1962 Ferrari Tire Fitment Guide

1962 Ferrari vehicles use four distinct sizes across four model groups: 185R14 for the 206 & 246 Dino, 175R400 for certain Ferrari 250 applications, 185R15 for other Ferrari 250 applications, and 6.50-15 for Ferrari GT and Super America models. Those sizes do not all share the same wheel diameter, since the range includes 14-inch, 15-inch, and 400mm fitments. Where rim-width guidance is available, 185R14 products cover roughly 4.00 to 6.50 inches and 185R15 products cover roughly 4.5 to 6.50 inches, depending on the exact tire.

That means a 1962 Ferrari owner should confirm the model first and the actual wheel diameter second, especially on a Ferrari 250 where both 400mm and 15-inch applications exist. A tire that looks close in section width can still be wrong if the wheel standard is different. Matching the tire to the wheel before comparing brands, sidewalls, or construction style is the cleanest way to avoid an expensive mistake.

175R400 is a Euro-metric radial size used on certain 1962 Ferrari 250 applications. The 175 indicates a nominal section width of 175 millimeters, the R identifies radial construction, and the 400 refers to a 400mm wheel diameter rather than a 15-inch wheel. That last number is the key point, because 400mm wheels are a metric-diameter system and are not interchangeable with standard 15-inch rims.

For a 1962 Ferrari 250 owner, 175R400 should trigger a wheel inspection before any other buying decision. Cars that have remained original may still carry metric wheels, while some cars have been converted to inch-based rims over the years. If your Ferrari 250 measures as a 400mm application, stay with the correct metric-diameter tire format rather than trying to force a near-equivalent 15-inch size.

No, 1962 Ferrari models do not all use the same tire size. The Dino models use 185R14, the Ferrari 250 can use either 175R400 or 185R15 depending on the application, and the Ferrari GT and Super America use 6.50-15. Construction also changes across the range, with radial sizes on the Dino and 250 applications and a bias-ply size on the GT and Super America.

That variation matters because year and make alone are not enough to choose correctly on a 1962 Ferrari page like this one. If you own a 250, the exact wheel standard is especially important because 400mm and 15-inch tires are not the same thing. Once the model and wheel are confirmed, then it makes sense to compare sidewall style, speed rating, and brand preference.

That depends entirely on which 1962 Ferrari model you own, because 6.50-15 belongs to the Ferrari GT and Super America, while the Dino and Ferrari 250 applications use radial sizes such as 185R14, 175R400, or 185R15. A bias-ply 6.50-15 is not a universal alternative to the radial sizes elsewhere in the lineup. The real comparison is less about preference and more about staying with the correct size and wheel format for the specific model.

Once the fitment is correct, the construction choice still affects the car’s character. A bias-ply setup preserves the traditional period feel expected on GT and Super America applications, while the radial Ferrari sizes align with the Dino and 250 applications that use them. If your goal is restoration accuracy, start with the original construction family for your model; if your goal is road use, confirm the proper size first and then compare the available radial products within that exact fitment.

1962 Ferrari radial options include several sidewall looks, depending on size. The 185R14 used on Dino applications comes in blackwall and narrow whitewall versions, while the 185R15 used on certain Ferrari 250 applications comes in blackwall, narrow whitewall, and redline form. That gives owners a meaningful visual choice within the correct fitment, especially on 15-inch radial 250 applications.

For an early-1960s Ferrari, sidewall appearance can influence the car’s presentation almost as much as the wheel itself. Blackwalls usually deliver the most restrained, competition-influenced look, while narrow whitewalls and redlines create a more stylized road-car appearance. The right choice depends on how your car is restored, how it was delivered, and whether you are aiming for period touring character or a more specific show-oriented visual theme.

Michelin, Phoenix, Vredestein, and Coker Classic all have products for 1962 Ferrari applications covered here. Michelin, Phoenix, and Vredestein serve the 185R14 Dino size, while Michelin and Coker Classic cover the 185R15 Ferrari 250 size. Michelin appears across both of those radial fitments, with Vredestein and Phoenix expanding the 14-inch choices and Coker Classic adding a distinct sidewall option in 15-inch form.

Brand choice should come after the fitment is settled, not before it. A Michelin owner may value period European heritage, a Vredestein buyer may be looking for a classic touring radial alternative, and a Coker Classic buyer may want a specific visual cue such as a redline. Once the correct size is confirmed, comparing brands by sidewall style, speed rating, and wheel-width compatibility becomes much more useful than choosing by name alone.

