1960 Ford Tire Fitment Guide

1960 Ford vehicles use 145R13, 520-13, 165R13, 590-13, 600-13, 650-13, 640-13, 750-14, 800-14, and 850-14 depending on model. Anglia and Escort, Squire & Thames use 145R13 or 520-13, the Consul uses 165R13 or 590-13, the Falcon uses 600-13 or 650-13, the Mark III uses 640-13 or 650-13, full-size Ford uses 750-14, 800-14, or 850-14, and Ford Wagons and Thunderbird use 800-14 or 850-14. Rim diameters are either 13 inches or 14 inches, and published rim-width ranges include 3.5 inches on some 520-13 applications up to 5.50 to 6.00 inches on 850-14.

The practical takeaway is that year and make alone are not enough for a 1960 Ford. A buyer with a Falcon, for example, is in a completely different size family from a Thunderbird owner, and a Consul has a different choice set from an Anglia even though both use 13-inch wheels. Start by identifying the exact model, then confirm the wheel diameter on the car before narrowing down construction type, sidewall style, and brand.

On a 1960 Ford, 145R13 is a metric radial size. The 145 indicates a nominal section width of 145 millimeters, the R identifies radial construction, and the 13 is the wheel diameter in inches. In period-style metric sizing like this, the profile is conventionally treated as an 80-series radial even when the aspect ratio is not written out. For 1960 Ford applications, 145R13 belongs to the Anglia and the Escort, Squire & Thames family.

That matters because 145R13 is not just another way of writing 520-13. The metric radial and the numeric bias-ply represent different construction types, different driving character, and different visual presentation even though they serve the same small Ford model family. If your car is an Anglia or Escort-based model and you want the radial route, 145R13 is the size family to concentrate on before comparing blackwall product choices.

No, 1960 Ford models do not all use the same tire size. The make covered everything from compact British Fords on 13-inch wheels to full-size American Fords and Thunderbirds on 14-inch wheels, and the actual size spread runs from 520-13 and 145R13 at the small end to 850-14 on the larger cars. Some models also have both a radial and a bias-ply pathway, while others remain bias-ply only.

That model-by-model variation is why a general search for 1960 Ford tires can lead to the wrong result quickly. A Falcon owner should not start from Thunderbird sizes, and a Consul owner should not assume Anglia sizing just because both are British-market Fords of the same year. Identify the model first, then verify the wheel diameter on the actual car, especially if the wheels may have been changed during the car's life.

For a 1960 Ford Anglia or 1960 Ford Escort, Squire & Thames, the choice between 145R13 and 520-13 is mainly a choice between radial and bias-ply construction. 145R13 is the radial option in blackwall form, while 520-13 is the traditional numeric bias-ply size with blackwall and narrow whitewall variations. The two sizes serve the same small-model Ford family, but they do not present the same look or road feel.

Choose 520-13 when originality, a period-correct profile, and traditional small-car presentation are the main goals. Choose 145R13 when you want the same model family covered by a radial construction and are comfortable with a more modern tire format. Either way, confirm that the wheel on the car remains a 13-inch application and that the rest of the restoration direction matches the sidewall style you prefer.

1960 Ford tires are available in several sidewall styles depending on size. Blackwalls appear in 145R13, 165R13, 520-13, and 800-14, narrow whitewalls appear in 520-13, 600-13, 650-13, 750-14, 800-14, and 850-14, wide whitewalls appear in 590-13, 600-13, 650-13, 640-13, 750-14, 800-14, and 850-14, and 750-14 also offers a redline. The sidewall palette is much broader on the larger American Ford sizes than on the metric radial compact sizes.

For a 1960 Ford judged or restored toward original presentation, sidewall style often matters almost as much as size and construction. Smaller British-market cars commonly look most at home with blackwall or restrained whitewall treatment, while domestic full-size Fords and Thunderbirds often carry wider whitewalls more naturally. If the car is being built as a period custom, the redline 750-14 opens a different visual direction than a stock restoration would.

1960 Ford tire coverage includes Michelin, Firestone, Dunlop, BFGoodrich, Premium Sport, Coker Classic, US Royal, and Universal Vintage Tire. The small radial sizes lean toward Michelin, Firestone, and Dunlop, while many of the bias-ply domestic sizes are covered by BFGoodrich, Coker Classic, US Royal, and Universal Vintage Tire. Brand spread also changes by size, with some fitments offering only one maker and others opening up several styling choices within the same size.

That brand mix means the best starting point is the correct size, not the logo on the sidewall. Once the size is settled, compare each brand's available sidewall style, construction, and published load or rim-width information where those details are present. Buyers chasing a very specific look often narrow the field by sidewall treatment first, while buyers aiming for a radial compact-car fitment usually start with the limited metric choices.

