1958 Austin Tire Fitment Guide

1958 Austin vehicles use seven distinct tire sizes across five models. The A 35 and A 40 use 145R13 or 520-13 on 13-inch wheels, the A 55 uses 165R14 or 5.90-14 on 14-inch wheels, the A 105 uses 185R15 or 640-15 on 15-inch wheels, and the A 95 uses 670-15 as well as 185R15 or 640-15 on 15-inch wheels. Rim width ranges shown in available products vary by size, including 5.00 to 6.50 or 4.5 to 6 for 185R15, 4.00 to 5.00 for 145R13, 4.50 to 6.00 or 4.0 to 5.5 for 165R14, 4.00 to 4.50 and 4.50 to 5.00 for 640-15, 3.5 or 3.50 to 4.00 for 520-13, and 4.50 to 6.00 for 670-15.

The practical takeaway is that 1958 Austin fitment starts with the exact model, not just the year and make. Once the model is confirmed, the next question is whether you want the radial option where available or the bias-ply equivalent that better matches period presentation. On cars like the A 95, where more than one 15-inch bias-ply size appears, it is wise to verify the wheel and the car’s existing setup before selecting a tire.

640-15 is a numeric bias-ply size used on 1958 Austin A 105 and A 95 models. The first number identifies the nominal section-width class in the older numeric system, and the 15 indicates a 15-inch rim diameter. Unlike a modern metric radial code, it does not spell out an aspect ratio or include an R for radial construction, because it belongs to the traditional bias-ply sizing system common in the 1950s.

That matters because a 640-15 should be understood as a different construction and sizing convention from 185R15 even though both fit certain 15-inch Austin models. Buyers comparing those two sizes are not just choosing between brands; they are choosing between a bias-ply tire with a period appearance and a radial-size alternative on the same general wheel diameter. That makes the sidewall look, ride character, and restoration goal just as important as the raw size code.

185R15 is a metric radial size used on 1958 Austin A 105 and A 95 models. The 185 refers to a nominal section width of 185 millimeters, the R identifies radial construction, and the 15 is the rim diameter in inches. In the products offered for this size, you will also see versions such as 185HR15 and 185VR15, where H and V are speed ratings with ceilings of 130 mph and 149 mph.

That code tells a buyer two useful things right away: the tire is a radial rather than a bias-ply, and it belongs on a 15-inch wheel. Within 1958 Austin fitments, this is the radial route for the larger A 105 and A 95 cars, so it should not be confused with the 13-inch or 14-inch metric sizes used on the smaller models. Once 185R15 is confirmed as the correct fitment family, the remaining decisions are sidewall style, brand, and the specific speed-rated version you prefer.

For a 1958 Austin A 105 or A 95, the choice between 185R15 and 640-15 is mainly a choice between radial and bias-ply construction on a 15-inch wheel. The 185R15 radial is offered in blackwall, redline, and narrow whitewall versions from Coker Classic and Michelin, while the 640-15 bias-ply size appears in wide whitewall and narrow whitewall forms from BFGoodrich and Firestone. The radial size also carries speed-rated versions up to H and V in the listed Michelin products.

Owners who prioritize a more traditional late-1950s look usually gravitate toward 640-15, especially when whitewall presentation matters. Owners who expect more regular road use often prefer the 185R15 because it keeps the correct 15-inch wheel diameter while moving to radial construction. The right answer depends less on absolute fitment than on whether the car is being restored for authenticity, shown, or driven often enough that radial behavior is a meaningful advantage.

1958 Austin tire choices include several sidewall styles, and they vary by size. The 185R15 radial size is available in redline, narrow whitewall, and blackwall; 640-15 comes in wide whitewall and narrow whitewall; 145R13 and 165R14 are offered in blackwall; 520-13 appears in blackwall and narrow whitewall; and 670-15 is available in blackwall and wide whitewall. That spread gives the larger Austin saloons the widest cosmetic range, while the smaller and mid-range cars stay more restrained.

For a 1958 British car, blackwall is often the most natural visual choice unless a particular market, trim level, or restoration theme calls for whitewalls. Whitewall options can be especially attractive on the larger A 95 and A 105 models, where they suit the period styling of more formal saloons. If authenticity is important, it is worth checking period photography, factory literature, or an Austin marque club before deciding between blackwall, narrow whitewall, or wide whitewall.

Several brands cover the 1958 Austin range, but they are spread across different sizes rather than every model sharing the same suppliers. Coker Classic and Michelin appear in 185R15, BFGoodrich and Firestone in 640-15, Michelin and Firestone in 145R13, Firestone and Premium Sport in 520-13, Pirelli, Michelin, and Vredestein in 165R14, and Firestone, US Royal, Coker Classic, and Universal Vintage Tire in 670-15. Brand choice is therefore tied directly to the model and size you need.

