1960 Triumph Tire Fitment Guide

1960 Triumph vehicles use six sizes across four model groups. Herald and Sedan models use 145R13 radial or 520-13 bias-ply on 13-inch rims. Sedan & Estate Wagon models use 155R13 radial or 560-13 bias-ply, also on 13-inch rims. TR3, TR4, and TR4A models use 165R15 radial or 590-15 bias-ply on 15-inch rims. Rim-width coverage where available runs from 3.5 inches on smaller 13-inch bias-ply applications up to 6.00 inches on 165R15 radial products.

That means year and make alone are not enough for a confident selection on 1960 Triumph. Start by identifying whether you have a Herald, Sedan, Sedan & Estate Wagon, or a TR sports car, then confirm whether the car still wears its original wheel diameter. After that, the choice usually becomes radial versus bias-ply within the correct size family for the model rather than mixing across models.

On a 1960 Triumph, 520-13 is a numeric bias-ply size. The 13 refers to the rim diameter in inches, while the 520 portion is the older numeric width code rather than a modern millimeter measurement. In this application, 520-13 belongs to Herald and Sedan models, not to the Sedan & Estate Wagon or the TR sports cars.

That older numeric format matters because it points you toward an era-correct bias-ply tire rather than a modern metric radial. If your car is being restored with original visual character in mind, 520-13 keeps you in the correct style family for those small Triumph saloons. It is also a reminder not to substitute a nearby numeric size without checking the model-specific fitment first.

On a 1960 Triumph, 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 rim diameter in inches. Because no aspect ratio is printed, this format is conventionally understood as an 80-series radial. In the 1960 Triumph range, 145R13 is used on Herald and Sedan models.

That makes 145R13 a distinctly different choice from 520-13 even though both belong to the same model group. One is a radial measured in millimeters, while the other is an older bias-ply numeric size. If your Triumph has already been set up around radial handling expectations, stay with the radial family and verify that the wheel width fits the specific 145R13 product you choose.

For a 1960 Triumph Herald or Sedan, the choice between 145R13 and 520-13 is mainly a construction choice within the correct model group. 145R13 is a radial size offered in blackwall form, while 520-13 is a bias-ply size available in blackwall and narrow whitewall versions. The radial route is generally favored by owners who want a more modern driving feel, while the bias-ply route stays closer to the period character of a 1960 small Triumph.

Pick the size that matches both your wheel setup and the role of the car. A show-focused restoration often leans toward the bias-ply family, especially if original appearance matters more than everyday road use. A regularly driven Herald or Sedan often benefits from staying in the radial family, but it is still important to confirm that the wheel width and overall presentation fit your goals before committing.

1960 Triumph tires are available in blackwall, narrow whitewall, and wide whitewall styles, depending on size. The radial 145R13 and 155R13 options are blackwall only, while 520-13 adds narrow whitewall choices. The 560-13 bias-ply size for the Sedan & Estate Wagon is available in both narrow and wide whitewall, and 165R15 plus 590-15 for the TR range span blackwall and whitewall alternatives as well.

Sidewall style is partly cosmetic, but on a collector car it also affects how authentic the finished car looks. Blackwalls are the most restrained and sporting presentation, especially on the TR range, while whitewalls create a more styled period look on sedans and wagons. If the car is being judged, verify what your club or event expects for the exact model and market before choosing a whitewall width.

1960 Triumph tires are available from Michelin, Firestone, Premium Sport, Dunlop, BFGoodrich, Coker Classic, American Classic, and Avon, depending on size. The 13-inch radial sizes are covered by Michelin, Firestone, and Dunlop. The 13-inch bias-ply sizes are covered by Firestone, Premium Sport, and BFGoodrich. The TR 15-inch radial size adds Coker Classic and American Classic, while the 590-15 bias-ply size is available from BFGoodrich and Avon.

Brand choice usually comes down to the combination of construction, appearance, and the exact size your model uses. A small-saloon owner shopping 520-13 faces different style options than a TR owner shopping 165R15, even before considering radial versus bias-ply. Narrow your search by model and size first, then compare brands by sidewall style, speed marking, and wheel-width compatibility where those details apply.

