In my world, yes.
But in my world a properly done balance wouldn't result in 3 of 4 brand-new brand-name tires being so out of spec as to be unserviceable.
Lug-centric is still not the norm and so a tire tech who was "in-house trained" by the shop manager or owner 25 years out of vo-tech school will likely not be knowledgeable.
In my experience (including earlier years working as "tire Tech"):
Many "tire Techs", in most shops (including stealers), are not that concerned about whether a wheel is properly chucked to the balancer. As long as they can get it to spin without gross wobble, they consider it fine. They are not usually rewarded for extra-fine balancing vs. average so-so balancing. (What do you expect - tire Techs are usually low paid, high turnover, dirty/hazardous/harmful jobs.)
In most cases, these same Techs are the ones applying the Hunter GSP9700 RoadForce balancers. As can be expected, they bring the same attitudes & skills (ahem) to this task, for the most part. I've found that about 4 out of 5 Techs do not really apply the GSP9700 correctly and fully to get best results. My solution was to work directly with them as much as possible for my tires, but this is not easy in most cases nowadays - they don't like customers in the shop.
The lug-locating adapters are problematic. They are an extra cost for the shop, fit only a limited group of wheels per each adapter, require multiple interchangeable parts and exactly correct setup & adjustment to each unique wheel type, add unpaid time to the job, and are prone to wear and tear (and lost parts) in the dirty workaday shop. For these reasons, you almost never see them used in the real world - and if you do, there is a good chance that they are not yielding best results anyway.
The Toyota wheels may be lug-located by design, but my LX470 wheels can be located using the CL (center) hole as well. The CL hole was machined accurately enough to the CL that it works for balance locating. (Any machining operation of this scale can easily locate accurately enough to CL...if it doesn't, the operation is out-of-control, and Toyota/suppliers don't tolerate this, as a rule...) On my wheels, there is of course some error between center hole & lug holes, relative to CL, but not enough to matter in practice for balancing, from what I've seen. There is probably more error introduced by dirt on wheels and balancing equipment, wear etc. of balancing equipment, etc., than by the CL hole vs. the lug holes.
Interesting business-side note: Tire dealers have mixed feelings about the GSP9700. They don't like customers discovering that the tires are crap...dealers make less money that way. The GSP9700 highlights crap tires and removes the tire dealers' ability to convince unhappy customers that the vibration is normal, they should live with it. Every new car dealer has a GSP9700 now, but relatively few tire dealers have them. Guess why?
Another note: Tires can change their net force variation character over time and miles. My tires started out OK, but after 20-30k, a couple of them developed increased FV. So a single RoadForce balance is not guaranteed to ensure good results for the entire life of the tire...
Final note: Sometimes the GSP9700 can help reduce net road force variation and improve balance...and sometimes you can alleviate net vehicle vibration further by using info on high RFV tires to decide where to mount them. I recently reduced vehicle vibration by putting one high FV tire on front, the other on rear, to distribute inputs to front & rear (rather than both on front or rear simultaneously). This helped significantly in my case. (And FWIW, I'm running Michelins, those expensive premium tires...)
Again: I believe that the 100 series is simply sensitive to tire vibration, even when all is mechanically correct. I don't have any hard engineering or test data to support this...