That mix lets Austin owners tailor the tire to the car’s role. A larger saloon on 15-inch wheels can be set up with a more traditional American-style bias-ply whitewall look or a European-style radial, while the smaller 13-inch cars have a narrower but still meaningful split between bias-ply and radial construction. Narrowing the search to the correct size first will quickly show which brands actually apply to your particular Austin.

Rim width ranges vary by size on 1958 Austin vehicles. Available 185R15 products list fitments from 4.5 to 6 inches and 5.00 to 6.50 inches, 640-15 ranges from 4.00 to 4.50 inches and 4.50 to 5.00 inches, 145R13 includes a 4.00 to 5.00-inch listing, 520-13 appears with 3.5 inches and 3.50 to 4.00 inches, 165R14 ranges from 4.0 to 5.5 inches and 4.50 to 6.00 inches, and 670-15 ranges from 4.50 to 5.00 inches up to 5.00 to 6.00 inches.

Those ranges are broad enough that the same year and make still needs wheel verification before a final choice is made. That is especially true on restored cars, imported cars, or long-owned vehicles that may no longer wear their original wheels. Matching the tire to the actual measured wheel width is the cleanest way to avoid a fitment that looks wrong, seats poorly, or falls outside the intended application for that particular product.

Inner-tube requirements vary by size and by product on 1958 Austin vehicles. The listed Michelin 185R15, 145R13, and 165R14 radials are marked TL, indicating tubeless construction for those specific products. The bias-ply sizes shown here do not carry TT or TL markings in the available listings, so tube practice should be confirmed against the wheel design and the exact tire you are considering rather than assumed from size alone.

That distinction matters because tube use depends on both the tire and the wheel. A tire marked tubeless still needs a wheel that is suitable for tubeless service, while an older wheel may still be run with a tube if the application calls for it. Before fitting any 1958 Austin tire, check the sidewall marking on the exact product and inspect the wheel condition, valve stem area, and bead seats so the setup matches the way the car will actually be used.

Original 1958 Austin wheels cannot be treated as interchangeable across the full range, because the year spans 13-, 14-, and 15-inch tire diameters. A 13-inch A 35 or A 40 wheel will not serve the 14-inch A 55 or the 15-inch A 95 and A 105 sizes. Within a given model, where both radial and bias-ply options exist on the same diameter, the wheel diameter itself usually aligns with both choices.

The key limitation is that diameter compatibility does not automatically settle width compatibility. A 15-inch Austin wheel may accept both 185R15 and 640-15 in principle, but the actual rim width still needs to fall within the product’s published range. If your Austin has changed hands many times or has seen restoration work, confirm the wheel diameter and width directly before deciding that an original wheel can support every listed size for that model.

A 1958 Austin should be stored in a cool, dry, dark space away from direct sunlight, electric motors, battery chargers, furnaces, and other ozone-producing equipment. Keep the tires properly inflated, roll the car periodically if possible, and avoid leaving it parked for long stretches on wet concrete or in standing moisture. Bias-ply tires in particular tend to develop temporary flat-spotting more readily during storage than radials, so the construction fitted to the car affects how quickly that can show up on first movement.

Collectors who store a car for months at a time often benefit from moving it occasionally or supporting it in a way that reduces constant load on one footprint area. That is especially helpful on lightly used Austin models wearing bias-ply tires, where storage conditions can influence how the car feels when it first returns to the road. Good storage will not stop normal aging, but it will slow cosmetic cracking and preserve ride quality longer.

Tires on a 1958 Austin should be evaluated by age as much as by tread depth, because collector cars often cover limited mileage. A sensible rule is to inspect them closely after about five to seven years of service and to consider replacement as they approach the ten-year mark, even if the tread still looks presentable. The DOT date code on the sidewall is the practical starting point for determining age when the tire carries one.

That age-based approach is more useful than a mileage target for a hobby car that may spend long periods parked. Low annual use can leave a tire looking serviceable while the casing and sidewall have aged beyond what you would want for dependable road use. If the age is uncertain, the sidewalls show cracking, or the car has sat for years, replacement is often the wiser path before putting the Austin back into regular driving rotation.

Tires on a 1958 Austin should be inspected before every drive and again before any longer outing at sustained road speeds. Look for sidewall cracking, tread separation, embedded objects, uneven wear, bulges, and any sign that a tire is losing pressure. On cars running tube-type setups, add the valve stems and tube-related air retention to the checklist, since slow leakage can show up there before it is obvious in the tread or sidewall.

Routine inspection is especially important on older British cars because they are often driven intermittently rather than daily. A short local drive can hide problems that become much more serious once heat builds at speed over a longer distance. Making tire inspection part of the pre-drive ritual helps catch aging, pressure loss, or wheel-related issues early enough to deal with them before they affect the car’s handling or reliability.

