1960 Ford Escort, Squire & Thames Tires

The 1960 Ford Escort, Squire & Thames uses two 13-inch tire sizes: 520-13 in bias-ply construction and 145R13 in radial construction. Both sizes appear on the Base sub-model, so the fitment question is not limited to one trim using one size and another trim using something different.

The practical choice is deciding whether the vehicle should stay with a traditional bias-ply presentation or move to a radial setup. Wheel width, overall tire profile, and the vehicle’s current configuration should be checked before choosing between them, especially if the car has been sitting for years or has had wheel changes at some point in its life.

Both supported tire sizes for the 1960 Ford Escort, Squire & Thames use a 13-inch rim diameter. That applies to the 145R13 radial option and the 520-13 bias-ply option, so the wheel diameter remains consistent even though the tire constructions and sizing formats differ.

Rim diameter is only the first check. A 13-inch wheel still needs the right width for the tire being considered, and that matters even more when moving between bias-ply and radial construction. Looking at the actual wheel on the vehicle is important, particularly on older cars that may no longer be wearing their original steel wheels.

520-13 is a vintage numeric bias-ply tire size. The 5.20 refers to the nominal section width in inches, and the 13 indicates the rim diameter. On a 1960 Ford Escort, Squire & Thames, that size gives the car the narrow, upright bias-ply look associated with many small early-1960s vehicles.

Understanding the size code helps avoid confusing it with a modern metric radial. A 520-13 bias-ply tire and a 145R13 radial may share the same wheel diameter, but they are not the same type of tire. Owners considering a change should compare wheel width, appearance, and clearance rather than matching only the 13-inch rim number.

520-13 is a bias-ply tire size for the 1960 Ford Escort, Squire & Thames. It uses the older numeric sizing format common to many compact and collector vehicles of the period, and it is distinct from the 145R13 radial option that also appears for this vehicle.

That matters because construction affects both appearance and wheel requirements. A bias-ply tire usually suits a more traditional presentation, while a radial introduces a different casing design and sizing convention. Before changing from one type to the other, it is smart to verify wheel width, tire age, and the actual setup on the car rather than assuming both choices behave the same.

Radial equivalents for 520-13 include 155R13, P155/75R13, and P155/70R13. The 155R13 is an 80-series metric radial equivalent, P155/75R13 is a P-metric 75-series radial equivalent, and P155/70R13 is a P-metric 70-series radial equivalent.

Those options give different radial sizing formats rather than one universal replacement. A recommended rim-width range of 4 to 5 inches applies to the equivalent range, and the final choice should be checked against the wheel on the vehicle, the tire’s overall visual profile, and clearance at the fenders and steering components before making the switch.

Start by confirming the actual wheel diameter and width, then compare the intended radial size with the tire currently on the vehicle. For a 520-13 bias-ply setup, radial-equivalent choices include 155R13, P155/75R13, and P155/70R13, and each should be treated as an alternative that still needs verification.

A conversion should also include a close look at steering clearance, fender clearance, suspension condition, and the age and condition of the wheels themselves. Older collector vehicles are often running replacement wheels, tired springs, or mixed components, so the safest approach is to evaluate the whole package instead of focusing only on the size printed on the sidewall.

Choosing a 520-13 tire starts with confirming that the vehicle is staying with the bias-ply fitment rather than moving to the 145R13 radial option. From there, the meaningful differences are sidewall style, tire series, brand, and whether the wheel width matches the tire’s intended fitment.

For many owners, appearance is the deciding factor. A blackwall, narrow whitewall, or wide whitewall can change the character of a small early-1960s Ford noticeably, even within the same tire size. It also helps to compare load figures where shown and to inspect the wheel closely, since compact vintage applications can be sensitive to width and stance.

Sidewall choices for the 1960 Ford Escort, Squire & Thames include blackwall, narrow whitewall, and wide whitewall depending on the tire size and series. The 145R13 radial products shown are blackwall, while the 520-13 bias-ply selection includes blackwall as well as narrow and wide whitewall treatments.

That gives owners some flexibility in how the vehicle presents without changing the basic tire size. A blackwall tends to keep the look simple and understated, while whitewall variations bring a stronger restoration-oriented visual effect. The best choice depends on the car’s finish, wheel covers, and whether the goal is a restrained stock-style look or a more expressive period appearance.

Michelin, Firestone, and Premium Sport all offer tires in the supported sizes for the 1960 Ford Escort, Squire & Thames. Michelin and Firestone appear in the 145R13 radial size, while Firestone and Premium Sport appear in the 520-13 bias-ply size across different sidewall treatments and tire series.

Brand is only one part of the decision. It should be considered alongside construction type, sidewall appearance, rim-width suitability, and the overall style of the tire series itself. On a vehicle this compact and visually sensitive, selecting the right format and presentation often matters just as much as choosing the name molded into the sidewall.

For a period-style 1960 Ford Escort, Squire & Thames, the 520-13 bias-ply size is the natural starting point because it preserves the older numeric format and traditional tire profile associated with compact vehicles of the era. That does not make every 520-13 identical in appearance, but it does keep the construction and proportions in the right historical direction.

From there, the decision usually comes down to sidewall treatment and overall presentation. A blackwall keeps the look modest, while narrow or wide whitewalls create a more styled appearance. Owners chasing exact restoration standards should compare those choices with marque-specific references and period photos rather than assuming any available whitewall pattern was used originally.

Tire construction changes the look of a restored 1960 Ford Escort, Squire & Thames more than many owners expect. A 520-13 bias-ply tire gives the car a distinctly traditional profile, while a 145R13 radial introduces a more modern tire format even though both use a 13-inch rim diameter.

That visual difference can influence the vehicle’s overall stance, especially on a small-bodied Ford where tire proportion is easy to notice. Radials may still be the right choice for some owners, but a restoration-oriented build should consider how the sidewall shape and sizing format support the intended era-correct feel before making the final decision.

Yes. Modifications can change tire fitment on a 1960 Ford Escort, Squire & Thames even when the wheel still measures 13 inches. Aftermarket wheels, altered wheel width, suspension changes, lowering, or bodywork repairs can all affect how a 520-13 bias-ply or 145R13 radial sits in the wheel opening.

That is why modified vehicles should be measured rather than matched by size name alone. Clearance at full steering lock, fender lip space, and the actual wheel width deserve attention before buying tires. Older small cars often have little extra room, so even a subtle change in wheel specification can influence whether a given tire choice remains practical.

Before road use, inspect the wheels for damage or corrosion, confirm the tire beads seat properly, and make sure inflation pressure matches the tire’s needs. The suspension, steering components, and brakes also deserve a quick check, since fresh tires can expose looseness or wear that was less obvious on old, hardened rubber.

A short, careful test drive is a smart next step. Listen for rubbing, check steering response, and recheck pressure after the first outing. Collector vehicles that have spent long periods parked may also have dry wheel hardware, weak valve stems, or uneven alignment, all of which should be addressed before trusting the vehicle on a longer drive.

Collector-car tires in 520-13 or 145R13 should be maintained with regular pressure checks, periodic visual inspections, and routine monitoring for cracks, bulges, cuts, and uneven tread wear. Tires on low-mileage vehicles can age out before they wear out, so condition matters more than odometer readings alone.

Storage habits also make a difference. Keeping the car away from prolonged sunlight, moisture, and ozone-producing equipment helps preserve sidewalls over time. It also pays to inspect the tires before each driving season and before any highway trip, especially on a vehicle that may sit for months and then return to service without much warning.