Subaru XT Tires

Subaru XT uses five sizes across the 1985 to 1991 production span: 165R13 for 1985-1989, 185/70R13 for 1985-1991, 175/70R13 for 1987, 205/60R14 for 1988-1991, and 195/60R14 for 1988-1991. The first three sizes fit 13-inch rims, while the last two fit 14-inch rims. All available products in these listings are radial tires.

The practical point is that year alone does not always settle the question on a Subaru XT. Several years carry multiple listed sizes, and 1988 marks the point where 14-inch fitments enter the range while some 13-inch options remain. Start with the year listing, then read the size molded on the tire sidewall and confirm the wheel diameter on the car before making a final choice.

A 1988 Subaru XT has four sizes listed because that model year overlaps both 13-inch and 14-inch wheel fitments. The 13-inch group includes 165R13 and 185/70R13, while the 14-inch group includes 205/60R14 and 195/60R14. That is a wheel-diameter split rather than a single universal 1988 size.

That means a 1988 Subaru XT owner should not select a tire by year alone. The fastest check is the wheel itself: if the car has 13-inch rims, stay within the 13-inch sizes; if it has 14-inch rims, use one of the 14-inch sizes. Comparing the tire sidewall marking already on the car to the listed sizes is usually the most reliable starting point.

Subaru XT uses both 13-inch and 14-inch rim diameters across its production run. From 1985 through 1987, the listed sizes are all 13-inch fitments, and beginning in 1988 the range expands to include 14-inch sizes alongside continuing 13-inch options. The 13-inch sizes are 165R13, 175/70R13, and 185/70R13, while the 14-inch sizes are 195/60R14 and 205/60R14.

The important takeaway is that 1988 is the change point, not a hard cutoff where every car switched to 14-inch wheels. Later Subaru XT years can still appear with 13-inch fitments, so the actual wheel on the car matters more than assumption. Confirm the rim diameter before narrowing the choice to tread style, sidewall style, or brand.

A 1990 Subaru XT has three listed sizes: 185/70R13, 205/60R14, and 195/60R14. Those sizes split across two wheel diameters, with 185/70R13 fitting a 13-inch rim and the two 14-inch sizes fitting 14-inch rims. The correct choice depends on the wheel and tire package actually on the car.

Begin with the sidewall marking on the existing tire, then verify that the rim diameter matches it. If the car has been changed over the years, measure or inspect the wheel rather than relying on registration records or memory. Once the rim diameter is confirmed, compare the exact size code to the year listing so you stay within the known Subaru XT range.

Subaru XT tire offerings here include Blackwall, Redline, and Wide Whitewall sidewall styles. Blackwall appears across multiple metric radial sizes, while the 185/70R13 size also includes redline and 2-inch wide whitewall options. That gives Subaru XT owners a mix of standard performance-oriented looks and more custom-oriented presentation choices.

For most period-correct 1980s Subaru XT restorations, blackwall is the most natural visual fit. Redline or wide whitewall can be useful when a car has been personalized or when the owner wants a distinct show presentation, but they change the visual character significantly. Sidewall style should be chosen after size and rim diameter are settled, not before.

Subaru XT tires in these listings come from Michelin, Dunlop, BFGoodrich, Avon, and Vredestein. Michelin appears in 165R13, 185/70R13, and 195/60R14, Dunlop appears in 165R13 and 185/70R13, BFGoodrich appears in 185/70R13, Avon appears in 175/70R13 and 185/70R13, and Vredestein appears in 185/70R13. Brand choice therefore depends partly on which Subaru XT size you need.

Once the correct size is established, compare brands by the look and period character you want. Some choices focus on a more standard blackwall radial presentation, while others add sidewall styling such as redline or wide whitewall. For Subaru XT owners, the right brand is usually the one that matches both the required size and the intended style of the car.

Subaru XT offerings here include several tire series: Michelin XAS-FF, Michelin XAS, SP Sport Aquajet, Silvertown Radial, Avon CR6ZZ, Dunlop Sport Classic, Michelin XDX-B, Vredestein Sprint Classic, and Michelin MXV3-A. All are radial tires, but they differ in appearance, period flavor, and the size ranges in which they are offered. Some series are available only in one Subaru XT size, while 185/70R13 has the broadest spread of series choices.

That means series selection comes after fitment is sorted out. A Subaru XT owner with 185/70R13 has far more visual and brand variety than one needing 175/70R13 or 195/60R14. If authenticity, road manners, or a specific sidewall treatment matters, compare the available series within the exact size first rather than trying to choose a series across incompatible wheel diameters.

A Subaru XT should be stored in a cool, dry, dark space with the tires kept away from direct sunlight, electric motors, battery chargers, and ozone-producing equipment. Clean the tires first, keep inflation at the recommended operating level for the tire in use, and avoid leaving the car on damp concrete for long periods without a barrier. If the car will sit for months, rolling it slightly from time to time can help reduce flat-spotting.

Collector cars often age their tires by inactivity rather than mileage, and Subaru XT radials are no exception. If the car is stored for an extended season, use the storage period as a chance to inspect sidewalls for cracking and confirm that all four tires remain evenly inflated. Good storage habits preserve ride quality and make the next road outing less likely to begin with vibration or casing damage.