Rim-width coverage varies by size on 1960 Triumph applications. 145R13 radial products fit 4.00 to 5.00-inch rims, while 155R13 radial products fit 4.00 to 5.50-inch rims. 520-13 bias-ply products span 3.5 inches to 4.00 inches where rim-width guidance appears. 560-13 bias-ply products fit either 3.50 to 4.00-inch or 4.00 to 4.50-inch rims depending on the tire, 165R15 radials fit 4.50 to 6.00-inch rims, and 590-15 bias-ply products fit 4.00 to 4.50-inch rims.

Those ranges show why wheel width matters just as much as tire diameter. Two tires may share a rim diameter but still prefer different wheel widths, especially when comparing radial and bias-ply construction. Before choosing a replacement, measure the actual wheel on the car or confirm it against factory literature or a marque specialist so the tire sits correctly and performs as intended.

Inner-tube requirements vary by size and by product on 1960 Triumph tires. The 145R13 and 155R13 radial offerings include tubeless-marked examples, while some products in those sizes do not carry a tubeless marking in the visible sidewall code. The bias-ply sizes do not show a consistent tube designation across every product, so tube use should be confirmed against the specific tire and the wheel construction rather than assumed from size alone.

That matters most on original British wheels, where the wheel design can influence whether a tubeless setup is appropriate even if the tire itself supports it. If your Triumph still has factory-style steel wheels, inspect the wheel condition and sealing surfaces carefully. Matching the tube decision to both the tire and the wheel will prevent confusion and helps avoid setup problems after installation.

Within each 1960 Triumph model group, the paired radial and bias-ply sizes share the same rim diameter. Herald and Sedan sizes both mount on 13-inch wheels, Sedan & Estate Wagon sizes also remain on 13-inch wheels, and TR3, TR4, and TR4A sizes both mount on 15-inch wheels. That means the original wheel diameter usually stays the same when choosing between the two approved size families for a given model.

Wheel diameter compatibility does not automatically settle wheel-width compatibility, especially when switching between older bias-ply and radial products. A TR wheel may accept both 590-15 and 165R15 in diameter terms, but the ideal rim-width range can differ by tire. Confirm the actual wheel width before making a construction change, particularly on cars that may have had wheels swapped during past restorations.

A 1960 Triumph should be stored away from direct sunlight, electric motors, battery chargers, furnaces, and other ozone-producing equipment that can accelerate sidewall aging. Keep the car dry, maintain inflation, and move it periodically so the tires do not carry the exact same load point for months at a time. Bias-ply tires on 1960 Triumph models are more prone to temporary flat-spotting during long static storage than radials.

If the car will sit for an extended season, many owners either roll it occasionally or support it in a way that reduces continuous load on the tires without leaving the suspension hanging unnaturally. Clean, cool storage conditions do more for tire life than mileage on most collector Triumphs. A car that looks barely used can still have aged, hardened, or cracked tires if it was stored poorly.

On a 1960 Triumph, tire life is usually judged by age and condition more than mileage. Collector cars often accumulate few miles, so tread depth alone can be misleading. A practical rule is to inspect closely once tires reach roughly five to seven years of age and to treat the ten-year point as a serious replacement threshold regardless of apparent tread wear. The DOT date code on the tire is the best starting point for establishing age.

That timeline applies whether the car uses radial or bias-ply construction, although storage conditions can shorten or extend the useful window. If your Triumph spends long periods parked, calendar age becomes even more important than miles driven. Cracking, hardening, persistent air loss, and vibration are all signs that age has become the deciding factor even when the tread still appears respectable.

Tires on a 1960 Triumph should be inspected before every drive and again before any longer outing. Check inflation, sidewall cracking, tread wear, embedded objects, bulges, and any signs that the car has been sitting on one spot too long. If your setup uses tubes or may require them depending on wheel and tire choice, include valve stems and slow air-loss behavior in the inspection routine.

That habit is especially important on lightly used collector cars, because problems often develop in storage rather than on the road. A brief walk-around catches many issues before they turn into vibration, heat buildup, or a roadside delay. It also gives you a chance to compare the spare to the four road tires, since an aged spare on a 1960 Triumph is often forgotten until it is urgently needed.

