1960 Chrysler Tire Fitment Guide

1960 Chrysler vehicles use three sizes: 800-14, 850-14, and 900-14. Windsor uses 800-14 and 850-14, Saratoga uses 850-14 and 900-14, and New Yorker uses 900-14. All three sizes are bias-ply designs that mount on 14-inch wheels. Where rim-width guidance is available, 800-14 fits 5.00- to 6.00-inch rims, 850-14 fits 5.50- to 6.00-inch rims, and 900-14 fits 6.00- to 7.00-inch rims.

That means year and make alone are not enough for a confident choice on a 1960 Chrysler. You need to start with the model, then confirm the wheel width on the car before settling on a particular product. Windsor owners will usually be comparing 800-14 and 850-14 possibilities, Saratoga owners will be looking at 850-14 and 900-14, and New Yorker owners should focus on 900-14. Once the size is confirmed, sidewall appearance becomes the next major decision.

On a 1960 Chrysler, 800-14 is a numeric bias-ply size. The 8.00 portion refers to the nominal section width in inches, while the 14 identifies the wheel diameter in inches. There is no radial marker in the size code, so it is read as a traditional bias-ply format common to American passenger cars of the period. Within the 1960 Chrysler range, 800-14 is used on Windsor applications.

That decoding matters because a modern buyer may be used to metric radial sizing, which reads very differently. An 800-14 should be matched to a 14-inch wheel and checked against the actual rim width on the car, especially if the vehicle has changed hands or been restored. It also helps explain why 800-14 products tend to focus on period appearance, including blackwall and whitewall choices that suit different restoration styles.

No, 1960 Chrysler models do not all use the same tire size. Windsor uses 800-14 and 850-14, Saratoga uses 850-14 and 900-14, and New Yorker uses 900-14. There is overlap between neighboring models, but there is not one universal size that runs across the full Chrysler passenger-car line for 1960.

That overlap can be helpful if you are sorting through mixed information from an older restoration file, but it is still important to identify the model correctly. Saratoga is the bridge between the smaller Windsor fitments and the larger New Yorker fitment, so buyers often narrow the choice quickly once the model is confirmed. If the car has aftermarket wheels or a replacement axle ratio and ride stance matter to you, measure the wheel width and inspect the existing tire before making a final selection.

1960 Chrysler tires are available in several sidewall styles depending on size. The 900-14 and 850-14 are offered in wide whitewall and narrow whitewall form, while the 800-14 adds a blackwall option alongside narrow and wide whitewalls. That range fits the period well, because full-size American cars in 1960 often wore whitewall tires, with the exact width influencing the overall look of the car as much as the wheel cover design did.

For a restoration-minded owner, sidewall style is often the deciding factor once the correct size is established. A wide whitewall gives a stronger late-1950s to early-1960s visual impression, while a narrow whitewall feels cleaner and slightly more restrained. Blackwall 800-14 tires make the most sense on Windsor applications where a simpler appearance is desired. If the goal is show judging, it is wise to compare your preferred sidewall width against factory photography, original brochures, or marque-club guidance for your exact model.

1960 Chrysler tire coverage comes from BFGoodrich and Universal Vintage Tire. BFGoodrich covers all three sizes used across Windsor, Saratoga, and New Yorker, while Universal Vintage Tire appears in the 800-14 size. The available products are all bias-ply tires, which aligns with the construction type American full-size Chryslers used when new in 1960.

For most buyers, the brand choice is less about changing the fitment and more about balancing appearance options within the correct size. BFGoodrich gives broad coverage throughout the 1960 Chrysler range, especially if you are comparing whitewall widths in 850-14 or 900-14. Windsor owners looking at 800-14 have the widest mix of brand and sidewall choices. Once you have narrowed the size, comparing sidewall style and rim-width suitability is the practical next step.

For 1960 Chrysler sizes 850-14 and 900-14, BFGoodrich offers both a 2.25-inch whitewall and a 1.00-inch whitewall in the same Silvertown Classic Bias Ply family. In 800-14, BFGoodrich adds a blackwall version alongside 1.00-inch and 2.25-inch whitewalls. Within each size, the load capacity and pressure figures remain the same across the BFGoodrich sidewall variants, so the main difference is visual character rather than a change in basic sizing.

