1962 Plymouth 8 Cyl. Tires

The 1962 Plymouth 8 Cyl. uses two primary tire sizes: 700-14 and 750-14. Both are bias-ply sizes designed for 14-inch wheels, and the covered Base sub-model can use either one depending on the wheel and tire setup on the car.

That means the first job is not choosing a brand, but confirming which size is already fitted or which wheel width and appearance goal the car calls for. A 700-14 gives a narrower vintage profile, while a 750-14 opens up a broader range of sidewall and brand choices. Any car with replacement wheels or suspension changes should be measured before settling on one size.

Both primary tire sizes for the 1962 Plymouth 8 Cyl. are built around a 14-inch rim diameter. That applies to 700-14 and 750-14, so the wheel diameter remains consistent even though the tire section width changes between the two sizes.

Rim diameter alone is only part of the fitment picture. Product fitments in these sizes commonly pair with wheel widths around 5.00 to 5.50 inches, and some 750-14 options extend to 6.00 inches. Before choosing a tire, confirm the actual wheel width on the car, especially if the Plymouth has been modified or is no longer using its original-style wheels.

A 700-14 is a vintage numeric bias-ply tire size. The 7.00 portion refers to the nominal section width in inches, and the 14 identifies the wheel diameter. On a 1962 Plymouth 8 Cyl., it represents one of the original-style 14-inch bias-ply fitment paths for the car.

Modern buyers often recognize metric sizes more quickly, so the older numeric system can seem unfamiliar at first. The important takeaway is that 700-14 is not a metric radial size and should not be treated like one. When comparing it with alternatives, keep the original 14-inch wheel requirement in mind and check the tire’s intended construction, wheel-width suitability, and overall vehicle clearance.

For the 1962 Plymouth 8 Cyl., 700-14 is a primary bias-ply tire size. It belongs to the vintage numeric sizing system and is one of the original-style fitments associated with this model’s 14-inch wheel setup rather than a radial construction tire.

That matters because choosing a 700-14 bias-ply keeps the car in a traditional construction type, while a radial equivalent changes both construction and sizing format. If a radial alternative is being considered, compare the wheel width, tire dimensions, and clearance at the fenders and steering components. Owners focused on restoration appearance often start with bias-ply, while regular road-use priorities may lead to an equivalent radial comparison.

Radial equivalents for 750-14 include 195R14 as an 80-series metric radial, P205/75R14 as a 75-series P-metric radial, P215/70R14 as a 70-series P-metric radial, and 750R14 as a bias-look radial. Each one preserves the 14-inch rim diameter while using a different radial sizing convention.

Those choices give the 1962 Plymouth 8 Cyl. owner several ways to approach a radial conversion, from a more traditional metric radial format to a bias-look radial that keeps a vintage visual character. None should be treated as automatic interchangeability. Wheel width, tire dimensions, clearance through turns and suspension travel, and the car’s actual ride height all deserve a check before making the switch.

Start by matching the original bias-ply size to one of the established radial equivalents, then confirm the wheel diameter and width. A 700-14 can be compared with 185R14, P195/75R14, or P205/70R14, while a 750-14 can be compared with 195R14, P205/75R14, P215/70R14, or 750R14.

The practical checks come next: make sure the wheel suits the radial’s recommended width range, and verify that section width and overall tire shape do not create issues at the fenders, steering stops, or suspension. Cars that have been lowered, fitted with replacement wheels, or altered from stock deserve extra attention. A collector car should also have its steering and suspension condition inspected before any construction change.

Start with the correct primary size for the wheel setup already on the car. Both 700-14 and 750-14 are 14-inch bias-ply fitments, but 700-14 is nominally narrower, while 750-14 opens the door to a much wider assortment of brands, tire series, and sidewall treatments.

Once the size is settled, compare the details that actually affect the result: construction, sidewall appearance, wheel-width compatibility, and load figures where they are stated. A stock-appearing cruiser may call for a whitewall or redline presentation, while a simpler period look may point toward blackwall. If the car sees regular road use, radial-equivalent options may also be worth reviewing before making a final choice.

