1962 Triumph Tire Fitment Guide

1962 Triumph vehicles use six sizes across five model groups. Herald and Sedan models use either 145R13 radial or 520-13 bias-ply tires, while Spitfire and Sports Six models use either 155R13 radial or 560-13 bias-ply tires. TR3, TR4, and TR4A models use either 165R15 radial or 590-15 bias-ply tires. Rim diameter is shared within each model group, but not across the whole make, with 13-inch applications on the smaller cars and 15-inch applications on the TR sports cars.

That means a 1962 Triumph buyer should identify the exact model before doing anything else. Once the model is confirmed, the real decision becomes whether to stay with bias-ply construction for an original-type look and feel or move to a radial size that fits the same wheel diameter within that model family. Rim width also matters, since some sizes have narrow wheel ranges while others allow a broader span.

On a 1962 Triumph tire, 520-13 is a numeric bias-ply size. The 5.20 portion refers to the nominal section width in inches, written without a decimal point in modern shorthand, and the 13 refers to the wheel diameter in inches. That format belongs to the bias-ply era and appears on the Herald and Sedan in the 1962 Triumph range.

A 520-13 tire points you toward a traditional construction and a more period-authentic visual profile than a later radial code. For a Herald or Sedan owner, that can matter if the car is being restored to an early-1960s appearance or judged with originality in mind. It is still important to verify the actual wheel before ordering, especially if the car has changed hands or been modified over time.

On a 1962 Triumph tire, 145R13 and 165R15 are metric radial sizes. The first number is the nominal section width in millimeters, the R identifies radial construction, and the final number is the rim diameter in inches. In this group, 145R13 fits Herald and Sedan models, while 165R15 belongs to the TR3, TR4, and TR4A family.

That format is easier for modern drivers to recognize because it became common on later European cars. For a Triumph owner, the code tells you immediately whether you are in the 13-inch small-car group or the 15-inch TR sports-car group. It also helps separate a radial replacement path from the older numeric bias-ply sizing used on the same wheel diameter within each model family.

The right choice depends on your exact 1962 Triumph model first, because the radial and bias-ply options pair within each model group rather than mixing across the range. Herald and Sedan owners choose between 145R13 radial and 520-13 bias-ply, Spitfire and Sports Six owners choose between 155R13 radial and 560-13 bias-ply, and TR3, TR4, and TR4A owners choose between 165R15 radial and 590-15 bias-ply.

After model identification, the decision usually comes down to how you want the car to present and be used. Bias-ply tires are the closer visual and historical match for an early-1960s Triumph, especially in show-focused restorations. Radials fit buyers who want a more familiar modern-era tire construction for regular road miles. The important part is staying within the correct size pair for your model and wheel diameter.

1962 Triumph tires are available in several sidewall styles depending on size. The radial 145R13 and 155R13 choices are blackwall only, while 165R15 adds blackwall, narrow whitewall, and wide whitewall radial options. On the bias-ply side, 520-13 appears in blackwall and narrow whitewall, 560-13 in narrow whitewall and wide whitewall, and 590-15 in blackwall and wide whitewall.

For most British sports and compact Triumph applications of 1962, blackwall is the safest period-minded look, especially on sporting models. Whitewalls can still make sense where a buyer wants a distinct visual treatment or is matching a specific restoration theme, but they change the character of the car more noticeably on a small British chassis than they would on a large American car. Matching the sidewall to the car's intended presentation is often as important as choosing the construction.

1962 Triumph fitments are covered by a broad mix of brands depending on the size. Michelin and Firestone cover 145R13, Firestone and Premium Sport cover 520-13, Michelin and Dunlop cover 155R13, BFGoodrich and Firestone cover 560-13, Coker Classic, American Classic, Firestone, and BFGoodrich cover 165R15, and BFGoodrich plus Avon cover 590-15.

That spread gives Triumph owners several ways to balance appearance, construction type, and brand preference without leaving the correct size family for the car. A TR owner looking for a radial has more sidewall and brand variety than a small-sedan owner in 13-inch sizes, while a buyer restoring an earlier-style setup may focus more on the bias-ply offerings and their visual details. Brand choice should come after confirming model and size.

