I think what ends up happening is that most people don’t care about keeping the wheel/tire under the fenders/flares. They are primarily focused on making sure they don’t rub control arms/leaf springs/shock towers etc, all the stuff that is behind the tire on the inside.
I personally hate tire stick out, and so I find offset useful for comparing different wheels that are the same width to evaluate where one may land vs the other, especially with the intent of keeping them under the flares.
Jeeps are also different than say trucks, because trucks will have a more limited wheel well where if you go with too little BS or too much negative Dorsey, the tire’s scrub radius will increase too much and then just simply turning will jam the tire into the front or rear of wheel well. On a Jeep that could potentially happen, but a Jeep can be lifted above the tire and bump stops reworked to make it work. On a truck with IFS, you can’t solve it with lift unless you go with a super tall 6” or so lift that uses a drop bracket to lower all the front end components back to stock height. Lifting on the stock IFS suspension design basically just puts you towards the bottom of the suspension travel at ride height, and so you’ll still get the tire up towards the fender on bumps or offroad. So trucks are more picky and need offset to be minded to keep the tire clear on both sides.
Offset is still a relevant measurement for Jeeps though. The back of the stock wheels have the offset cast in, not BS…
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