1962 Austin Tire Fitment Guide

1962 Austin vehicles use 145R10 and 5.20-10 for the Austin 850, 145R13 and 520-13 for the A40, 165R14 and 5.90-14 for the A55 and A60, 185R15 and 640-15 for the A95 and A105, and 735-14 or 775-14 for the A110. The rim diameters therefore span 10, 13, 14, and 15 inches across the make, so there is no single year-wide fitment. Rim-width guidance appears for some sizes, including 185R15 at roughly 4.5 to 6.5 inches, 640-15 at about 4.0 to 5.0 inches depending on product, 735-14 at 5.0 to 5.5 inches, 775-14 at 5.0 to 6.0 inches, 145R13 at 4.0 to 5.0 inches, and 165R14 at about 4.0 to 6.0 inches depending on product.

The practical takeaway is that a 1962 Austin owner should identify the exact model before doing anything else. Once the model is confirmed, you can sort out whether the choice is between radial and bias-ply on the same wheel diameter, or between two different bias-ply widths on the same model, as with the A110. If your car has had wheels changed over the years, verify the actual wheel diameter and width on the car before choosing a tire.

On a 1962 Austin, 640-15 is a numeric bias-ply size. The 6.40 refers to the nominal section width in inches, and the 15 refers to the wheel diameter in inches. In the 1962 Austin range, 640-15 belongs to the A95 and A105 and serves as the bias-ply counterpart to 185R15. Products in this size use 15-inch rims and appear with wide whitewall and narrow whitewall sidewall treatments.

That code matters because it tells you you are dealing with an older American- and British-era bias-ply sizing system rather than a modern metric radial format. If you are restoring an A95 or A105 to a strongly period-authentic look, 640-15 is usually the size family you would examine first. Wheel width still matters, so compare the actual wheel against the approved rim-width range for the specific tire before committing.

On a 1962 Austin, 145R13 is a Euro-metric radial size. The 145 is the section width in millimeters, the R denotes radial construction, and the 13 is the rim diameter in inches. When no aspect ratio is printed in a size like this, it conventionally falls into the older Euro-metric 80-series radial family. Within the 1962 Austin line, 145R13 is used on the A40.

This format signals a different tire character from the older numeric bias-ply sizes used elsewhere in the Austin range. If you own an A40 and are comparing 145R13 against 520-13, the rim diameter stays the same at 13 inches but the construction and sizing language change. That makes it important to confirm not just the wheel size, but also whether the car is being set up for original-style presentation or more regular road use.

No. The 1962 Austin range is spread across seven model families and ten distinct tire sizes. The smallest Austin 850 uses 10-inch sizes, the A40 uses 13-inch sizes, the A55 and A60 use 14-inch radial or bias-ply fitments, the A95 and A105 use 15-inch radial or bias-ply fitments, and the A110 uses two different 14-inch bias-ply widths. Some models share size families with a sibling, but no single size fits every 1962 Austin.

That difference is why year and make alone are not enough for a confident tire choice on this page. A buyer with an A55 or A60 can compare directly because those models share the same two sizes, and the same is true for the A95 and A105. The moment you move from one model family to another, though, the wheel diameter can change completely, so the model badge matters as much as the year.

Many 1962 Austin models offer a radial and a bias-ply option on the same wheel diameter: 145R10 or 5.20-10 for the 850, 145R13 or 520-13 for the A40, 165R14 or 5.90-14 for the A55 and A60, and 185R15 or 640-15 for the A95 and A105. The radial choice uses a later-style construction with metric sizing, while the bias-ply choice keeps the earlier numeric format and period construction style. The A110 is different because both of its choices, 735-14 and 775-14, are bias-ply.

For a car being restored with originality in mind, the bias-ply route usually aligns more closely with the visual and driving character buyers expect from an early-1960s Austin. For a car that will see more regular road use, the radial option can make sense where that model accepts one. The key is not to treat those pairs as interchangeable across the whole make; match the construction choice only within the size family tied to your exact model.

Sidewall style varies quite a bit across the 1962 Austin range. Blackwall is common in the radial sizes such as 145R10, 145R13, and 165R14, while 185R15 adds blackwall, narrow whitewall, and redline options. Among the bias-ply sizes, 640-15 appears in wide whitewall and narrow whitewall, 735-14 in blackwall and narrow whitewall, 775-14 in narrow whitewall and redline, and 520-13 in blackwall and narrow whitewall. That gives some models a distinctly broader period-style appearance range than others.

For a 1962 Austin, the right sidewall choice depends on the model's character and the look you are trying to preserve. A blackwall radial often suits an understated driver, while whitewall and redline treatments lean more strongly into period presentation. Because Austin sold everything from tiny economy cars to larger saloons, the most convincing sidewall style is often the one that fits the model's social class and restoration goal rather than simply choosing the most decorative option.

