1962 Metropolitan Tire Fitment Guide

1962 Metropolitan vehicles use two tire sizes: 520-13 and 560-13. Both sizes apply to the Metropolitan 1500, and both mount on 13-inch rims. Rim-width fitments in current reproduction offerings span 3.5 inches and 3.50 to 4.00 inches for 520-13, while 560-13 products fit 3.50 to 4.00 inches or 4.00 to 4.50 inches depending on the tire.

That means a 1962 Metropolitan owner does not need to identify a different model family before choosing between these sizes, but does need to confirm the actual wheel width on the car. If your goal is a faithful restoration, compare the tire size already on the car with factory literature or marque-club guidance. If the car has been changed over the years, the wheel width is the first measurement to verify before selecting either size.

On a 1962 Metropolitan, 520-13 is a numeric bias-ply tire size. The 520 refers to the nominal section width in the older numeric sizing system, and the 13 identifies the wheel diameter in inches. It is not a radial metric code, so it should be read as an older-style bias-ply size rather than compared directly to modern P-metric sizing.

That older code matters because a 520-13 replacement is chosen by vintage size convention, wheel diameter, and compatible rim width, not by modern aspect-ratio math. For a Metropolitan owner, this size tends to appeal to someone keeping the car visually trim and true to its compact proportions. When comparing products, look closely at sidewall style and wheel-width compatibility rather than assuming every 520-13 tire is identical.

The 1962 Metropolitan range covered here centers on the Metropolitan 1500, and that model uses both 520-13 and 560-13. There is no split between separate Metropolitan model cores that forces one size on one car and another size on a different car. Both available sizes are 13-inch bias-ply fitments for the same basic model family.

What changes, then, is the character of the tire rather than the identity of the model. A Metropolitan owner can compare the narrower 520-13 against the slightly larger-looking 560-13 while staying within a period-correct construction type. The smartest next step is to confirm what is currently mounted, measure the wheel width, and decide whether you want a more subtle blackwall look or a stronger whitewall presentation.

Both 520-13 and 560-13 are appropriate bias-ply sizes for a 1962 Metropolitan 1500, so the choice usually comes down to the look you want and the wheel width you have. The 520-13 is the narrower of the two and is offered in blackwall and narrow whitewall versions, while the 560-13 brings a slightly fuller stance and opens the door to narrow or wide whitewall styles depending on brand.

If your car is being restored to a very specific appearance, compare the size and whitewall treatment against photos, factory literature, and club references for your body style and market. If the car is more of a weekend driver, wheel-width compatibility may decide the issue just as much as aesthetics. Since both are bias-ply tires on 13-inch rims, this is largely a question of presentation and proper wheel match rather than a jump to a different construction type.

1962 Metropolitan tires are available in several sidewall styles. The 520-13 size comes in blackwall and narrow whitewall versions, while the 560-13 size appears in narrow whitewall and wide whitewall designs. That range gives Metropolitan owners flexibility to keep the car understated or lean into the bright, stylish presentation that suits many early-1960s small cars.

For a restrained look, blackwall 520-13 keeps the focus on the car's compact proportions and trim details. Narrow whitewalls feel appropriate for many period restorations and preserve a tidy appearance, while wide whitewalls create a more decorative statement that some owners prefer on show-oriented builds. The right answer depends on how original you want the car to look and whether your restoration is following a specific market or personal-era style.

Three brands cover 1962 Metropolitan fitments: Firestone, Premium Sport, and BFGoodrich. Firestone appears in both 520-13 and 560-13, Premium Sport covers 520-13, and BFGoodrich covers 560-13. All of them serve the car with bias-ply construction, but they differ in sidewall presentation and, in some cases, speed marking details within the size.

That brand spread is useful because it gives Metropolitan owners more than one path to the right visual finish. If you want blackwall in 520-13, Firestone fills that role, while Premium Sport expands the whitewall choices in the same size. In 560-13, BFGoodrich and Firestone both support a whitewall-focused look, so the decision often narrows to the exact band width, wheel-width compatibility, and the overall appearance you want on the car.

