1959 Triumph Tire Fitment Guide

1959 Triumph vehicles use four sizes across two model groups. Sedan & Estate Wagon models take either 155R13 radial or 560-13 bias-ply tires, both for 13-inch wheels. TR3, TR4, and TR4A models take either 165R15 radial or 590-15 bias-ply tires, both for 15-inch wheels. Rim width ranges also differ by size: 155R13 works on 4.00 to 5.50-inch rims, 560-13 on roughly 3.50 to 4.50-inch rims depending on brand, 165R15 on 4.50 to 6.00-inch rims, and 590-15 on 4.00 to 4.50-inch rims where that range is specified.

That means a 1959 Triumph owner should identify the model first, then confirm the wheel diameter already on the car before thinking about brand or sidewall style. Within each model group, the real comparison is usually between bias-ply appearance and feel or radial construction for more relaxed road use. If the car has been modified over the years, checking the actual wheel and tire now mounted is a smart safeguard before choosing a replacement.

On a 1959 Triumph, 560-13 is a numeric bias-ply size. The 5.60 figure refers to the tire's nominal section width in inches, written without a decimal in many vintage tire catalogs, and the 13 refers to the wheel diameter in inches. On the 1959 Triumph range, that size belongs to the Sedan & Estate Wagon group rather than the TR sports cars.

A buyer looking at 560-13 should think of it as the period-style choice for the smaller Triumph passenger cars, especially when whitewall appearance matters. BFGoodrich and Firestone versions appear in narrow whitewall, wide whitewall, and blackwall-oriented vintage styling, so appearance can be tailored while staying in the same basic size family. It is not interchangeable with the 15-inch TR sizes, even though both represent classic British-era tire sizing conventions.

On a 1959 Triumph, both 155R13 and 165R15 are classic Euro-metric radial sizes. The first number is the nominal section width in millimeters, the R indicates radial construction, and the final number is the wheel diameter in inches. In this older metric format, an aspect ratio is not written out, and the size is conventionally understood as an 80-series radial. The 155R13 belongs to Sedan & Estate Wagon models, while the 165R15 belongs to TR3, TR4, and TR4A models.

That matters because a radial-sized Triumph tire does more than change the lettering on the sidewall. It usually signals a different driving character from a same-application bias-ply option, while still keeping the correct wheel diameter for the model group. For owners comparing old sidewall markings to modern reproductions, the key is to match the full size code and wheel diameter rather than focusing only on width.

The answer depends on which 1959 Triumph you own and how you want it to feel on the road. Sedan & Estate Wagon models compare 560-13 bias-ply against 155R13 radial, while TR3, TR4, and TR4A models compare 590-15 bias-ply against 165R15 radial. Bias-ply construction is the more historically correct direction for a late-1950s Triumph restoration, while the radial options are the more modern construction within the proper wheel diameter for each model group.

Owners focused on show presentation, original-style stance, and period character usually lean toward the bias-ply size for their model. Owners planning more frequent road use often prefer the radial alternative because it aligns better with later driving expectations without forcing a wheel-diameter change. The key is to make that construction decision after identifying the model, since a sedan tire choice and a TR tire choice are not cross-compatible.

1959 Triumph tire choices cover several sidewall looks, and the mix depends on size. The 155R13 radial choices for Sedan & Estate Wagon models are blackwall, while 560-13 bias-ply options are available in narrow whitewall and wide whitewall form. On the TR side, 165R15 radials come in blackwall, narrow whitewall, and wide whitewall versions, and 590-15 bias-ply choices include blackwall and wide whitewall styles.

For a late-1950s British car, blackwall is usually the safest visual choice when the goal is a restrained, factory-like appearance, especially on sports cars. Whitewalls can still make sense depending on the market, the restoration style, and the specific look you want from a saloon or estate. Sidewall style is worth deciding early, because two tires in the same size can fit the same car yet produce a very different finished appearance.

1959 Triumph fitments are covered by several brands across the four sizes. Michelin and Dunlop offer 155R13 radial choices for the Sedan & Estate Wagon group. BFGoodrich and Firestone cover 560-13 bias-ply applications, Coker Classic, American Classic, Firestone, and BFGoodrich appear in 165R15 radial form for TR models, and BFGoodrich plus Avon are available in 590-15 bias-ply form.