A 1960 Triumph Herald would originally have been associated with bias-ply construction, since bias-ply tires were still the standard fitment type for most small British cars of that period. Within the size families used on the Herald, the period-style bias option is 520-13, while 145R13 represents a later radial-style choice within the same model group. Original-equipment branding could vary by market and dealer history, so the safest way to confirm exact delivery details is through factory literature and marque-specific records.

For a restoration, the important question is usually not just brand but construction, size family, and sidewall appearance. A radial can be practical for driving, but a judged Herald restored for originality often looks and presents more correctly on a bias-ply tire in the proper numeric size. If the car has export-market history or unusual provenance, a Triumph club or registrar can help narrow down what is most defensible.

Correct tire fitment matters a great deal when showing a 1960 Triumph, especially in classes that judge authenticity rather than general presentation. Judges and knowledgeable enthusiasts often notice whether the car uses the correct size family for the model, whether the construction matches the era, and whether the sidewall style suits the car's market character. A 15-inch TR tire on a small saloon, or a modern radial where originality is expected, can stand out immediately.

That does not mean every show requires strict factory-style bias-ply fitment, but it does mean you should match the tire to the standard of the event. Local shows may be more forgiving than concours or marque-club judging. If ribbons or authenticity scores matter, confirm both the acceptable construction type and the appropriate sidewall treatment before the car is presented.

For the 1960 Triumph Sedan & Estate Wagon, both Michelin XAS and Dunlop SP Sport Aquajet are radial blackwall choices in 155R13, and both carry an H speed marking with a 130 mph ceiling. The Michelin XAS shows a 4.00 to 5.50-inch rim-width range and a 20-pound weight, while the Dunlop SP Sport Aquajet carries a 937-pound load figure and also weighs 20 pounds. Both stay within the same model-specific size family rather than changing the fitment category of the car.

That means the decision is less about basic compatibility and more about product character within the correct radial size. Owners who want to compare them closely should look at wheel-width fit, sidewall presentation, and how the car will be used once restored. For a driving-oriented wagon or saloon, either remains within the proper 155R13 radial path, but the final choice should still reflect the actual wheel and the restoration's visual goals.

1960 Triumph tires can be suitable for highway use when the tire, wheel, and vehicle are all in sound condition, but the answer depends on the exact size and product. H-rated examples appear in 145R13, 155R13, and 590-15, which corresponds to a 130 mph ceiling, while other sizes may carry no visible speed letter in the tire code shown here. The tire's rating is only one part of the picture on a 1960 British car, where brakes, suspension, steering condition, and overall maintenance often matter just as much at normal road speeds.

For practical use, choose a tire that matches the model, confirm its condition and inflation, and drive within the realistic capabilities of the car rather than the maximum figure printed on the sidewall. A healthy TR on the correct 15-inch tires has different highway manners from a Herald on 13-inch rubber. The safest approach is a fully sorted car, fresh tires of known age, and speed expectations that respect the era of the machine.

Inflation guidance on 1960 Triumph tires varies by size and product, and load-and-pressure figures should stay attached to the exact tire they belong to. Examples include 520-13 at 770 pounds at 32 psi on one Firestone application, 560-13 at 850 pounds at 30 psi, 165R15 around 1168 to 1170 pounds at 35 to 36 psi depending on brand, and 590-15 at 1050 pounds at 32 psi on BFGoodrich products. Those are tire capability figures, not universal car-setting instructions for every 1960 Triumph.

Use the original Triumph handbook or factory literature as the first reference for vehicle inflation, then compare that with the reproduction tire maker's recommendations for the specific product. Do not transfer a pressure figure from one size to another just because the cars are from the same year. Model weight, wheel width, and construction type all influence what makes sense once the correct size is chosen.

Before a longer drive in a 1960 Triumph, inspect each tire for cracking, cuts, bulges, unusual wear, and proper inflation, then check the valve stems and the spare. If the car uses a tube-type setup or a wheel that may call for tubes, pay extra attention to slow leaks and valve condition. On older British cars, a tire inspection should be part of a broader pre-drive check that also covers brakes, steering, cooling, and basic fluid levels.

That routine matters because a collector Triumph often spends more time parked than driving, and age-related issues can surface without much warning. A short local run may hide a problem that becomes obvious only after heat builds on a longer trip. Giving the tires and spare a careful inspection before departure is one of the easiest ways to reduce surprises and make the drive more enjoyable.