855-14 Tire Size Guide

The 855-14 is a traditional numeric bias-ply size. In that format, 8.55 refers to the nominal section width in inches, and 14 refers to the wheel diameter in inches, so the tire is built for a 14-inch rim and carries a nominal width of 8.55 inches.

Modern P-metric sizes include more built-in detail, such as section width in millimeters, an aspect ratio, and a construction letter. The 855-14 does not encode all of that directly, which is why buyers comparing it to a radial replacement need to check wheel width, overall diameter, and the way the tire fills the fender opening rather than relying on the size code alone.

The 855-14 fits a 14.0-inch wheel, which is 355.6 millimeters in diameter. That rim diameter must match exactly, because a tire built for a 14-inch wheel will not seat correctly on any larger or smaller rim.

Wheel diameter is only part of the fitment picture. In this size, the supported wheel width range is 5.50 to 6.00 inches, so buyers should confirm both the wheel diameter and the wheel width before mounting. Staying within that width range helps preserve the intended sidewall profile and reduces the risk of distorted shape, steering oddities, or clearance problems.

The 855-14 has a nominal section width of 8.55 inches, which is about 217.2 millimeters. Section width measures the widest point of the inflated tire from sidewall to sidewall, not the width of the tread where the tire actually contacts the road.

Clearance questions should start with section width because the outer sidewall is what comes closest to fender lips, steering arms, springs, and inner wheelhouses. Tread width is usually narrower, so it is not the critical number for fitment planning. On a classic car, even small changes in sidewall bulge can affect both turning clearance and the visual stance.

Yes. The 855-14 and 8.55-14 are two common ways of writing the same size, and the same idea applies to aliases such as 85514, 855X14, and 8.55X14. The underlying fitment meaning stays the same: a numeric tire with an 8.55-inch nominal width for a 14-inch wheel.

Older tire sizes are often written with or without punctuation, and some catalogs use an X in place of a dash. Buyers should still compare the rest of the sidewall information, including construction type and load rating, because matching the written size alone does not guarantee the same casing style, ride character, or wheel-width compatibility.

The 855-14 is commonly a tube-type fitment and is often set up with a tube. Tube use is still a wheel-and-tire-system question rather than a size-only question, so the final decision should be confirmed against the actual tire, the wheel design, and the manufacturer’s guidance.

Many vintage sizes come from an era when wheel construction and bead-seat design varied more than many owners expect today. If you are working with original steel wheels, restored rims, or wheels of uncertain condition, it is wise to verify whether a tube, flap, or tubeless arrangement is appropriate before installation. The size points you in the right direction, but the wheel itself determines the correct setup.

The 855-14 weighs 25 pounds per tire in the currently available versions of this size. That figure refers to the tire by itself, without the wheel, tube, or any mounting hardware.

Tire weight matters because it contributes to unsprung weight, which influences ride response and steering feel on older suspensions. A classic passenger car will usually tolerate normal variation within the size, but buyers trying to preserve factory-like manners should still compare complete tire-and-wheel combinations rather than looking at section width or rim diameter by themselves.

The 855-14 is associated with American passenger-car applications from 1958 through 1971, so it often belongs on full-size and intermediate-era vehicles that originally called for this numeric 14-inch format. Original fitment should still be confirmed from the vehicle’s documentation, wheel markings, and existing tire information before treating the size as correct for any specific car.

Factory tire fitment was influenced by trim level, engine weight, suspension options, and wheel choice, not just model name. A car that appears to match another vehicle visually may still need a different load capacity or wheel width. Using the historical application as a starting point is useful, but the final decision should come from the complete wheel-and-chassis setup on the vehicle in front of you.

The 855-14 requires a 14-inch wheel and, in the available versions of this size, it seats correctly on wheels that are 5.50 to 6.00 inches wide. Both measurements matter. The diameter must match exactly, and the width needs to stay within range so the tire keeps its intended profile.

A wheel that is too narrow can pinch the casing and exaggerate sidewall bulge, while a wheel that is too wide can flatten the profile and change the way the tire sits in the opening. On a bias-ply application, those changes can also affect the period-correct look. Measure the actual wheel, not just the hubcap or trim-ring size, before making a fitment decision.

Yes, the 855-14 is a strong period-style choice when a vehicle originally used a numeric bias-ply size in this range. Bias-ply construction is often the more appropriate match for antique and classic restorations because it preserves the tall-sidewall appearance and traditional road feel that many mid-century cars had when new.

Restoration goals vary, though. A concours-focused owner may prioritize original-style construction and proportions, while a driver-oriented build may compare radial equivalents for different road manners. The best approach is to decide whether authenticity, everyday drivability, or a blend of both matters most, then confirm wheel width, clearance, and load requirements before choosing a final size.

The 855-14 uses bias-ply construction, so its road feel is typically more in keeping with the way many 1950s and 1960s American passenger cars originally drove. Owners usually notice a taller, more compliant sidewall character and a different steering response than they would with a modern radial replacement in a similar overall size.

Driving behavior depends on more than construction alone. Suspension wear, alignment settings, steering design, wheel width, load carried, and tire age all influence how the car tracks and responds. On a well-sorted vintage chassis, a bias-ply setup often preserves the factory-era personality, but it should be chosen with realistic expectations rather than judged by modern-car standards.

A radial substitute for the 855-14 can change more than ride texture. The available comparison sizes include 215R14, P225/75R14, and P235/70R14, and each one can alter sidewall shape, section width, and the way the tire fills the wheel opening even when the wheel diameter stays at 14 inches.

Lower-profile options tend to reduce the tall visual sidewall that defines many period builds, while a wider substitute can come closer to fenders or steering components. Buyers should compare not only the written size but also the intended stance, speedometer effect, and turning clearance. Choosing an equivalent is as much about preserving proportions as it is about finding a size that mounts.