1962 Austin tire coverage spans a wide mix of brands depending on size. Firestone appears in 145R10, 640-15, 775-14, 145R13, and 520-13; Michelin appears in 185R15, 145R13, and 165R14; BFGoodrich appears in 640-15, 735-14, and 775-14; and other size-specific options include Kings, Camac, Dunlop, Coker Classic, US Royal, Premium Sport, Pirelli, and Vredestein. No single brand covers every 1962 Austin size, because the make's model range is too diverse.

That brand spread means your model and size choice determines the field of realistic options more than brand loyalty does. An Austin 850 owner shopping 145R10 will see a very different set of choices than an A95 owner in 185R15 or an A110 owner in 775-14. It often makes sense to settle the correct size and sidewall style first, then compare brands within that narrower group.

Rim-width guidance on 1962 Austin tires depends on the exact size. 185R15 runs across product ranges from about 4.5 to 6.5 inches, 640-15 spans roughly 4.0 to 5.0 inches depending on the tire, 735-14 uses 5.0 to 5.5 inches, 775-14 uses 5.0 to 6.0 inches, 145R13 includes 4.0 to 5.0 inches, and 165R14 covers about 4.0 to 6.0 inches depending on product. Some sizes in the Austin range do not carry rim-width guidance here, so they still need wheel-by-wheel verification before selection.

Rim diameter alone is not enough, especially on cars that may have been restored, modified, or fitted with replacement wheels decades ago. A tire that matches the wheel diameter can still be wrong for the wheel width. Before choosing a tire for any 1962 Austin, measure the actual wheel and compare it with the approved width range for the specific product you are considering rather than assuming every tire in the same diameter fits the same rim.

Tube status varies by size and by product across the 1962 Austin range. Michelin versions of 185R15, 145R13, and 165R14 are marked TL for tubeless use, while several other radial and bias-ply products do not carry a tube marking in the size field here. That means you should not assume one rule applies across every 1962 Austin size, or even across every product within a single size family. The bias-ply sizes also deserve special attention because wheel condition and wheel design can influence whether tube use is appropriate.

The right approach is to inspect the wheel you are actually using and verify the tire's sidewall marking before mounting. Original steel wheels, older riveted wheels, or wheels with imperfect bead areas may lead an owner or restorer to a different setup choice than a freshly restored wheel. If your 1962 Austin will run tube-type service, include the valve stem, flap requirements where relevant, and spare-tire setup in the plan rather than treating the tire alone as the whole system.

A stored 1962 Austin should be kept away from direct sunlight, standing moisture, and ozone-producing equipment such as electric motors, welders, compressors, or battery chargers. Maintain the tires at appropriate operating pressure, keep the car on a clean surface, and move it periodically so the same section of tread is not carrying the load month after month. Bias-ply tires tend to flat-spot more readily during static storage, while both bias-ply and radial tires can suffer sidewall aging if they sit in poor conditions.

For long-term storage, many owners either roll the car occasionally or support it in a way that reduces sustained load without leaving the suspension hanging unnaturally. A breathable car cover and a dry, temperature-stable garage help more than any dressing or shine product. If your 1962 Austin is driven only seasonally, make tire condition part of the recommissioning routine every time the car comes back out.

On a 1962 Austin, age usually matters more than mileage because many collector cars do not accumulate enough miles to wear out the tread in a normal modern-car way. A sensible rule is to begin evaluating tires closely once they reach the five- to seven-year window and to treat around ten years as a point where replacement deserves serious consideration regardless of remaining tread. The DOT date code, where present, helps establish age, and visible cracking or hardening can shorten that timeline.

A lightly driven Austin can seem fine because the tread still looks deep, but the casing may no longer be in the same condition it was when new. Storage environment, inflation habits, and whether the car sits for long periods all affect service life. If the car's history is fuzzy, replacement based on age and condition is usually wiser than trying to stretch service life from an old-looking but seldom-used tire.

Tires on a 1962 Austin should be inspected before every drive, with a more thorough check before any longer outing. Look for sidewall cracking, cuts, bulges, irregular wear, and signs that the tire is losing pressure between drives. Pay close attention to the bead area on tubeless setups and to the valve stem and tube-related hardware when the tire uses tube-type service. Collector cars often reveal tire trouble through age and inactivity rather than through obvious high-mileage wear.

A quick walk-around catches more than many owners expect, especially on cars that have sat for several weeks. Before a tour or highway run, check cold pressure, inspect the spare, and make sure the jack and wheel tools are still correct for the car. On an older Austin, tires are only one part of roadworthiness, but they are the one part constantly in contact with the road.

For a 1962 Austin 850, bias-ply construction was the period-standard starting point, and the size family tied to that model includes 5.20-10 along with the later-style 145R10 radial alternative. On early-1960s British small cars, a bias-ply fitment is usually the safer assumption for strict originality unless a specific market, trim, or owner history points elsewhere. The 850's small 10-inch wheel is central to the car's identity, so preserving that diameter matters as much as choosing the right construction family.

