1968 Austin 850 Tires

The 1968 Austin 850 uses two primary tire sizes: 145R10 in radial construction and 5.20-10 in bias-ply construction. Both sizes are tied to a 10-inch rim, so the basic fitment question is less about diameter and more about whether the car is being kept on a traditional bias-ply setup or fitted with a radial tire.

That distinction matters because the two sizes use different sizing systems and different tire constructions even though they share the same wheel diameter. A car that has been restored, modified, or fitted with replacement wheels should have its actual wheel width, tire clearance, and overall setup checked before choosing between the radial and bias-ply options.

The 1968 Austin 850 uses a 10-inch rim with both of its primary tire sizes. The radial 145R10 and the bias-ply 5.20-10 are both built around that same rim diameter, which keeps the wheel-size question simple even though there are two different construction paths available.

Rim diameter is only the first check, especially on a small car where wheel width and clearance can affect the final result. It is smart to confirm the actual wheels on the car before ordering tires, particularly if the Austin has had aftermarket wheels, brake changes, or other updates that may have altered the original wheel-and-tire relationship.

The covered 1968 Austin 850 sub-models share the same fitment choices. Base, Super Mini, and Seven models use the same two tire-size paths: 145R10 radial or 5.20-10 bias-ply, both on 10-inch rims. That means sub-model choice does not create a separate tire-size split within this group.

Even with shared fitment, the car still needs to be checked as it sits today. A previous owner may have changed wheels, suspension height, or tire construction, and those changes can affect what makes the most sense now. Matching the tire to the car’s present setup is more important than assuming every surviving example still wears its original-type configuration.

5.20-10 is the bias-ply tire size used on the 1968 Austin 850. It is a vintage numeric bias-ply format, with the first number indicating nominal section width in inches and the last number indicating the 10-inch rim diameter. On this car, it represents the more traditional construction choice compared with the 145R10 radial.

Construction affects more than the size code on the sidewall. Choosing 5.20-10 usually appeals to owners who want a more period-style presentation and an older-style tire format on the car. Before making that choice, it still makes sense to confirm wheel condition, wheel width, and clearance so the tire selected matches the Austin’s current mechanical and cosmetic setup.

A 1968 Austin 850 can be fitted with either a 5.20-10 bias-ply or a 145R10 radial, so the right choice depends on the kind of car you are building. Bias-ply suits a more traditional period-style presentation, while 145R10 keeps the 10-inch wheel format but uses radial construction and has several blackwall options from specialty vintage-tire brands.

The decision should reflect how the Austin will be used and how closely the owner wants to stay with an earlier tire appearance. A road-driven car may lead the buyer toward the radial path, while a restoration-oriented car may lean toward bias-ply. Either way, check the actual wheel setup and surrounding clearances before changing construction.

Moving a 1968 Austin 850 from 5.20-10 bias-ply tires to 145R10 radials starts with confirming that the car still has the correct 10-inch wheels and that the wheels are suitable for the radial tire being considered. It is also wise to compare the car’s present tire-to-body and tire-to-suspension clearance before making the switch.

A small car can show setup changes more quickly than a larger one, so wheel width, steering clearance, suspension condition, and any prior modifications deserve attention. The Austin should also be inspected for worn steering or suspension parts before a construction change. That approach helps keep the conversion focused on fitment and condition rather than assumption.

Start with the main fitment decision: 145R10 radial or 5.20-10 bias-ply, both for a 10-inch rim. From there, the choice becomes one of construction style, intended use, and the look you want the car to carry. On the radial side, there are multiple blackwall options from several brands and tire series within the same basic size.

That means the best approach is to match the tire to the car rather than choosing by size code alone. A restoration-oriented Austin may point toward bias-ply, while a regularly driven example may push attention toward 145R10 radial offerings. Wheel condition, actual rim dimensions, and the car’s present stance should all be checked before the final selection is made.