Rim width requirements vary by tire size on 1962 Triumph vehicles. 145R13 fits a 4.00 to 5.00 inch rim range, 155R13 fits a 4.00 to 5.50 inch range, 520-13 appears on 3.5 inch and 3.50 to 4.00 inch applications, 560-13 fits either 3.50 to 4.00 inch or 4.00 to 4.50 inch rims depending on the tire, 165R15 fits 4.50 to 6.00 inch rims, and 590-15 fits 4.00 to 4.50 inch rims where that specification is supplied.

Those ranges are important because wheel width affects how the tire sits and behaves even when the diameter is correct. A 15-inch TR wheel, for example, still needs the right width for either 165R15 radial or 590-15 bias-ply fitment. Measuring the actual wheel before ordering is worthwhile on any older Triumph, since decades of wheel swaps and replacement parts can leave a car wearing something different from its factory-style setup.

Inner tube requirements on 1962 Triumph tires vary by product and by size. The Michelin 145R13 carries a TL tubeless marking, while the Firestone 145R13 does not show a tube designation in the same way. The 155R13 Michelin example also carries a TL marking, while many of the bias-ply products in 520-13, 560-13, and 590-15 do not spell out tube status in the same format, so tube use should be confirmed against the exact tire and wheel combination.

That matters because tube choice is not only about the tire itself; it also depends on whether the wheel is designed and condition-ready for tubeless service. On an older British car, original wheel design, valve-hole condition, and any past repairs all play into the decision. The safest approach is to confirm the exact sidewall marking on the product you want and make sure it matches the wheel you plan to run.

A 1962 Triumph stores best in a cool, dry, dark space away from direct sunlight, electric motors, battery chargers, furnaces, and other ozone-producing equipment. Keep the tires clean, maintain proper inflation, and avoid long-term contact with standing moisture or petroleum residue on the floor. Bias-ply tires can flat-spot more readily during extended storage than radials, so cars that sit for long periods benefit from periodic movement or carefully used stands.

Good storage habits matter on a light British car because the tires often age out before they wear out. Even a cosmetically fresh tire can harden, crack, or lose flexibility if the car spends years parked in poor conditions. If your 1962 Triumph rotates between show use and seasonal driving, a simple routine of inflation checks, occasional rolling, and protection from heat and ozone does more for tire life than mileage alone.

Tires on a 1962 Triumph are usually judged more by age than by mileage. A collector car tire should be evaluated regularly once it reaches the five- to seven-year range, and replacement deserves serious consideration as it approaches around ten years from the DOT date code, even if tread depth still looks healthy. That rule applies to both radial and bias-ply tires because rubber aging continues whether the car is driven often or not.

Many Triumphs cover only limited annual miles, so tread wear can give a false sense of security. A tire with deep grooves may still be overdue if the sidewall has begun to crack or the compound has gone hard with age. Checking the date code and treating age as the primary guide will usually give a more realistic picture than mileage records on a low-use 1962 British collector car.

Tires on a 1962 Triumph should be inspected before every drive, and more carefully before any longer outing or club tour. Look for sidewall cracking, tread separation, cuts, bulges, embedded debris, and uneven wear, and make sure each tire is holding pressure consistently. If your chosen tire setup is tube-type, valve stems and any signs of slow leakage deserve just as much attention as tread depth.

Frequent inspection is especially worthwhile on older British cars because they may sit for weeks at a time between drives. Problems often appear during storage rather than on the road, particularly if the car lives in a garage with temperature swings or ozone sources nearby. A quick visual walkaround before each drive and a more thorough pressure-and-condition check before extended use can catch most tire issues before they become trip-ending ones.

A 1962 Triumph Herald would have been associated with bias-ply tire practice when new, and the size pair for that model group is 520-13 bias-ply or 145R13 radial in today's replacement choices. For a period-minded restoration, the bias-ply size is the closer match to how a compact early-1960s British Triumph would typically have left the era. Original-equipment branding can vary by market and delivery history, so construction type and size are more dependable starting points than assuming a single universal tire name.