Brand choice on a 1959 Triumph usually comes down to the combination of construction, sidewall appearance, and the character you want the finished car to project. A TR owner may favor a British-flavored look from Avon or Dunlop depending on size, while another buyer may prioritize a familiar American collector-tire name with whitewall options. Matching the brand to the correct size always comes first, since each model group has its own wheel diameter and tire family.

Rim width depends on the exact tire size used on the 1959 Triumph model in question. The 155R13 radial fits 4.00 to 5.50-inch rims, while 560-13 bias-ply versions are matched to narrower 13-inch rims in the 3.50 to 4.50-inch range depending on brand. On TR models, 165R15 radials fit 4.50 to 6.00-inch rims, and 590-15 bias-ply products that specify width fit 4.00 to 4.50-inch rims.

Those ranges explain why wheel confirmation matters even when the tire diameter is correct. A reproduction radial and a period-style bias-ply for the same model group may both mount on the right wheel diameter, yet they are not intended for the same rim-width window. Before replacing only one tire or moving from one construction type to another, verify the actual wheel width on the car rather than assuming every original-looking steel wheel is identical.

Inner-tube requirements vary by size and sometimes by individual product within the 1959 Triumph range. One 155R13 radial version is explicitly tubeless, while another 155R13 product does not carry the same marking. The 560-13 and 590-15 bias-ply offerings are vintage-style fitments where tube use should be confirmed against the exact tire and wheel combination, and 165R15 radials are generally presented in modern radial form but still need to be matched to the wheel's condition and design.

The practical rule is to check the sidewall marking on the exact tire and inspect the wheel before installation. A tube-type tire, a tubeless tire mounted on an older wheel, and a wheel with a rough bead seat can each call for different setup choices. If the car still wears original or very old wheels, a specialist familiar with vintage Triumph rims can help confirm whether tube use is appropriate for safety and air retention.

Within each 1959 Triumph model group, the bias-ply and radial choices share the same wheel diameter. Sedan & Estate Wagon models compare 560-13 and 155R13 on 13-inch wheels, while TR3, TR4, and TR4A models compare 590-15 and 165R15 on 15-inch wheels. That means the original wheel diameter is compatible with either construction type for the correct model group.

Wheel diameter alone does not settle the whole question, though, because rim-width suitability changes by size. A TR owner moving from 590-15 bias-ply to 165R15 radial, for example, should confirm that the wheel width falls inside the radial tire's accepted range. The same principle applies to the sedan sizes, where the radial generally wants a wider rim window than the narrow bias-ply alternatives.

A stored 1959 Triumph should be kept out of direct sunlight, away from electric motors or other ozone sources, and in a dry space with stable temperatures. Clean tires and wheels before storage, maintain inflation, and move the car periodically if it remains on the ground. On a 1959 Triumph, the bias-ply options in 560-13 and 590-15 are generally more prone to flat-spotting during long static storage than the radial alternatives.

That makes storage habits especially important if the car only comes out for occasional events. Rolling the car a short distance from time to time or supporting it properly for extended layups can reduce casing stress and help preserve ride quality. A fitted tire may still look attractive after months indoors, but avoiding ozone, moisture, and long stationary loading does more for longevity than cosmetic care alone.

Tires on a 1959 Triumph should be judged more by age and condition than by miles driven. Collector-car tires often age out before they wear out, so a useful rule is to begin close inspection at about five to seven years and to treat around ten years as a serious replacement point regardless of tread depth. The DOT date code on the tire helps establish age, and any cracking, deformation, or persistent air-loss issue shortens the timeline.

That age-based approach matters because many Triumphs spend long periods parked and then return to road use at highway speeds. A tire that still has deep tread may no longer be trustworthy if the rubber has hardened or the casing has deteriorated with time. Keeping a record of installation dates is worthwhile on a low-mileage classic, since memory is often less reliable than the calendar when a car is driven seasonally.

Tires on a 1959 Triumph deserve a quick inspection before every drive and a more thorough check before any longer outing. Look for sidewall cracking, bulges, cuts, uneven wear, and pressure loss, and check that each tire is holding air consistently over time. If the car uses tube-type or tube-assisted fitments, valve stems and the condition of the wheel itself also deserve attention because air retention depends on more than the tread and sidewall.

That routine is especially important on a lightly used British classic, where long storage can hide problems until the car is finally back on the road. A pre-drive glance may catch a cracked sidewall or a soft tire before it becomes a roadside problem. Before tours or club events, add a check of the spare so the backup tire is no older, weaker, or less inflated than the four on the car.