1962 Metropolitan tires mount on 13-inch rims, but the acceptable rim width depends on the tire size and product. In 520-13, fitments include 3.5 inches and 3.50 to 4.00 inches. In 560-13, some tires fit 3.50 to 4.00 inches while others are intended for 4.00 to 4.50 inches.

That difference is why the wheel should be measured before choosing between 520-13 and 560-13, especially if the car has changed hands or been restored more than once. A 13-inch wheel alone is not the whole story. Confirming both the wheel diameter and the inside bead-seat width helps you avoid choosing a tire that is correct in size code but mismatched to the wheel's actual width range.

Both 520-13 and 560-13 for the 1962 Metropolitan use a 13-inch rim diameter, so they are compatible with the same basic wheel diameter. That means an original Metropolitan wheel can often accept either size as long as its width falls within the allowable range for the specific tire you choose. Diameter compatibility is shared; width compatibility still needs to be checked.

This matters most when comparing a narrower 520-13 against a 560-13 that may call for more wheel width depending on brand and version. Original wheels on collector cars are sometimes swapped, widened, or replaced over the decades, so visual inspection is not enough. Measure the wheel and compare it to the tire's approved range before assuming both sizes will fit equally well on the same wheel.

A 1962 Metropolitan should be stored in a cool, dry, dark space away from direct sunlight, electric motors, battery chargers, welders, and other ozone-producing equipment that can age the rubber. Because both available Metropolitan sizes are bias-ply, long periods of sitting can encourage temporary flat-spotting more readily than a modern radial. Clean, dry floors and proper inflation also help reduce stress on the casing during storage.

For seasonal storage, move the car periodically or support it in a way that reduces constant load on one contact patch if the car will sit for a long stretch. Many owners also keep the tires covered to limit UV exposure. Before returning the car to regular driving, inspect the sidewalls carefully and drive gently at first so any storage flat-spotting can work out as the tires warm up.

On a 1962 Metropolitan, tire age usually matters more than tread wear because collector cars often accumulate limited mileage. A sensible rule is to begin evaluating tires closely once they are around five to seven years old and to consider replacement as they approach ten years, even if the tread still looks good. The DOT date code is the best quick reference for age when it is present on the tire.

Bias-ply collector tires can appear healthy while still hardening with time, especially if the car has seen heat cycles, sunlight, or long static storage. Sidewall cracking, persistent pressure loss, vibration, or visible casing changes all shorten the usable life regardless of mileage. For a Metropolitan that gets occasional use, age-based inspection and replacement planning is far more dependable than waiting for the tread to wear out.

Tires on a 1962 Metropolitan should be inspected before every drive and again before any longer outing. Check for sidewall cracking, cuts, bulges, irregular wear, embedded debris, and pressure loss. Since Metropolitan tires are often fitted to collector cars that sit between drives, even a car that looks fine in the garage can show age-related issues once you inspect it closely.

A more thorough check every few months is also wise, especially if the car is driven infrequently. Look at the spare as well, since an old spare may be the weakest tire on the car even if it has never touched the road. If you notice a change in steering feel, pull, vibration, or repeated air loss, inspect the tires and wheels immediately rather than assuming it is only a normal old-car quirk.

A 1962 Metropolitan Metropolitan 1500 would have been associated with bias-ply tire construction as the normal period-correct type for the era, and both available sizes for the car today remain bias-ply: 520-13 and 560-13. That keeps the construction type aligned with what buyers expect on an early-1960s restoration. Original-equipment branding could vary by market and supply, so the key authenticity points are size, construction, and sidewall style rather than assuming one universal brand.

For a highly accurate restoration, compare your car's surviving evidence with factory literature, dealer material, and Metropolitan club resources. Sidewall treatment can matter almost as much as the size code, especially on a car with such a strong styling identity. If your goal is judged authenticity, confirm not just the numeric size but also whether the car should wear blackwalls, a narrow whitewall, or a wider whitewall for the presentation you are after.

