before it is ordered.
The short version
- A80: 5x114.3 / 60.1 mm / M12 x 1.5 / lug nuts.
- A90: 5x112 / 66.6 mm / M14 x 1.25 / wheel bolts. It is a BMW hub.
- Nothing crosses between them. Shop an A90 from the BMW catalogue.
- On a bolt car, bolt length has to match the wheel's mounting face thickness. Get it checked, or convert to studs.
- The A90's rear offset is higher than the front - normal BMW practice, opposite to most Japanese cars.
- The 3.0 runs 35-series tires on its 19s. A published guide says 40-series and is wrong.
- Four cars share 5x114.3 with four different bores. The pattern tells you the studs line up and nothing more.
All specifications above are North American market only.
Confirm the fitment with us before you order. Give us the year, model and trim and tell us what you want the car to look like, and we will tell you what will actually fit it.
About SHC Auto
We have been fitting wheels and tires in Victoria since 1991, out of the same shop at 474 Bay Street. Alongside wheels and tires we do suspension and lift work, window tint, paint protection film, vinyl wraps, ceramic coating, paint correction and detailing, caliper painting, chrome delete, and vehicle graphics and signage. We also do the things most shops send out: curb rash repair and wheel refinishing, TPMS sensor supply and fitting, tint removal, and re-torque after install.
The catalogue on our website is a fraction of what we can actually order. We are an authorized dealer for more than three hundred aftermarket brands, and a good number of them never made it onto the site because there is no data feed for them. That includes most of the lift and levelling kit market. If you cannot find something, ask us rather than assuming we cannot get it.
SHC Autographx and Tires
474 Bay Street, Victoria, BC
Monday to Friday, 9:00 to 5:30. Closed weekends.
Free shipping anywhere on Vancouver Island.
Planning a set of wheels? Bring the car by 474 Bay Street. It is much faster to look at what you have and tell you what it will take than to work it out over email.