Yes, the 855-14 is closely aligned with the traditional ride character expected from a classic passenger-car bias-ply setup. Its numeric sizing and tall-sidewall profile support the fuller, more upright look that many mid-century American cars carried from the factory, which is why restorers often stay with this format instead of moving immediately to a modern radial.

Ride comfort and response still depend on the complete chassis. Worn bushings, weak shocks, alignment drift, or a wheel that falls outside the 5.50 to 6.00 inch range can change the way the tire behaves. When buyers want the original visual balance and road feel, the size works best as part of a properly sorted suspension and wheel package.

The 855-14 is available from BFGoodrich in the current offerings for this size. That keeps brand choice simple, but buyers should still compare the tire’s construction, sidewall treatment, and load rating to the needs of the specific vehicle rather than assuming any tire with the right size marking serves the same purpose.

With a vintage size like this, quality selection is often less about chasing multiple brand names and more about choosing the right style for the build. A period-correct restoration may prioritize original-looking proportions and sidewall appearance, while a driver may focus more on consistency across a full set. Matching all four tires in construction and presentation usually gives the best result.

A quality 855-14 starts with the basics: correct bias-ply construction for the intended build, accurate 14-inch rim fit, suitable wheel-width compatibility, and a load rating that meets the vehicle’s needs. In this size, buyers should also pay attention to whether the tire preserves the tall, factory-style proportions expected on a classic passenger car.

Appearance matters in vintage applications, but build consistency matters just as much. Look for a tire that matches your goals in casing style, section width, and sidewall presentation, then carry that choice across the full set. Mixing visibly different tires on one car can upset both the look and the driving balance, especially on older suspensions that are more sensitive to tire differences.

Yes. The currently available 855-14 offerings use a narrow whitewall presentation, and that detail can strongly influence how authentic the finished car looks. Sidewall style is not just decorative on a restoration-minded build; it is part of the visual language of the era and can make the difference between a believable period appearance and a mismatched one.

Selection should reflect the vehicle’s trim level, wheel covers, and the look you want from the completed car. Even when the size and construction are right, an incorrect sidewall treatment can draw the eye immediately. Buyers who care about originality usually choose the sidewall style with the same care they give to wheel finish, stance, and overall tire proportions.

The 855-14 should be inspected regularly for cracking, bulges, cuts, air loss, and uneven wear, even if the tread still looks serviceable. Bias-ply tires on collector cars often spend long periods parked, and time, heat, sunlight, and ozone exposure can age the casing long before the tread is fully used.

Inspection should include the sidewalls, tread surface, bead area, and the condition of the wheel itself. On a vintage wheel-and-tube setup, problems can develop in places that are easy to miss during a quick walk-around. If a car has been stored for a season or longer, it is smart to give the tires a thorough look before returning the vehicle to regular road use.

The 855-14 should be stored away from direct sunlight, standing moisture, electric motors, and other ozone sources that can speed rubber aging. A cool, dry storage space helps preserve both the casing and the sidewall appearance, which matters on a vintage bias-ply tire used for restoration or show presentation.

Long stationary periods can also encourage flat spotting, especially on older vehicles that are not moved often. If the car will sit for extended stretches, keep the tires properly inflated, move the vehicle occasionally, and inspect them before the next outing. Storage care does not stop aging, but it can slow the damage that comes from heat, light, and prolonged inactivity.

The 855-14 is commonly a tube-type fitment, but tube use should be confirmed as part of the complete wheel-and-tire system rather than from size marking alone. The actual wheel design, the tire being used, and the manufacturer’s mounting guidance all play a role in determining the correct setup.

Original wheels, restored rims, and replacement wheels can differ in bead-seat condition and sealing ability, so the same size may not always be handled the same way from one car to another. Before mounting, inspect the wheel carefully and verify whether a tube is appropriate for the combination. A qualified tire professional can help evaluate condition and compatibility if there is any uncertainty.

The 855-14 should be replaced when inspection reveals cracking, bulges, persistent air loss, impact damage, or other signs of age-related deterioration, even if plenty of tread remains. Vintage tires can age out before they wear out, particularly on collector vehicles that see limited mileage but spend years exposed to time and storage conditions.

Replacement timing is not just about appearance. A tire that looks usable from ten feet away can still have internal aging or sidewall weakness that makes it a poor candidate for continued road use. Before long drives, highway trips, or events that put sustained load on the car, inspect the full tire closely and replace aged tires rather than relying on tread depth alone.

In the current 855-14 offerings, each tire is rated at 1,740 pounds at 32 psi. Buyers should confirm that this rating matches or exceeds the actual requirement for the vehicle and the wheel position where the tire will be used, especially on heavier full-size cars or wagons from the era.

Load figures only matter when paired with the pressure at which they apply, so it is important to keep the tire in the operating range appropriate for the vehicle and the tire itself. Weight distribution, passenger load, and luggage all affect demand on the tire. Matching the size alone is not enough if the car’s real-world load needs exceed the rating.

Before driving on the 855-14, buyers should confirm wheel condition, proper 14-inch rim fit, wheel width within the 5.50 to 6.00 inch range, and the correct tube setup for the actual wheel-and-tire combination. Tire condition should also be checked for cracking, bulges, cuts, irregular wear, and signs of air loss before any extended trip.

Road use today places old vehicles in faster and denser traffic than many of them originally experienced, so preparation matters. Review the sidewall markings on the installed tire, verify that the load requirement is met, and inspect the spare if one is carried. When wheel condition, tube use, or aging is in doubt, a qualified tire professional should evaluate the assembly before service.