That makes the choice fairly straightforward once the correct size is known. A wider whitewall creates a stronger period statement on a 1960 Chrysler, especially on cars with more ornate trim and wheel-cover treatment, while a narrower whitewall gives a subtler look that still feels correct to the era. If you are matching the car to an existing restoration theme, compare the whitewall width to the car's trim level and how formal or sporty you want the finished appearance to read.

Rim width depends on the tire size used on the 1960 Chrysler. The 800-14 fits 5.00- to 6.00-inch rims, the 850-14 fits 5.50- to 6.00-inch rims, and the 900-14 fits 6.00- to 7.00-inch rims. All three mount on 14-inch wheels, but the acceptable wheel width changes as the tire gets larger.

That is why wheel diameter alone is not enough when replacing tires on an older Chrysler. A Windsor owner moving between 800-14 and 850-14, or a Saratoga owner comparing 850-14 and 900-14, should verify the actual wheel width before fitting a tire. Cars that have been restored over the decades do not always retain their original wheels, and an incorrect rim width can affect how the tire sits, how the sidewall looks, and how the car feels at the steering wheel.

All 1960 Chrysler tire sizes used here share a 14-inch wheel diameter, so they are compatible with 14-inch wheels from a diameter standpoint. That does not automatically make every 14-inch Chrysler wheel suitable for every size, because rim-width needs differ between 800-14, 850-14, and 900-14. The larger 900-14 size wants a wider wheel range than the 800-14.

In practical terms, original wheels can often remain in service if they match the tire's required width and are still structurally sound. Before mounting a new set, inspect the wheels for damage, corrosion around the bead area, and prior repair work, then compare the wheel width to the tire you intend to run. This is especially important on Saratoga models, where either of two sizes may appear, because a 14-inch wheel that suits one size may not be ideal for the other.

A 1960 Chrysler should be stored on clean, properly inflated tires in a cool, dry space away from direct sunlight, electric motors, welders, battery chargers, and other ozone-producing equipment. Bias-ply tires can develop temporary flat-spotting more readily during long static periods, so occasional movement helps. If the car will sit for an extended season, keeping moisture away from the tires and preventing one spot of the tread from carrying the load for months at a time is worthwhile.

For many collector owners, the best routine is to move the car periodically and keep the storage floor free of oil, solvents, and standing water. If the car is being stored for a very long period, some owners use stands to reduce load on the tires, but the suspension should still be supported properly. A full-size 1960 Chrysler is a substantial car, so avoiding underinflation during storage is especially important for preserving sidewall shape and overall appearance.

Tires on a 1960 Chrysler are usually judged more by age than by mileage, because collector cars often cover limited annual miles. A practical rule is to inspect them carefully once they reach the five- to seven-year range and to treat around ten years from the DOT date code as the point where replacement deserves serious consideration, even if tread depth still looks acceptable. Exposure history, storage conditions, inflation habits, and time spent parked outdoors all affect real service life.

That approach matters because a low-mileage tire can still be old enough to lose flexibility or show cracking. Owners of occasional-use Chryslers should keep a record of installation date, inspect the sidewalls closely, and avoid assuming that a car driven only to shows is automatically easy on tires. If the age is getting up there, replacement becomes a matter of reliability and preservation rather than waiting for the tread to wear out.

Tires on a 1960 Chrysler should be checked before every drive and given a more thorough inspection before any longer outing. Look for sidewall cracking, tread separation, cuts, irregular wear, air loss, and signs that the car has been sitting on underinflated tires. On an older full-size Chrysler, it is also smart to inspect valve stems and the spare, since collector cars often rely on equipment that has aged alongside the road tires.

A quick pre-drive walkaround catches many of the issues that matter most on a seldom-driven car. Pay attention to whether the car feels like it is pulling, thumping, or wandering once underway, because those can be clues that something changed while the car was parked. Before tours or interstate travel, recheck pressure when cold and inspect the trunk spare so you are not relying on a backup tire that is older or weaker than the set on the car.

A 1960 Chrysler Windsor would have originally used bias-ply tires, not modern radial construction, because bias-ply was still the standard American passenger-car format at the time. Within the 1960 Chrysler range, Windsor applications use 800-14 and 850-14 depending on the specific setup. The correct starting point for originality is therefore the proper Windsor size in a bias-ply construction, with sidewall style chosen to match the car's presentation and market appearance.