If you are restoring a 1962 Austin 850 for authenticity, begin with the model-correct 10-inch sizes and then confirm market-specific details through factory literature, marque clubs, or long-time Austin specialists. A radial may still be a sensible choice for a driver, but it changes the construction story of the car even if the wheel diameter remains correct. Original-equipment brand claims should be treated carefully unless backed by surviving car evidence or period sales material.

Yes, correct tire fitment can matter a great deal when showing a 1962 Austin, especially in judged classes that emphasize authenticity. Judges and knowledgeable enthusiasts often notice whether the tire has the correct overall size family, the expected construction type for the era, and a sidewall treatment that fits the model's original character. A radial on a car restored for factory-style presentation, or an obviously mismatched whitewall or redline treatment, can pull the car away from an authentic period appearance.

That does not mean every event uses the same standards, so the smartest move is to match your tire choice to the kind of showing you plan to do. Local casual shows may care very little, while marque judging can be much stricter. For a 1962 Austin, it is worth checking club guidance and period photos so the tire looks right not just in size, but in stance and sidewall presentation as well.

On the 1962 Austin A110, both 735-14 and 775-14 are numeric bias-ply sizes for 14-inch wheels, but 775-14 is the wider size. 735-14 appears in BFGoodrich blackwall and narrow whitewall versions with a 5.0 to 5.5-inch rim-width range and load capacity marked at 1,360 pounds at 32 psi. 775-14 expands the visual options to narrow whitewall and redline, appears from US Royal, BFGoodrich, and Firestone, uses rim-width ranges around 5.0 to 6.0 inches depending on product, and reaches 1,580 pounds at 32 psi on products carrying that marking.

That makes the decision on an A110 more about confirming the intended width and wheel compatibility than choosing between bias-ply and radial behavior. If the car is being judged or restored to a particular factory presentation, consult Austin references to determine which width suits your exact application. If the car already has wheels fitted, measure them first, because the wider 775-14 generally asks for more wheel width than the 735-14.

1962 Austin tires can be suitable for highway use when the correct size, construction, inflation, and condition are all in place. Several radial sizes carry explicit speed ratings, including 145R10 in an S-rated form up to 112 mph, 145R13 and 165R14 in H-rated forms up to 130 mph, and 185R15 in both H-rated 130 mph and V-rated 149 mph versions. Bias-ply sizes here do not show modern speed-letter markings, so they should be treated with period-appropriate expectations. On a 1962 Austin, the car's brakes, suspension, steering, and overall mechanical condition often matter just as much as the tire itself.

The real-world implication is that safe highway use is less about chasing the highest rating and more about matching the tire to the car and the way the car is driven. A healthy, properly sorted Austin on fresh tires is a different proposition from one on aged rubber with unknown history. Before any sustained highway trip, confirm tire age, pressure, wheel condition, and the rest of the running gear rather than focusing on the tire in isolation.

Inflation pressure for a 1962 Austin should be tied to the exact tire size, the specific tire's own markings, and the vehicle manufacturer's recommended setting for the model. Some tires in this range carry clear load-and-pressure figures, including 145R10 at 694 pounds at 30 psi on one product, 185R15 at 1,355 pounds at 35 psi on one product, 640-15 at either 970 or 1,190 pounds at 32 psi depending on product, 735-14 at 1,360 pounds at 32 psi, 775-14 at 1,580 pounds at 32 psi, 145R13 at 825 pounds at 44 psi, 520-13 at either 770 pounds at 32 psi or 1,100 pounds at 60 psi depending on product, and 165R14 at 1,102 pounds at 51 psi on one product.

Those figures are tire ratings, not automatic instructions to inflate every Austin to the same pressure. Use the owner's manual or factory tire-pressure recommendation for the car as the primary baseline, then compare that against the tire manufacturer's guidance for the exact reproduction or modern tire you are running. Never transfer a pressure from one size family to another simply because the cars are all 1962 Austins.

Before a longer drive in a 1962 Austin, inspect each tire for cracking, cuts, bulges, uneven wear, and any sign of air loss. Verify cold pressures, look closely at valve stems, and make sure the spare is usable and inflated. If the car runs a setup that uses tubes, include the valve hardware and the spare's tube condition in the inspection. On older cars, a tire that has enough tread can still be a poor road-trip candidate if age or storage damage has taken a toll.

A longer trip also calls for a quick check of wheel fasteners, steering feel, brake function, and fluid levels so the tires are not being asked to compensate for mechanical problems elsewhere. Bring the correct jack and tools for the wheels actually on the car, not just what came from the factory decades ago. A 1962 Austin rewards preparation, and tires are one of the first places that preparation shows.