Rim-width guidance for 1960 Ford tires varies by size. 145R13 fits 4.00 to 5.00-inch rims, 165R13 fits 4.50 to 6.00-inch rims, 520-13 appears on 3.5-inch and 3.50 to 4.00-inch rims, 590-13 uses 3.50 to 4.00-inch rims, 600-13 uses 4.00 to 4.50-inch rims, 640-13 uses 4.00 to 4.50-inch rims, 650-13 uses 4.50 to 5.00-inch rims, 750-14 uses 5.00 to 5.50-inch rims, 800-14 uses 5.00 to 6.00-inch rims, and 850-14 uses 5.50 to 6.00-inch rims.

Those ranges are useful because two tires can share the same wheel diameter but still want different rim widths. That is especially important on 14-inch full-size Ford applications, where 750-14, 800-14, and 850-14 do not all overlap the same way. Measure the actual wheel on the car before choosing, particularly if the car has aftermarket wheels, replacement steel wheels, or a mixed set assembled during an older restoration.

Inner-tube requirements on 1960 Ford tires vary by product and by size family. The 145R13 Michelin products are marked TL for tubeless use, while the Firestone 145R13 does not carry the same marking. The 165R13 Michelin products are also marked TL, while the Dunlop uses an H speed marking without the same tube notation. Many of the numeric bias-ply sizes do not carry an explicit tube marker in the sidewall description, so the final call should be made from the individual tire marking and the wheel type being used.

The wheel matters just as much as the tire. Even when a tire is capable of tubeless service, an older wheel's bead condition, riveted construction, or restoration quality may still steer the installation toward tube use. Confirm the sidewall marking on the exact tire chosen and inspect the wheel carefully before assembly, especially on cars that have sat for years or that still wear original steel wheels.

Original 1960 Ford wheels can only be shared across tire sizes when the wheel diameter matches the tire family in question. The compact British Ford and Falcon/Mark III sizes are 13-inch applications, while the full-size Ford, Ford Wagon, and Thunderbird sizes are 14-inch applications. Within those groups, some sizes share the same rim diameter, but they do not all share the same preferred rim-width range.

That means an Anglia owner may be able to compare 145R13 and 520-13 on the same 13-inch wheel family, while a Thunderbird owner is dealing with 14-inch sizes only. It does not mean every 13-inch tire fits every 13-inch wheel, or every 14-inch size fits every full-size Ford wheel equally well. Treat wheel diameter as the first gate, then confirm wheel width before assuming an original wheel can carry every size in that diameter group.

A stored 1960 Ford should be kept away from direct sunlight, electric motors, battery chargers, welders, heaters, and other ozone-producing equipment that can accelerate sidewall aging. Clean, dry floors and stable temperatures help, and the car should either be moved periodically or supported in a way that reduces long-term static loading. Bias-ply tires, which make up most 1960 Ford fitments, are especially prone to temporary flat-spotting after long periods of sitting.

Storage habits affect how the car feels the first time it returns to the road. A radial-equipped Anglia or Consul may recover from sitting differently than a bias-ply Falcon or Thunderbird, but neither should be left neglected in a damp or sunlit environment. If the car will rest for an extended period, keep the tires properly inflated and inspect for surface cracking before the next drive rather than assuming a low-mile collector tire is still ready.

Tires on a 1960 Ford usually age out before they wear out, which is common for collector vehicles. A sensible rule is to begin evaluating them closely once they reach about five to seven years of age and to consider replacement as they approach ten years, regardless of remaining tread. The DOT date code on the tire tells you when it was made, and that production date matters more than the number of miles most hobby cars accumulate.

Mileage can be misleading on a vintage Ford because a car that sees only weekend use may still spend long periods exposed to garage heat cycles, ozone, or underinflation. A handsome whitewall on a low-use Thunderbird or a compact radial on a lightly driven Anglia can still become age-hardened over time. Check date codes when evaluating an older restoration, and make age part of the replacement decision instead of relying on tread depth alone.

Tires on a 1960 Ford should be inspected before every drive and again before any longer outing. Look for sidewall cracking, weather checking, cuts, bulges, uneven tread wear, and signs that the tire is losing air over time. On cars running tube-type installations or older wheel hardware, pay close attention to valve stems and the area around the bead seat because age-related leakage often starts there rather than in the tread.

Frequent inspections are especially important on collector cars because they may sit for weeks between drives, giving small issues time to become larger ones. A quick walkaround before a local cruise can catch a low 750-14 or a cracked 520-13 before it becomes a roadside problem. Before a highway trip, expand that check to include the spare, since an old spare may be original in appearance but no longer trustworthy in service.