For a careful restoration, construction type, size, and sidewall width matter more than simply finding any 14-inch tire that fits. Since Windsor shares one size with Saratoga but also has its own smaller fitment, it is wise to confirm the exact application on the car before finalizing a restoration plan. Factory literature, build records, and Chrysler marque clubs are the best resources for market- and trim-specific confirmation if your goal is maximum authenticity.

Correct tire fitment matters on a 1960 Chrysler because judges and knowledgeable enthusiasts often notice whether the car carries the right size, the correct bias-ply construction for the era, and an appropriate sidewall treatment. A Windsor wearing the wrong larger size, or a New Yorker wearing a visibly smaller one, can look out of proportion even before anyone checks details closely. Sidewall width also affects authenticity because whitewall style contributes heavily to the period look of a 1960 American luxury car.

For local shows, tasteful deviations are often accepted, but more formal judging can be stricter about construction and appearance. If you plan to compete seriously, verify the proper size for your exact Chrysler model and compare the whitewall presentation to period sales literature or marque-club standards. That extra step helps prevent a beautifully restored car from losing credibility over one of the most visible details on the body side.

In 800-14 for the 1960 Chrysler, BFGoodrich appears in blackwall, narrow whitewall, and wide whitewall form, while Universal Vintage Tire appears in a wide whitewall version. BFGoodrich 800-14 products carry a 1620-pound maximum load at 32 psi and fit 5.00- to 6.00-inch rims, while the Universal 800-14 shares the same 14-inch rim diameter and bias-ply construction but is presented primarily as a style-driven wide whitewall choice. Both serve Windsor applications using the 800-14 size.

That means the decision often comes down to the look you want and how closely you are matching a specific restoration theme. If you want the broadest sidewall-style flexibility within 800-14, BFGoodrich gives the most variation. If your goal centers on a strong wide-whitewall presentation, the Universal option keeps the focus on that classic appearance. Either way, size and rim compatibility should stay ahead of styling preference when you make the final call.

1960 Chrysler tires in these sizes are bias-ply tires, and no explicit modern speed-rating letters appear in the size markings here. That means highway use should be approached with the expectations appropriate to a period-style collector tire and a 1960 full-size Chrysler chassis. At ordinary road speeds, the vehicle's own age, braking performance, steering condition, suspension wear, and alignment may matter as much as the tire itself.

For a well-maintained collector car, the key is staying within sensible speed and load expectations, keeping the tires properly inflated, and making sure the whole car is ready for sustained driving. Bias-ply tires can track and respond differently than modern radials, especially on grooved pavement or in crosswinds, so a driver should allow for that feel. A cautious shakedown drive after installation is a smart way to learn how the car behaves before committing to a long highway run.

Load-and-pressure figures differ by size on 1960 Chrysler tires. The 800-14 carries 1620 pounds at 32 psi, the 850-14 carries 1740 pounds at 32 psi, and the 900-14 carries 1860 pounds at 32 psi. Those figures describe the tire's rated load at that pressure, not necessarily the exact cold inflation pressure Chrysler originally recommended for every model and driving condition.

The best approach is to start by checking the original owner's manual or factory literature for the vehicle's recommended pressure, then compare that with the tire maker's guidance for the reproduction tire you are using. Do not assume one size's pressure applies to another size just because all three use 14-inch wheels. Once set, recheck pressures cold on a regular schedule, because collector cars often sit long enough for gradual pressure loss to go unnoticed.

Before a longer drive in a 1960 Chrysler, inspect each tire for sidewall cracking, cuts, bulges, irregular wear, and proper cold inflation pressure. Look closely at the valve stems, check the spare, and make sure each tire matches the model and wheel on the car. Since these are bias-ply applications on a large, heavy early-1960s Chrysler, any weakness in tire condition is worth addressing before adding speed, heat, and distance.

Tires are only one part of the pre-trip routine on a car of this era. It is equally wise to confirm wheel fastener security, steering play, brake feel, fluid levels, and whether the car tracks straight at moderate speed. If the car has been parked for a while, take a short local drive first and listen for thumps or vibration that might point to flat-spotting or another issue. A careful inspection before departure is much easier than solving a roadside problem later.