Sidewall choices for the 1962 Plymouth 8 Cyl. include blackwall, narrow whitewall, wide whitewall, and redline, depending on tire size and brand. The broader 750-14 size has the widest appearance selection, while 700-14 is available in blackwall and narrow whitewall versions.

That variety matters because the sidewall is one of the first things people notice on a restored or preserved early-sixties Plymouth. A blackwall tends to look understated and utilitarian, narrow whitewalls keep a restrained period feel, wide whitewalls deliver a stronger early-sixties visual statement, and redlines offer a more distinctive look. The right choice depends on the car’s presentation goal rather than a universal styling rule.

Tires for the 1962 Plymouth 8 Cyl. are available from BFGoodrich, US Royal, Coker Classic, Firestone, Universal Vintage Tire, and Goodyear. Most of that variety appears in the 750-14 size, while 700-14 is represented by BFGoodrich options in the Silvertown Classic Bias Ply line.

Brand choice is best treated as one part of a broader fitment decision. Compare the brand alongside tire series, sidewall treatment, rim-width compatibility, and the look you want on the car. A buyer choosing among several 750-14 options may find that the most meaningful difference is not the brand name alone, but whether the tire is offered in blackwall, whitewall, or redline form.

A period-style 1962 Plymouth 8 Cyl. build usually starts by staying with one of the original-style bias-ply sizes, either 700-14 or 750-14, on a 14-inch wheel. From there, the visual direction depends on how restrained or expressive the finished car is meant to look.

Among the available bias-ply choices, blackwall, narrow whitewall, wide whitewall, and redline treatments create very different impressions. Buyers chasing exact historical originality should compare the car against marque-specific references, build documentation, or restoration photography for the same model year. For a restoration-oriented driver, the safer approach is to choose the correct size first and then select the sidewall style that matches the intended era and presentation.

Tire construction changes more than ride behavior on a restored 1962 Plymouth 8 Cyl.; it also changes the visual character of the car. A bias-ply tire preserves the traditional construction associated with the car’s original fitment era, while a radial alternative introduces a more modern tire profile and presentation.

That difference becomes especially noticeable on a full-size early-sixties car, where sidewall shape is a large part of the overall stance. A buyer prioritizing a restoration-oriented look will often begin with bias-ply options in the correct size and then choose the preferred sidewall treatment. Someone wanting radial construction may prefer a bias-look radial in 750R14 to retain a more traditional visual impression while moving away from bias-ply.

Yes, modifications can change tire fitment on a 1962 Plymouth 8 Cyl. even when the tire size itself is correct on paper. Replacement wheels, altered wheel width, suspension work, lowering, or body changes can all affect how a 700-14, 750-14, or radial equivalent sits in the wheel opening.

That is why a modified car should be checked at full steering lock and through normal suspension travel before finalizing a tire choice. Wheel diameter may still be 14 inches, but offset, width, and ride height can shift the clearance picture substantially. Any Plymouth with non-original wheels deserves a measurement-based approach instead of relying on a size code alone.

Before road use, inspect the wheels for correct diameter and condition, confirm that lug hardware and wheel seating surfaces are in good shape, and verify that the tires are inflated appropriately for their intended use. It also helps to check for any rubbing at the fenders, steering components, or suspension once the car is back on the ground.

A collector-era Plymouth should also have its broader running gear looked over before a serious drive. Worn steering parts, tired shocks, weak springs, or old alignment issues can make any new tire feel less settled than it should. After the first few miles, recheck air pressure and give the tires another visual inspection for clearance marks, uneven contact, or signs of air loss.

Collector-car tires should be maintained with regular pressure checks, visual inspections, and careful storage habits, whether the Plymouth is using 700-14 or 750-14 bias-ply tires. Watch for cracking, bulges, cuts, irregular wear, and slow air loss, especially on a car that spends long periods parked between drives.

Storage conditions matter almost as much as mileage on a vintage car. Keeping the Plymouth away from prolonged heat, direct sunlight, moisture, and ozone sources helps protect the sidewalls and casing over time. Even tires with low tread wear deserve routine age and condition checks, because a collector vehicle can accumulate years of exposure long before the tread looks worn out.