Tires on a Subaru XT should be inspected before each drive and more thoroughly several times during the year, especially if the car is used only occasionally. Check inflation, sidewall condition, tread wear, valve stems, and any signs of impact damage or age cracking. On a collector car, long periods of sitting make visual inspection just as important as mileage-based maintenance.

A practical routine is to give the Subaru XT a quick walk-around every time it comes out of the garage, then perform a closer inspection at seasonal intervals. If the car develops vibration, pulling, or a sudden change in steering response, inspect the tires immediately rather than waiting for the next scheduled check. Catching a problem early is easier than dealing with a failed tire or damaged wheel later.

Tires on a Subaru XT should be replaced when they show age cracking, casing deformation, repeated air loss, impact damage, or any hardening that suggests the rubber has aged beyond dependable road use. Tread depth alone is not enough on a collector car, because a lightly driven tire can look serviceable while the structure and rubber compound have already deteriorated. Any tire with uncertain age deserves especially careful evaluation.

The key is to judge the tires as aging components, not just as worn components. A Subaru XT that sees infrequent use can sit on old radials for years before anyone notices that the rubber has become less trustworthy. If there is any doubt about age or condition, replacement is wiser than trying to stretch service life from a tire that has already moved past its useful road-going window.

Subaru XT used more than one size across its production life, including 165R13, 175/70R13, 185/70R13, 195/60R14, and 205/60R14 depending on year and configuration. The available replacement products are all radial tires and cover both 13-inch and 14-inch wheel packages. That means there is no single original tire answer that applies to every Subaru XT from 1985 through 1991.

For an accurate restoration, tie the tire choice to the car's exact year, wheel diameter, and configuration rather than the model name alone. Cars from 1988 onward are especially important to verify because both 13-inch and 14-inch fitments appear in the same period. Original manuals, factory literature, and Subaru marque enthusiasts are the best references when authenticity matters as much as function.

Correct tire fitment can affect how a Subaru XT is judged and how seriously the restoration is taken, especially when the size, sidewall style, and overall stance are noticeably different from period expectations. Because the Subaru XT spans multiple sizes and two wheel diameters, an incorrect combination can change the car's visual balance as well as its mechanical presentation. Even on driver-level cars, obviously mismatched tires tend to stand out.

For a show-oriented Subaru XT, the safest approach is to match the tire size to the correct year and wheel package first, then choose a sidewall style that suits the era and the car's intended presentation. Blackwall radials usually align best with the model's original 1980s character. If the car is being prepared for marque judging, club standards and surviving original examples should guide the final decision.

Subaru XT tire options here include blackwall, redline, and wide whitewall sidewall styles, but the most era-consistent look for an XT is usually blackwall. That aligns with the car's modern 1980s design language and the radial tire offerings available in several Subaru XT sizes. Redline and wide whitewall options are present in 185/70R13, but they create a more customized look than a factory-style one.

If restoration authenticity is the goal, start with blackwall unless there is clear period evidence that the individual Subaru XT was intentionally customized. Sidewall style should support the car's overall presentation, not fight it. On a sharply styled 1980s Subaru, a blackwall tire usually preserves the cleanest and most believable original appearance.

Properly selected modern radial tires in the correct Subaru XT size can be appropriate for public-road use when the tires are in sound condition and matched to the car's wheel diameter. The available Subaru XT products here are all radial designs, covering both 13-inch and 14-inch applications. Safety depends first on correct size and condition, not simply on whether the tire fits over the wheel.

Before regular road use, make sure the Subaru XT has a matched set where needed, proper inflation, no visible cracking or impact damage, and the right size for the specific wheel package. A collector car that has spent years parked deserves a more careful mechanical review than a regularly driven car. Tires are only one part of road safety; brakes, suspension, and alignment matter just as much.

Before driving a Subaru XT, check tire pressure, sidewall condition, tread condition, valve stems, and whether the size on the car matches the intended wheel diameter. On this model, that means paying special attention to the 13-inch versus 14-inch split that appears in the later years. Uneven wear or a tire rubbing the body or suspension is a sign to stop and inspect further.

A good habit is to look at all four tires and the spare before the car leaves the garage, especially if it has been parked for a while. Subaru XT cars with uncertain history should also have the wheel and tire package verified against the year and configuration so an old mismatch does not carry over into road use. That quick check can prevent both handling issues and avoidable tire damage.

A Subaru XT should be driven at speeds that respect the condition, age, and specification of the tires actually fitted, not just the car's capabilities when new. The available Subaru XT products here are radial tires, and some carry speed-rated markings within their full size descriptions, but real-world safe speed still depends on tire age, overall condition, inflation, and the state of the car itself. An older collector tire in marginal condition should never be treated like a fresh modern daily-driver tire.

The practical rule is to build speed gradually and let condition govern confidence. If a Subaru XT has recently returned to the road after storage, begin with moderate local driving and confirm that the tires run smoothly without vibration, heat buildup, or steering irregularities. Sustained high-speed driving only makes sense after the tires and the rest of the chassis have proven themselves in careful use.