Available rim-width guidance varies by size, but the radial fitments do have usable ranges. For 185R14 on the 1962 Ferrari 206 & 246 Dino, products span roughly 4.00 to 6.50 inches, with some versions narrower at 4.5 to 6.0 or 4.5 to 6.5. For 185R15 on certain 1962 Ferrari 250 applications, products span roughly 4.5 to 6.50 inches, with several centered around 5.00 to 6.50 inches.

That range matters because the same nominal tire size can behave differently on a narrow wheel versus a wider one. Before choosing among products, measure the actual wheel or confirm it through marque records so the tire falls within the manufacturer’s approved window. Staying inside the rim-width range helps preserve proper section shape, tread contact, and steering response on a valuable vintage Ferrari.

Tube status depends on the exact 1962 Ferrari tire and size. The Michelin 185R14 and 185R15 radials shown here are tubeless designs marked TL, while some other products in the same 185R14 and 185R15 sizes do not carry the same marking in the size description. That means tube use can vary by product rather than by section width alone.

The right approach is to confirm the sidewall marking on the exact tire you choose and then consider the wheel itself. Even when a tire is built as tubeless, an older wheel’s design, condition, or restoration history may still influence whether a tube is appropriate. For a 1962 Ferrari with original or specialty wheels, matching the tire’s tube designation to the wheel’s condition is more important than assuming all products in the same size behave the same way.

No, the original 1962 Ferrari wheels cannot be treated as interchangeable across all four tire sizes. The year spans 14-inch Dino fitments, 15-inch Ferrari 250 fitments, 400mm Ferrari 250 fitments, and 15-inch bias-ply applications for the GT and Super America. A 400mm wheel is especially important to distinguish from a 15-inch wheel, because those diameters are close in concept but not interchangeable in practice.

An owner should inspect the wheel itself before purchasing tires, particularly on any Ferrari 250 whose wheel history may have changed over decades of restoration or road use. If the wheel diameter is correct, the next step is checking that the chosen tire falls within the approved rim-width range for that product. That preserves correct fitment without assuming every original Ferrari wheel accepts every Ferrari tire size from the same year.

A 1962 Ferrari should be stored in a cool, dry, dark space away from direct sunlight, electric motors, battery chargers, furnaces, and other ozone-producing equipment that can age rubber prematurely. Keep the tires clean, maintain proper inflation, and move the car periodically so one part of the casing is not carrying the same load for months at a time. Bias-ply tires such as the 6.50-15 used on some 1962 Ferrari models are generally more prone to storage flat-spotting than radial designs.

If the car will sit for an extended season, many collectors either roll it occasionally or support it in a way that reduces long-term static load on the tires. Good storage habits protect both appearance and ride quality, which matters on a Ferrari that may see irregular use. Tire covers and a clean floor also help by reducing light exposure and moisture contact around the sidewalls.

On a collector car such as a 1962 Ferrari, tire age usually matters more than tread wear. Most owners should begin evaluating tires closely once they reach about five to seven years of age, and replacement becomes a serious consideration as they approach roughly ten years, even if the tread still looks usable. The DOT date code on the tire sidewall is the practical reference point for that age check.

A lightly driven Ferrari can fool owners because the tires may appear healthy while the rubber compounds and internal structure continue aging. Heat cycles, storage conditions, underinflation, and long idle periods all affect service life. Treat the tire as a time-sensitive component, not just a wear item, and include age review in the same maintenance routine you would use for hoses, belts, and brake hydraulics on a vintage Italian car.

Tires on a 1962 Ferrari should be inspected before every drive and given a more deliberate review before any longer outing. Check inflation, sidewall cracking, bulges, tread wear, cuts, and any sign that the car has been sitting with a flat spot. If the application uses tube-type construction or a tube-equipped wheel setup, include valve stems and any evidence of slow leakage in the inspection routine.

That habit matters because collector Ferraris often alternate between long storage periods and spirited road use, which is harder on aging tires than a steady commuter schedule. A quick walkaround can catch problems early, while a more thorough pre-trip inspection helps avoid vibration, irregular wear, or roadside trouble. On a rare car, a few extra minutes in the garage are far easier than dealing with tire-related damage away from home.

