1958 Austin A 40 Tires

A 1958 Austin A 40 uses either a 145R13 radial or a 520-13 bias-ply tire. Both sizes are built around a 13-inch rim diameter, but they represent two different construction types and two different sizing systems.

That means the first step is not just reading the sidewall, but confirming whether the car is set up for a radial or a bias-ply tire. If the Austin has been restored, modified, or fitted with replacement wheels over the years, checking actual wheel width and current tire clearance is a smart move before settling on one of the two fitments.

The 1958 Austin A 40 uses a 13-inch rim diameter with both of its primary tire sizes, 145R13 and 520-13. That shared diameter makes wheel diameter straightforward even though the car can use either radial or bias-ply construction.

Rim diameter alone does not settle the whole fitment question, because wheel width still matters when moving between tire types or considering a radial equivalent. A car that still has its original-style wheels may favor one setup differently than a car with replacement wheels, so measuring the actual wheel before purchasing helps avoid clearance or compatibility surprises.

The 1958 Austin A 40 Base is associated with the same 13-inch fitment family and can use either 145R13 radial or 520-13 bias-ply tires. In practical terms, the Base model does not introduce a separate rim diameter or a different tire-size group.

That still leaves an important decision for the owner, because tire choice depends on the construction and appearance the car is meant to have. Looking at the tires already installed, checking the wheel width, and deciding whether the goal is a restoration-oriented bias-ply setup or a radial-driving setup will narrow the choice more effectively than the sub-model name alone.

520-13 is a bias-ply tire size on the 1958 Austin A 40. It uses the older numeric sizing system and represents the traditional construction choice associated with many small cars of this period.

Choosing 520-13 usually appeals to owners who want a more period-style look, especially when whitewall or classic blackwall presentation matters. Before staying with or returning to this size, it helps to confirm the wheel width and compare the car's current setup, since an Austin that has already been converted to radial tires may not be wearing the same type of tire it originally used.

Radial equivalents for 520-13 include 155R13, P155/75R13, and P155/70R13. Those three options cover an 80-series metric radial, a P-metric 75-series radial, and a P-metric 70-series radial, giving the Austin A 40 several modern sizing formats to consider.

These equivalents should be treated as alternatives rather than automatic substitutions. A recommended rim-width range of 4 to 5 inches applies to the radial equivalents, so the smart next step is checking the actual wheel width along with overall tire clearance at the fenders and steering before converting the car from its 520-13 bias-ply fitment.

Start by confirming the wheel diameter and width, then compare the radial size being considered against the car's current tire and wheel setup. On a 1958 Austin A 40, radial alternatives tied to 520-13 include 155R13, P155/75R13, and P155/70R13, and the recommended rim-width range for those equivalents is 4 to 5 inches.

A conversion also calls for a careful look at steering clearance, fender clearance, and the condition of suspension and alignment components. An Austin that has sat for long periods or has replacement wheels may behave differently than a freshly sorted car, so confirming the whole setup is more useful than focusing on tire size alone.

The main decision is whether the 1958 Austin A 40 should run a 520-13 bias-ply tire or a 145R13 radial. That choice shapes the car's overall look, the type of tire construction on the car, and which product families and sidewall treatments are available.

After the size and construction are settled, compare practical details such as wheel-width compatibility, sidewall style, load figure where stated, and the kind of driving the car actually sees. A restoration-minded Austin may point toward bias-ply styling, while a regularly driven car may lead the owner to look harder at the radial side of the fitment.

1958 Austin A 40 tires are available in several sidewall styles, including blackwall, narrow whitewall, and wide whitewall. The 145R13 radial choices are blackwall, while the 520-13 bias-ply selections open up the traditional whitewall options.

That makes sidewall style an appearance decision tied closely to construction choice. Owners trying to keep a simple utility-car look may lean toward blackwalls, while those building a more dressy or show-oriented presentation may prefer narrow or wide whitewalls, provided the chosen tire still matches the car's wheel dimensions and intended use.

Tires for the 1958 Austin A 40 are available from Michelin, Firestone, and Premium Sport. The radial 145R13 options include Michelin and Firestone, while the 520-13 bias-ply range includes Firestone and Premium Sport products.

Brand choice matters most when it connects to the tire type and appearance you want rather than as a ranking exercise. Some owners will narrow the field by preferring a radial blackwall, while others will be looking specifically for a whitewall bias-ply presentation, so the useful comparison is brand within the correct size and construction.

A period-style 1958 Austin A 40 usually starts with the 520-13 bias-ply size, because it preserves the vintage numeric sizing format and traditional construction associated with the car's era. That size is also where blackwall, narrow whitewall, and wide whitewall appearance choices are concentrated.

The final decision depends on how strictly the car is being restored and what visual character you want it to carry. If exact originality matters, marque references and model-specific historical material are worth consulting, but for many owners the practical goal is a tire that looks appropriate to the car's period without overreaching into unsupported authenticity claims.

Tire construction changes the overall presentation of a restored 1958 Austin A 40 because bias-ply and radial tires do not read the same visually. A 520-13 bias-ply setup tends to support a more traditional small-car look, while a 145R13 radial introduces a more modern sizing and road-use character.

Sidewall treatment amplifies that difference. Whitewall options are tied to the 520-13 bias-ply range, so owners pursuing a stronger vintage visual statement often start there, while blackwall radials keep the car more restrained. Deciding early whether appearance or modernized driving feel matters more helps keep the restoration consistent from wheel to wheel.

Yes, modifications can affect tire fitment on a 1958 Austin A 40 even when the tire size itself looks correct on paper. Replacement wheels, altered wheel width, suspension changes, lowered stance, or body repairs can all change how a 145R13 or 520-13 tire sits in the car.

That is why a modified Austin should be checked at full steering travel and through normal suspension movement before a final tire decision is made. Measuring the actual wheel, comparing the current tire setup, and looking for clearance at the inner wheelhouse and outer fender edge will tell you more than the nominal tire size alone.

Before driving a 1958 Austin A 40 on new tires, inspect the wheels for damage, confirm the tires are seated correctly, and verify that air pressure is appropriate for the tire being used. It also helps to check lug hardware, valve stems, and visible clearance around the fenders and suspension.

A short, careful road test is the best follow-up. Listen for rubbing, feel for unusual pull or vibration, and recheck pressure after the initial drive, especially on a car that has been parked for long stretches. Old alignment issues or worn steering parts often show up only after fresh tires are installed.

Tires on a collector 1958 Austin A 40 should be inspected regularly for cracking, bulges, cuts, tread wear, and signs of slow air loss, even if the car is driven only occasionally. Low-mileage collector cars often age their tires by time and storage conditions rather than by distance traveled.

Proper inflation, clean storage, and periodic movement of the car all help reduce flat-spotting and stress on the casing. Keeping the Austin away from prolonged sunlight, excess heat, moisture, and ozone sources such as electric motors can preserve the tires longer, while a pre-drive inspection remains important any time the car has been sitting.