1962 Austin A 40 Tires

The 1962 Austin A 40 uses two primary tire sizes: 145R13 in radial construction and 520-13 in bias-ply construction. Both sizes are associated with the Austin A 40 Base and both are built around a 13-inch rim diameter, so the key distinction is not wheel diameter but tire type and presentation.

That means the first decision is whether the car should stay with a traditional bias-ply look or move to a radial setup in the proper size range. It is still smart to confirm the actual wheels on the car, especially if it has been modified over the years, since wheel width and clearance can affect which tire is the better fit.

The tire sizes associated with the 1962 Austin A 40 use a 13-inch rim diameter. Both the 145R13 radial option and the 520-13 bias-ply option are built for that same wheel diameter, which keeps the fitment question focused on construction style rather than changing to a different rim size.

Rim diameter is only part of the picture, though. The actual wheel width should also be checked before choosing between available tires, especially when comparing a bias-ply tire with a radial or when considering a radial equivalent to the original 520-13 size. Clearance at the fenders and steering range should be verified on the car itself.

520-13 is a vintage numeric bias-ply tire size. The 520 indicates an approximate nominal section width of 5.20 inches, while the 13 identifies the rim diameter in inches. On a 1962 Austin A 40, that size represents the traditional bias-ply fitment and is the size most closely tied to a classic small-car tire appearance.

Understanding that format helps when comparing it to a radial such as 145R13 or to radial equivalents like 155R13. The numbers are not expressed in the same way, so the best approach is to compare by intended fitment category, wheel compatibility, and overall presentation rather than assuming a modern-looking size code is automatically the better match.

520-13 is a bias-ply tire size on the 1962 Austin A 40. It uses the older numeric sizing format common to many vintage cars, and it represents the traditional construction choice for owners who want the car to retain a more period-style tire profile and sidewall presentation.

That matters because a bias-ply tire influences both appearance and setup decisions. Buyers comparing 520-13 to a radial should confirm wheel width, review the intended use of the car, and decide whether the priority is vintage character or a more modern radial construction. Sidewall choices in this size also make it attractive for restoration-oriented visual goals.

Radial equivalents for 520-13 include 155R13 as an 80-series metric radial, P155/75R13 as a 75-series P-metric radial, and P155/70R13 as a 70-series P-metric radial. These are alternative radial sizes associated with the original 520-13 bias-ply fitment rather than separate primary factory-style size listings.

Each equivalent should be treated as a fitment option that still needs to be checked on the actual car. A recommended rim-width range of 4-5 inches applies to these radial equivalents, and the owner should also verify wheel diameter, available clearance, and the current condition of the suspension and steering before making the change.

Start by confirming the actual wheel diameter and wheel width on the car, then compare the intended radial size against the Austin A 40's existing setup. For a 520-13 bias-ply tire, radial equivalents include 155R13, P155/75R13, and P155/70R13, with a recommended rim-width range of 4-5 inches for those alternatives.

After that, inspect steering and fender clearance through the full range of motion and account for any aftermarket wheels, suspension changes, or age-related sag. A radial conversion can also change the visual character of the car, so the decision should balance wheel compatibility and road use with the owner’s preference for either a traditional bias-ply look or a more modern radial setup.

The main choice on a 1962 Austin A 40 is between 520-13 bias-ply and 145R13 radial fitment. That decision affects construction style, sidewall appearance, and how closely the tire matches a traditional small British car presentation versus a more modern radial approach on the same 13-inch rim diameter.

Once the size path is settled, compare wheel-width suitability, sidewall style, tire series, and any available load or weight specifications that matter to your use. A lightly driven restored car may lean toward bias-ply appearance, while a car intended for more regular road use may justify closer consideration of the radial choices and the related wheel setup.

Tires for the 1962 Austin A 40 are available in several sidewall styles, including blackwall, narrow whitewall, and wide whitewall. The 145R13 radial choices shown here are blackwall tires, while the 520-13 bias-ply options include blackwall, narrow whitewall, and wide whitewall presentations.

That variety makes sidewall treatment one of the most visible buying decisions for this car. A blackwall generally keeps the look simple and understated, while whitewall options push the car toward a stronger vintage or custom-style appearance. The right choice depends less on fitment than on the visual result you want from the finished car.

Michelin, Firestone, and Premium Sport all offer tires associated with the 1962 Austin A 40. Michelin and Firestone appear in the 145R13 radial range, while Firestone and Premium Sport are represented in the 520-13 bias-ply size with multiple sidewall treatments and tire series.

Brand should be considered alongside size, construction, and appearance rather than as a stand-alone decision. Some buyers will focus on a traditional bias-ply series and whitewall treatment, while others will narrow the choice to radial blackwall tires for road use. The best comparison is the one that matches the car’s wheels, intended use, and visual direction.

For a period-style 1962 Austin A 40, the 520-13 bias-ply tire is the natural starting point because it preserves the vintage numeric sizing format and traditional construction. That makes it the size most likely to support a restoration-oriented look, especially when paired with the sidewall treatment that best matches the car’s intended presentation.

The final choice depends on how strictly original-looking the finished car needs to be. Blackwall, narrow whitewall, and wide whitewall options create very different visual results, and not every vintage-style tire appearance is automatically historically correct for every restoration. When exact authenticity matters, marque-specific references and period photographs are worth checking before settling on a sidewall style.

Tire construction changes more than road feel on a restored 1962 Austin A 40; it also changes the car’s visual character. A 520-13 bias-ply tire gives the car a more traditional vintage presentation, while a 145R13 radial introduces a more modern construction style even though it still fits the same 13-inch wheel diameter.

That difference becomes especially noticeable when the car is viewed from the side, because sidewall profile and available treatments influence the finished stance. Buyers aiming for a restoration-oriented result usually start by deciding whether the car should read as authentically vintage at a glance, then choose the construction and sidewall style that support that overall appearance.

Yes, modifications can affect tire fitment on a 1962 Austin A 40 even when the nominal tire size stays within the normal range. Changes such as aftermarket wheels, altered wheel width, suspension work, ride-height changes, or body modifications can all influence how a 145R13 or 520-13 tire sits and clears the car.

That is why the actual car should be inspected before settling on a tire, especially when moving from bias-ply to radial sizing. Check wheel diameter, wheel width, steering clearance, and fender space at full lock and under compression. On an older car, worn bushings or sagging suspension can also change the space the tire has available.

Before driving a 1962 Austin A 40 on new tires, inspect the wheels for correct diameter and condition, confirm that the tire is seated properly, and make sure there is no contact with suspension or bodywork. The valve stems, wheel hardware, and tire pressures should also be checked before the car goes back into regular road use.

A short, careful test drive is a good next step so the car can be rechecked for clearance, air retention, and any unusual vibration. On a collector vehicle, it also makes sense to inspect steering components, brake condition, and suspension wear at the same time, since fresh tires can reveal issues that were less obvious with old, hardened rubber.

Tires on a collector 1962 Austin A 40 should be inspected regularly for pressure loss, sidewall cracking, tread wear, cuts, bulges, and signs of aging. That applies whether the car is using 520-13 bias-ply tires or 145R13 radials, because low annual mileage does not prevent rubber from deteriorating over time.

Storage conditions matter as much as mileage on a lightly used vintage car. Keep the Austin away from prolonged sunlight, excess heat, moisture, and ozone sources when possible, and check the tires before each drive rather than assuming they are fine because the car was parked indoors. A routine visual inspection can prevent many road-use problems before they start.