Wheel Fitment Calculator
Enter your vehicle specs to get personalized wheel offset and tire recommendations. We'll help you find the perfect setup for your desired stance.
Vehicle Information
Tell us about your truck or Jeep
Wheel & Tire Specs
Choose your desired tire size and wheel width
Desired Stance
How aggressive do you want your wheels to sit?
Enter Your Vehicle Specs
Fill out the form to get personalized wheel offset recommendations based on your lift height, tire size, and desired stance.
WHAT OFFSET ACTUALLY CHANGES ON YOUR TRUCK
Offset isn't just about how far your wheels stick out. It changes steering feel, bearing load, braking behavior, and long-term reliability. Here's the real engineering behind fitment.
Scrub Radius: The Hidden Geometry
Scrub radius is the distance between where the steering axis hits the ground and the center of the tire contact patch. Stock wheels are designed for near-zero or slightly positive scrub radius. Push wheels outward with negative offset and scrub radius increases dramatically.
Stock offset (+20 to +44mm)
Near-zero scrub radius. Neutral steering feel.
Mild negative (-12 to 0mm)
Increased scrub. Slight steering effort increase. Most trucks handle fine.
Aggressive negative (-24 to -44mm)
Heavy scrub. Steering kickback on bumps. Higher ball joint and tie rod wear.
Extreme negative (-54mm+)
Death wobble territory. Accelerated wear on all steering components.
Poke vs. Tuck vs. Flush
These are the three fitment outcomes every wheel buyer needs to understand:
TUCK
Wheel sits inside the fender line. Less road spray, less aggressive look. More inner clearance for suspension travel. Common on stock and mild builds.
FLUSH
Wheel edge aligns with fender edge. Clean, intentional look. Best balance of aesthetics and component longevity. The sweet spot for most builds.
POKE
Wheel extends past fender. Aggressive look. Throws rocks and mud. May require fender flares for legality. Increased bearing and steering load.
Inner Clearance: What Rubs First
Going to a wider wheel or more negative offset doesn't just push the tire out. The inner lip moves inward toward your suspension. Here's the rubbing hierarchy:
- 1Upper control arm (UCA), Most common rub point on trucks. Hits during suspension compression + steering input. Wider wheels with aggressive offset are the usual culprit.
- 2Steering knuckle, Tight on Jeeps and IFS trucks. Full lock + compression is the worst case. Trimming crash bars or adding spacers sometimes helps.
- 3Frame/cab mount, Rear tires on trucks with aggressive offset. Usually at full droop or articulation. Fender trimming or body mount chops fix this.
Bearing & Steering Wear
Every millimeter of negative offset acts as a longer lever arm on your wheel bearing, ball joints, and tie rods. The added mechanical advantage means more force on those components during every bump and turn.
| Offset Range | Bearing Load | Expected Life |
|---|---|---|
| Stock (+20 to +44mm) | Baseline | 100k+ miles |
| Mild (-12 to 0mm) | +15–25% | 70–90k miles |
| Aggressive (-24 to -44mm) | +40–60% | 40–60k miles |
| Extreme (-54mm+) | +80–120% | 20–40k miles |
Tip: Budget for replacement bearings and ball joints when running aggressive offset. It's a maintenance item, not a failure.
The Offset + Width Trap
Most fitment mistakes happen because people look at offset alone. A 9" wheel at -12mm offset sits very differently than a 12" wheel at -12mm. The wider wheel pushes the inner lip further inward and the outer lip further outward, the offset just shifts the whole package left or right.
Inner lip position from hub face:
Backspacing = (Width ÷ 2) + Offset (in inches)
9" wide, -12mm offset
Backspacing: 4.03", Fits most trucks clean
12" wide, -12mm offset
Backspacing: 5.53", Inner lip way closer to UCA
Learn more: Offset & Backspacing Explained →
Need More Help?
This calculator provides general recommendations. For the best fitment, consult with a professional installer or check vehicle-specific forums.