The available 145R10 radial products for the 1968 Austin 850 are blackwall tires. That gives the car a clean, understated sidewall presentation that suits many compact British-car restorations and drivers. Within that blackwall format, the visible differences come more from brand and tire series than from contrasting stripe or letter treatments.

For buyers comparing products, that means appearance choices are narrower than they would be on some larger American collector cars. The more important visual decision is often radial versus bias-ply rather than sidewall decoration. If a particular restoration theme matters, compare the overall profile and tread presentation of the available tires against the look you want the Austin to carry.

The 145R10 radial size for the 1968 Austin 850 is available from Firestone, Kings, Camac, Dunlop, and Vredestein. Those brands cover several vintage and specialty radial offerings, including series such as F560 Radial, Kings Radial Tire, BN313 Radial, SP Sport Aquajet, and Sprint Classic. All of those options stay within the same small 10-inch radial format.

Brand choice should be treated as one part of a broader comparison rather than the only decision. It helps to look at construction, sidewall style, tire series character, and any relevant load or weight information alongside the brand name. That keeps the focus on choosing a tire that suits the Austin’s setup and intended use instead of chasing labels alone.

For a period-style 1968 Austin 850, the 5.20-10 bias-ply size is the traditional-looking starting point because it uses an earlier numeric bias-ply format rather than a later metric radial one. That makes it appealing for owners who want the car to retain a more vintage tire presentation on its 10-inch wheels.

A 145R10 radial can still make sense on a restoration-minded car, especially if the goal is to preserve the wheel diameter while using radial construction. When strict originality matters, it is worth checking marque-specific references, period photos, or club guidance before settling on a final tire style. That extra step helps separate period-style appearance from exact historical accuracy.

Tire construction changes the visual character of a restored 1968 Austin 850 more than many buyers expect. A 5.20-10 bias-ply gives the car a more traditional small-car look tied to vintage numeric sizing, while a 145R10 radial introduces a later metric format and a more modern construction choice, even though both use the same 10-inch rim diameter.

That difference matters on a compact car because the tire is such a visible part of the stance and proportions. A restoration focused on period flavor may lean toward bias-ply, while a driver-oriented restoration may favor radial construction. The right answer depends on whether the project prioritizes historical appearance, road use, or a balanced mix of both.

Yes, modifications can affect tire fitment on a 1968 Austin 850 even when the intended size is still 145R10 or 5.20-10. Changes to wheel width, wheel design, ride height, suspension components, or brake parts can alter the available space around a tire. On a small 10-inch-wheel car, those changes can become noticeable quickly.

That is why the actual car should be measured and inspected before assuming a standard-size tire choice will behave the same as it did originally. Steering clearance, inner wheelhouse space, and fender room all matter. A modified Austin may still use a correct-size tire, but the details of the setup determine whether that choice remains practical.

Before driving a 1968 Austin 850 on new tires, inspect the wheels for damage, corrosion, and proper bead-seat condition, then check that the steering and suspension are in sound shape. The tires themselves should be examined for correct mounting, visible damage, and stable air retention before the car goes back into regular use.

It also helps to confirm that the tire clears the body and suspension through steering movement and normal ride travel. Because many Austin 850s are collector cars that spend time parked, old mechanical issues can show up the moment fresh tires are installed. A careful pre-drive inspection keeps the tire change from masking deeper chassis or wheel problems.

Tires on a collector 1968 Austin 850 should be checked regularly for pressure loss, tread wear, sidewall cracking, bulges, cuts, and any signs of age-related deterioration. That applies whether the car runs 145R10 radials or 5.20-10 bias-ply tires. Low-use collector cars often age their tires by time and storage conditions more than by mileage.

Storage habits matter just as much as occasional inspections. Keeping the Austin away from prolonged sunlight, excess heat, moisture, and ozone sources can help preserve tire condition over time. It is also wise to look over the tires before every meaningful drive, since a car that sits for long periods can develop issues that are easy to miss at a glance.