Correct tire fitment matters a great deal when showing a 1962 Metropolitan because judges and knowledgeable enthusiasts notice whether the tire's size, construction, and sidewall treatment fit the era and the car's intended presentation. On a small, highly styled car like the Metropolitan, an overly modern look or an obviously mismatched whitewall can change the visual balance quickly. Bias-ply construction remains the key authenticity marker for this year and make.

A show-oriented owner should think of the tire as part of the car's exterior trim package, not just a replacement wear item. Blackwall versus narrow whitewall versus wide whitewall can affect how original the car appears from across the field. Before a judged event, compare your chosen tire against period photos and consult Metropolitan or Nash club standards so your fitment matches the expectations of the event rather than only personal taste.

For a 1962 Metropolitan in 520-13, Firestone and Premium Sport serve different visual roles even though both are bias-ply choices. Firestone offers a blackwall version with a 770-pound maximum load at 32 psi and a 3.5-inch rim fitment, while Premium Sport focuses on narrow whitewall versions, including examples with a 1,100-pound maximum load at 60 psi and a 3.50 to 4.00 inch rim range. Product weight stays close, at about 15 to 16 pounds.

That means the choice is less about one tire replacing another directly and more about what kind of Metropolitan you are building. A blackwall Firestone keeps the presentation clean and restrained, while Premium Sport supports a brighter whitewall-centered look that suits many custom-leaning or period-styled small cars. Before deciding, match the wheel width and sidewall treatment to your restoration goal so the tire complements the car rather than fighting its proportions.

1962 Metropolitan tires can be safe for highway driving when they are the correct size, in sound condition, properly inflated, and used within their construction and speed limits. The 560-13 size includes versions marked with an S speed rating, which corresponds to a 112 mph ceiling, while other products in these Metropolitan sizes may not show a speed letter in the size marking. As with most early-1960s cars, the tire is only one part of the highway equation.

A Metropolitan's brakes, suspension, steering condition, alignment, and age of the rest of the running gear often matter more in real-world driving than the tire's theoretical speed ceiling. Bias-ply tires also feel different from modern radials, especially in tracking and turn-in, so the driver should allow for that character. If the car is freshly restored or newly purchased, a careful shakedown at moderate speeds is wiser than assuming age-correct tires alone make it ready for long freeway use.

Inflation pressure on a 1962 Metropolitan should be set with the exact tire and the car's original recommendations in mind, not by copying one number across every version. Current load-and-pressure markings include 520-13 examples at 770 pounds at 32 psi and 1,100 pounds at 60 psi, while 560-13 examples show 850 pounds at 30 psi. Those figures are the tire's rated load pressures, not automatically the same as the carmaker's running-pressure recommendation.

The best approach is to start with the owner's manual or factory placard for the vehicle's intended operating pressure, then confirm the tire manufacturer's guidance for the reproduction tire you are using. Pressure affects ride, tread wear, steering feel, and casing stress, especially on a light car like the Metropolitan. Always set pressure when the tires are cold and recheck it regularly, because collector cars often sit long enough for slow pressure loss to go unnoticed.

Before taking a 1962 Metropolitan on a longer drive, inspect each tire for cracking, cuts, bulges, uneven wear, and proper cold inflation. Check the valve stems, confirm the spare is usable, and make sure the tires are holding pressure consistently from one drive to the next. Since Metropolitan tires are usually fitted to a collector car, age and storage effects deserve as much attention as tread depth.

That tire check should be part of a broader old-car pre-drive routine that includes brakes, wheel bearings, steering play, coolant, charging system, and fluid leaks. A Metropolitan is light and compact, but that does not make it forgiving of neglected maintenance. If the car has been sitting, take a short local drive first and pay attention to vibration, pull, or unusual heat buildup before committing the car to sustained higher-speed road use.