A 1962 Ferrari 250 from this range used radial tire applications in either 175R400 or 185R15, depending on the specific version and wheel setup. That means the key originality question is not just section width, but whether the car was built around metric-diameter 400mm wheels or standard 15-inch wheels. The proper original-type direction is radial in both cases, while the exact diameter should be confirmed against the car itself and marque references.

For restoration work, wheel history is especially important because many Ferrari 250s have lived complicated lives with replacement wheels, later conversions, or model-specific changes over time. If your goal is authenticity, verify the wheel standard before settling on a tire. Marque clubs, Ferrari historians, and surviving factory literature are the best next step for trim- and chassis-specific confirmation beyond the broad year-and-model fitment family.

Yes, correct tire fitment matters on a 1962 Ferrari because judges and knowledgeable enthusiasts often notice size, construction type, and sidewall appearance very quickly. A Dino on the wrong wheel diameter, a Ferrari 250 wearing a 15-inch tire on a 400mm wheel car, or a GT or Super America wearing a construction type outside its original-era character can all undermine an otherwise careful presentation. Sidewall style can also influence whether the overall look reads as authentic for the car’s market and restoration theme.

Show standards vary, so the right level of strictness depends on whether the car is being prepared for concours judging, club events, or a touring-focused display. Owners pursuing points-level authenticity should confirm the exact size, wheel standard, and visual treatment before the car reaches the field. Ferrari clubs and event rulebooks are the best guide for what a specific judging body will accept or flag.

On a 1962 Ferrari 250 using 185R15, Michelin XVS appears in both 185HR15 and 185VR15 form. Both are radial 15-inch tires, both use blackwall styling in the versions compared here, and both fit within a 5.00 to 6.50 inch rim-width range. The meaningful technical difference is speed rating: H carries a 130 mph ceiling, while V carries a 149 mph ceiling.

That does not mean every 1962 Ferrari 250 should automatically receive the higher-rated version. The better choice depends on how closely you want to match the car’s intended use, your preferred sidewall presentation, and the exact wheel fitment already on the car. For many owners, the speed-rating difference is simply one part of a larger decision that also includes authenticity, driving style, and whether the car is a preserved tourer or a more actively exercised grand tourer.

Yes, 1962 Ferrari tires can be suitable for highway driving when the correct size is used, the tire is in sound condition, and its speed rating matches the intended use. Among the radial products shown here, H-rated versions carry a 130 mph ceiling and V-rated versions carry a 149 mph ceiling. Those ratings are well above normal U.S. highway speeds, although a vintage Ferrari’s braking system, suspension condition, alignment, and overall mechanical state still matter just as much as the tire itself.

The practical takeaway is to judge safety as a system, not as a sidewall number alone. A fresh, properly fitted tire on a well-sorted Ferrari is far more confidence-inspiring than an aged tire with high theoretical capability. Before regular road use, verify inflation, age, visible condition, and wheel compatibility, then make sure the rest of the car is equally prepared for sustained speed and heat.

Inflation pressure on a 1962 Ferrari should follow the exact tire and the car’s factory guidance rather than a one-pressure-fits-all rule. Where load-and-pressure figures are available, the 185R14 radial appears at 1,323 pounds at 35 psi in one version and 1,323 pounds at 51 psi in another, while a 185R15 radial appears at 1,355 pounds at 35 psi in one version. Those figures describe specific tires and should not be transferred from one size or product to another.

The safest practice is to start with the original Ferrari recommendation for the model, then compare that against the tire manufacturer’s guidance for the exact reproduction or classic radial you are using. Because the 1962 Ferrari range includes multiple sizes, constructions, and wheel standards, pressure should always be matched to the actual tire on the car. If the car has been restored or converted, recheck the wheel-and-tire combination before settling on a working pressure.

Before a longer drive in a 1962 Ferrari, inspect all four tires and the spare for cracking, cuts, bulges, uneven wear, and proper inflation. Confirm that the tires are the correct size for the wheel, especially if the car is a Ferrari 250 that could be on either 400mm or 15-inch wheels. If the setup uses tubes or tube-equipped wheels, pay close attention to valve stems and any signs of slow air loss.

That tire inspection should be part of a broader pre-trip check that includes brakes, cooling, fluids, steering, and charging condition, because any vintage Ferrari asks more from preparation than a modern car. Good tires cannot compensate for neglected mechanical systems, but they are one of the easiest areas to verify before leaving. A careful once-over helps preserve the car, protects the occupants, and makes long-distance touring far more enjoyable.