A 1960 Ford Anglia would have been associated with bias-ply construction when new, and the period-size family here includes 520-13 along with a later-style radial alternative in 145R13. That does not mean every market or every delivery condition was identical, but for authenticity purposes the bias-ply route is the safer starting point for an early-1960s small Ford. Original-brand confirmation should be taken from factory literature or marque specialists rather than assumed from modern replacement choices.

For a restoration, the main question is whether the car is being judged for originality or prepared as a driver with sympathetic updates. A 520-13 bias-ply keeps the presentation closer to what buyers expect on a stock Anglia, while a 145R13 radial moves the car toward a more modern tire solution. If the car has export-market history or a complex restoration background, an Anglia club or Ford of Britain specialist can help settle the final call.

Correct tire fitment matters on a 1960 Ford because judges and knowledgeable enthusiasts notice size, construction, and sidewall style very quickly. A full-size Ford or Thunderbird wearing an incorrect whitewall treatment, or a small British Ford wearing a visibly modern radial when the class expects factory-style presentation, can look out of place even if the tire physically fits. Concours standards also tend to care about the relationship between the tire's profile and the era of the car.

That does not mean every show car must wear the same sidewall, but it does mean the tire should support the story the restoration is telling. A stock Falcon may want a modest bias-ply whitewall, while a custom full-size Ford could justify a redline if the build is period-themed rather than factory-stock. Before finalizing a tire for judged events, check the club or event rulebook so the construction and sidewall style align with the class.

A 1960 Ford Thunderbird belongs to an era when bias-ply construction was still the normal original-equipment approach, and its size family here consists of 800-14 and 850-14 bias-ply fitments. Both sizes sit firmly in the full-size early-1960s American tire world, with whitewall presentation playing a major role in how authentic the finished car looks. No single original-equipment brand should be assumed without period factory material for the exact market and trim.

For a Thunderbird restoration, authenticity usually hinges on choosing the right 14-inch bias-ply size and pairing it with a sidewall treatment that matches the car's intended presentation. A conservative restoration may lean one way, while a more formal or highly optioned appearance may support a fuller whitewall look. If the car is being restored for marque judging, confirm the expected size and whitewall treatment through Thunderbird specialists before making the final selection.

1960 Ford tires can be suitable for highway driving when they are the correct size, in good condition, properly installed, and operated within their construction and speed limits. The radial 145R13 and 165R13 options include H-rated products with a 130 mph ceiling, while the numeric bias-ply sizes here do not carry the same style of speed-rating information in their sidewall descriptions. In normal hobby use, the mechanical condition of a 1960 Ford often becomes just as important as the tire itself.

On a car of this age, brakes, steering play, wheel bearings, suspension bushings, and alignment can limit comfortable highway use before the tire does. A well-sorted Anglia on fresh radials and a well-restored Thunderbird on proper bias-ply tires are very different driving experiences, but both depend on the whole car being ready for the trip. Keep speeds sensible for the vehicle's era and setup, and inspect the tires carefully before any sustained highway run.

Inflation pressure on 1960 Ford tires depends on the exact size and tire. Published load-and-pressure figures include 520-13 at 770 pounds at 32 psi on one Firestone application and 1100 pounds at 60 psi on one Premium Sport application, 590-13 at 970 pounds at 32 psi, 600-13 at 1010 pounds at 32 psi, 650-13 at 1150 pounds at 32 psi, 750-14 from 1500 to 1580 pounds at 32 psi, 800-14 at 1620 pounds at 32 psi, and 850-14 at 1740 pounds at 32 psi. One 145R13 radial also carries 825 pounds at 44 psi.

Those numbers are load-capacity reference points for individual tires, not a one-pressure-fits-all instruction for every 1960 Ford. The right working pressure should reconcile the vehicle manufacturer's original recommendation with the chosen reproduction tire's construction and rating. Do not transfer a pressure from a Falcon-size 600-13 to a Thunderbird-size 850-14, and do not assume a radial should use the same pressure pattern as a bias-ply simply because both fit 13-inch wheels.

Before a longer drive in a 1960 Ford, inspect each tire for cracks, exposed cords, tread separation, bulges, punctures, and uneven wear, then confirm pressures when the tires are cold. Check the valve stems closely, especially on older tube-type or tube-converted installations, and make sure the spare is aired up and old enough to trust. On a larger full-size Ford or Thunderbird, also verify that all four tires match the intended size because mixed 14-inch bias-ply sizes can affect stance and handling feel.

Tires are only one part of a longer-trip inspection on a car from 1960. Once the tires are cleared, move on to brake function, wheel-bearing condition, steering response, suspension movement, fluid levels, and lights. A brief local shakedown drive after the inspection is often smarter than heading straight onto the highway, especially if the car is newly restored, newly acquired, or returning to service after a long period of storage.