A 1958 Austin A 35 would have been associated with bias-ply construction when new, because that was still the standard tire type for small British saloons of the period. In the fitments available today for the A 35, the period-style size is 520-13, while 145R13 represents the radial alternative on the same 13-inch wheel diameter. No original-equipment brand should be assumed from modern replacement offerings alone, since replacement brands and original delivery brands are not the same question.

For a restoration aimed at period correctness, 520-13 is the size family that most closely follows the original construction type. For a car meant to be used more frequently, some owners move to 145R13 while still keeping the correct wheel diameter. If show standards are strict, confirm the precise market and trim expectations with Austin club resources, period brochures, or event judging guidelines before settling on sidewall style and construction.

Correct tire fitment matters on a shown 1958 Austin because judges and knowledgeable enthusiasts often notice size, construction type, and sidewall treatment very quickly. A bias-ply Austin restored to factory-era appearance can look out of place on a modern radial with the wrong sidewall style, while a whitewall that is too wide or too modern in character can also distract from an otherwise accurate restoration. The importance of those details grows with the seriousness of the event.

For local shows, the car’s overall presentation may matter more than strict concours correctness, but at higher-level judging the tire choice can absolutely influence how authentic the car appears. That does not mean every Austin must run a bias-ply tire; it means the tire should suit the restoration goal. If you are building the car to a recognized standard, compare your chosen size and sidewall style with period imagery and consult the relevant Austin or BMC marque community.

On a 1958 Austin using 185R15, Michelin XVS and Coker Classic Radial differ in sidewall style offerings, speed ratings, and published rim-width ranges. Coker Classic appears here as a redline 185R15 with a 5.00 to 6.50-inch rim-width range and a listed load capacity of 1355 pounds at 35 psi. Michelin XVS appears in narrow whitewall and blackwall forms, with H-rated and V-rated versions, and published rim-width ranges of 4.5 to 6 inches or 5.00 to 6.50 inches depending on the specific tire.

That means the choice is less about one being universally better and more about matching the tire to the car’s look and wheel. A buyer wanting a sporting European-style blackwall or a narrow whitewall may lean toward Michelin, while someone wanting a redline treatment in the same size would look to Coker Classic. Wheel width should be checked first, then the speed-rated version and sidewall style can be matched to how the Austin is being presented and driven.

1958 Austin tires can be suitable for highway driving when the correct size is chosen, the tires are in sound condition, and the speed rating is appropriate for the product. Among the radial sizes listed here, 185R15 includes H- and V-rated versions with ceilings of 130 mph and 149 mph, while 145R13 and 165R14 include H-rated examples at 130 mph. Bias-ply options are also available across several sizes, but highway safety depends on the whole setup rather than construction type alone.

On a 1958 Austin, the tire is only one part of the equation. Brakes, suspension, steering, alignment, and the overall condition of the car usually matter more to real-world highway confidence than the published speed ceiling of a reproduction or classic radial tire. Choose a tire that matches the intended use, then make sure the car itself is ready for sustained road speeds before assuming that a fresh set of tires alone makes it highway-ready.

Inflation pressure on 1958 Austin tires should be set by the vehicle’s factory recommendation for the model and by the limits published for the exact tire size and product. Available load-and-pressure figures include 1355 pounds at 35 psi for one 185R15 radial, 1190 pounds at 32 psi or 970 pounds at 32 psi for listed 640-15 tires, 825 pounds at 44 psi for one 145R13 radial, 770 pounds at 32 psi and 1100 pounds at 60 psi for listed 520-13 products, 1102 pounds at 51 psi for one 165R14 radial, and 1450 pounds at 32 psi or 1550 pounds at 32 psi for 670-15 products.

Those figures are tire capacities, not blanket inflation settings that should be transferred from one Austin size to another. Start with the factory guidance for your exact model, then confirm that the selected tire is being used within its own published range and load capability. If you are changing from bias-ply to radial construction, avoid assuming the same feel or pressure target carries over without checking the tire maker’s recommendations for that specific product.

Before taking a 1958 Austin on a longer drive, inspect each tire for sidewall cracking, cuts, bulges, irregular wear, and pressure loss, and do not forget the spare. Verify that valve stems are sound, and if the car uses a tube-type arrangement, make sure there is no sign of slow leakage or heat-related stress from previous use. The tread surface should be clean and free of anything embedded that could become a failure point once the tire warms up.

That tire inspection should be part of a broader pre-trip check on any late-1950s car. Wheel fasteners, brakes, steering play, fluid levels, lights, and the cooling system deserve equal attention before setting off on a sustained run. An Austin that is lightly used around town can reveal weaknesses only when it is asked to maintain speed and carry heat for an hour or more, so a longer drive rewards careful preparation.