A 1959 Triumph Sedan & Estate Wagon would originally have been associated with bias-ply construction in period, and the size family here reflects that with 560-13 as the vintage-style option. The radial 155R13 is a later-construction alternative in the same general application, not the typical late-1950s factory starting point. Original-equipment brand selection could vary by market and supply, so the most reliable confirmation for a specific car comes from factory literature, club archives, or a Triumph marque specialist.

For restoration work, that means construction type matters just as much as raw size. A car judged for authenticity will usually benefit from the proper bias-ply look and proportions, while a touring-oriented restoration may intentionally choose the radial instead. If your car has unusual export-market history or dealer accessories, it is wise to verify period photos and reference material rather than relying on assumptions drawn from another market.

Correct tire fitment absolutely matters when a 1959 Triumph is judged for originality. Size, construction type, and sidewall appearance all contribute to whether the car looks period-correct, and judges often notice a modern radial profile or an out-of-era whitewall treatment even when the wheel diameter is right. On a 1959 Triumph, using a 13-inch sedan tire on a TR or vice versa would be an obvious mismatch, but subtler differences in sidewall style can also affect presentation.

The standard to follow depends on the event. Some local shows are relaxed, while marque judging can be much stricter about whether a sports car should wear blackwalls or whether a family model can properly carry a whitewall treatment. Before a serious show, compare the car to period photos and consult Triumph club resources so the tire choice supports the exact restoration story you want the car to tell.

For the 1959 Triumph TR range covered here, the period-correct construction would be bias-ply, represented by the 590-15 size. The 165R15 radial belongs to the same 15-inch wheel family for these sports cars, but radial construction reflects a later-driving preference rather than the default late-1950s factory norm. Brand and sidewall details could differ by destination market and owner preference, so model-specific club references remain the best source for concours-level confirmation.

A TR owner deciding between authenticity and road use should keep the role of the car in mind. If the goal is a faithful late-1950s sports-car presentation, 590-15 bias-ply is the natural starting point. If the car will spend more time on modern roads than on a judging field, 165R15 radial may be the practical choice while still respecting the original 15-inch wheel diameter.

1959 Triumph tires can be suitable for highway driving when the correct size, condition, and construction are matched to the car. Among the sizes here, 155R13 radial products include H-rated examples with a 130 mph ceiling, and the 590-15 group includes an Avon bias-ply with an H rating as well. Other products emphasize load capacity rather than a visible speed symbol. In normal use, a properly maintained 1959 Triumph is often limited more by vintage brakes, suspension, and overall mechanical condition than by the ceiling of a reproduction collector tire.

The important point is not to treat the speed symbol as permission to ignore the rest of the car. A highway-ready Triumph should have sound steering, brakes, suspension, wheel bearings, and tire pressures before speed becomes part of the discussion. For long-distance touring, many owners prefer radial construction, but a fresh, correctly matched bias-ply tire can still be entirely appropriate when the car is driven within sensible limits.

Inflation pressure on a 1959 Triumph depends on the exact tire size and product chosen. Load-and-pressure pairings on these tires include 560-13 at 850 pounds at 30 psi, 165R15 around 1,168 to 1,170 pounds at 35 to 36 psi, and 590-15 around 1,018 to 1,050 pounds at 32 psi on the products that state those figures. Those numbers describe the tire's rated load capacity at a given pressure, not automatically the factory-recommended running pressure for every 1959 Triumph application.

Use the car's original handbook or a trusted Triumph reference as the baseline for vehicle pressure, then compare that with the tire maker's guidance for the exact product you are using. Do not transfer a pressure recommendation from a TR tire to a Sedan & Estate Wagon tire, or from a bias-ply to a radial, just because the car is the same year and make. Correct pressure is one of the biggest contributors to wear, ride quality, and stability.

Before a longer drive in a 1959 Triumph, inspect each tire for cracks, cuts, bulges, uneven wear, and proper inflation. Check that the spare is usable and properly inflated, and pay attention to valve stems and air retention, especially if the wheel and tire setup involves tube-type service. A car running one of the older bias-ply sizes also benefits from a short shakedown drive after storage to make sure any temporary flat-spotting has worked itself out.

Tires are only one part of the preparation, but they are the easiest place to catch age-related trouble before it becomes a trip-ending problem. Since these cars are now true collector vehicles, it also makes sense to check wheel fastener torque, steering play, brake feel, and fluid levels before heading out. A 1959 Triumph that feels fine on a short neighborhood drive may reveal weaknesses only after sustained speed and heat build over distance.