That distinction matters for owners preparing a Herald for judged display or a highly authentic restoration. A radial may still be a sensible service choice for road use, but a bias-ply tire generally keeps the appearance and era character closer to what judges and marque specialists expect to see on an early small Triumph. For market-specific or trim-specific confirmation, a Triumph club or marque historian is the right final authority.

Correct tire fitment matters on a shown 1962 Triumph because judges and knowledgeable enthusiasts notice size, construction type, and sidewall presentation very quickly. A Herald or Spitfire wearing a modern-style radial when the restoration theme is factory-original can draw the same kind of attention as an obviously incorrect whitewall treatment or an oversized fitment. The closer the event is to concours standards, the more important those details become.

For practical judging prep, start by matching the tire to the correct model group and wheel diameter, then make sure the sidewall style fits the way the car is being restored. Sporting Triumphs often look most authentic on simple blackwalls, while some owners may pursue whitewall options for a specific visual target. Event rules differ, so checking with Triumph clubs and the sanctioning organization is the best way to avoid avoidable deductions.

For a 1962 Triumph using 560-13, BFGoodrich and Firestone both offer bias-ply choices, but their sidewall and wheel-range combinations differ. BFGoodrich offers 560-13S in both 1.00 inch narrow whitewall and 2.25 inch wide whitewall versions with a 3.50 to 4.00 inch rim width range and a 850-pound load rating at 30 psi. Firestone offers a 2.25 inch wide whitewall 560-13 with a 4.00 to 4.50 inch rim width range and the same 850-pound load rating at 30 psi.

That makes the decision less about one tire being universally better and more about matching the wheel and the look you want. A narrower rim points naturally toward the BFGoodrich fitment range, while a slightly wider 13-inch wheel may align better with the Firestone option. The whitewall width also changes the visual tone of a Spitfire or Sports Six, so wheel measurement and restoration intent should drive the final pick.

1962 Triumph tires can be suitable for highway driving when the correct size, condition, and inflation are maintained, but the answer depends on the exact tire and model. Some radial sizes here carry H speed ratings, which indicate a 130 mph ceiling, including Michelin and Dunlop examples in 13-inch fitments and the Avon 590H15 bias-ply example for the TR range. Other products do not show a speed letter in the same way, so the tire should be treated according to its exact marking rather than assumed to match another product in the same nominal size.

In real use, the car's own age, suspension condition, steering, and braking system usually matter more than chasing the highest theoretical speed number on a 1962 Triumph. A well-maintained Triumph driven within sensible road speeds is a very different scenario from a hard-run endurance event car. Check the sidewall code, inspect the tire thoroughly, and make sure the rest of the car is as road-ready as the tire itself before heading out on faster roads.

Inflation pressure for 1962 Triumph tires should begin with the original vehicle recommendation for the exact model, then be checked against the reproduction tire's own rated pressure information. Among these fitments, examples include 520-13 at 770 pounds at 32 psi or 1,100 pounds at 60 psi depending on the product, 560-13 at 850 pounds at 30 psi, 165R15 at 1,168 pounds at 35 psi or 1,170 pounds at 36 psi, and 590-15 at 1,050 pounds at 32 psi or 1,018 pounds on the Avon example.

Those figures are load-and-pressure ratings, not a blanket instruction to run every tire at its maximum pressure. A light Triumph can ride and wear poorly if inflated only by the number printed next to the maximum load. Use the owner's manual or factory service literature for the baseline vehicle setting, then make sure the tire you choose is capable of carrying the load at that operating pressure.

Before a longer drive in a 1962 Triumph, inspect each tire for cracking, cuts, bulges, punctures, uneven wear, and any sign of tread or sidewall separation. Verify cold inflation pressures, check that the spare is serviceable, and inspect the valve stems closely, especially if the car uses a tube-type setup or older wheels. A tire that looks fine from ten feet away can still have age-related problems that only show up in a close inspection.

That tire check should be part of a wider pre-drive routine on any early-1960s British car. Wheel fastener condition, steering play, brake feel, fluid levels, and charging-system health all deserve attention before the trip starts. For the tires specifically, the goal is confidence rather than guesswork: correct size for the model, sound condition, stable pressure, and a spare that is ready to be used if the day goes sideways.