1964 Alvis Tire Fitment Guide

1964 Alvis vehicles use four sizes overall: 640-15 and 670-15 for the TD 21, plus 185R15 and 775-15 for the TE 21. All four sizes mount on 15-inch wheels, but they are not shared across both models. Rim-width compatibility varies by size and product, with examples ranging from 4.00-4.50 inches on some 640-15 tires up to 5.00-6.50 inches on some 185R15 tires.

That means year and make alone are not enough to choose correctly on a 1964 Alvis. Start by confirming whether the car is a TD 21 or TE 21, then compare the exact tire size already on the car or the original wheel setup. Once the model is confirmed, the remaining decision becomes much easier because you are choosing within that model’s own fitment range instead of the entire Alvis lineup.

On a 1964 Alvis, 640-15 is a numeric bias-ply size. The 6.40 portion is the nominal section width in inches, while the 15 identifies the wheel diameter in inches. In this year and make, 640-15 belongs to the TD 21 and stays within the traditional bias-ply sizing language used before metric radials became common on many later cars.

That code matters because it tells you more than just diameter. It points toward the tire’s period and construction style, which affects both appearance and driving character. If your TD 21 is being restored with an eye toward correct mid-century presentation, a numeric bias-ply size like 640-15 fits that brief much more naturally than a later-style radial code would.

On a 1964 Alvis, 185R15 is a Euro-metric radial size used on the TE 21. The 185 is the section width in millimeters, the R identifies radial construction, and the 15 is the wheel diameter in inches. Some products in this family also carry speed designations such as H or V, which indicate maximum speed categories of 130 mph and 149 mph respectively.

That makes 185R15 a very different proposition from the numeric bias-ply sizes used elsewhere in the 1964 Alvis range. A TE 21 owner choosing this size is not just selecting width and diameter, but also stepping into radial construction, tubeless product offerings, and a more modern tire format. It is a strong reason to verify the exact model before narrowing the field.

For a 1964 Alvis TE 21, the decision between 775-15 and 185R15 is mainly a decision between bias-ply and radial construction. The 775-15 is the period-style bias-ply route, while the 185R15 is the radial route and appears in tubeless products with H- and V-rated Michelin versions. Both mount on 15-inch wheels, but they deliver a different ownership experience because they come from different tire eras and design philosophies.

Choose 775-15 when the car’s visual authenticity and original-style presentation are the priority. Choose 185R15 when the goal leans more toward later-style road manners for regular use. Either way, confirm wheel width and check the car’s current setup before changing construction types, since collector cars often carry long-lived wheel and suspension combinations that deserve a careful once-over.

1964 Alvis tires span a broad range of sidewall treatments. The 640-15 appears in wide whitewall and narrow whitewall form, the 670-15 in blackwall and wide whitewall form, the 185R15 in redline, narrow whitewall, and blackwall form, and the 775-15 in redline, narrow whitewall, and goldline form. That gives Alvis owners room to tailor the car’s appearance within the size that fits their model.

For a British luxury GT of this era, blackwall and restrained whitewall treatments usually read most naturally, especially on cars restored with a conservative European look in mind. Redlines and goldlines can suit a more personalized presentation, but they are a styling choice rather than a fitment requirement. The best path is to decide whether the car is being judged for authenticity, restored for touring, or finished to personal taste.

1964 Alvis tires are available from BFGoodrich, Firestone, US Royal, Coker Classic, Universal Vintage Tire, and Michelin. Brand coverage varies by size: 640-15 comes from BFGoodrich and Firestone, 670-15 from Firestone, US Royal, Coker Classic, and Universal Vintage Tire, 185R15 from Coker Classic and Michelin, and 775-15 from BFGoodrich and Firestone. That mix gives each Alvis size its own character in both period styling and construction approach.

A buyer comparing brands should first narrow the search by the car’s exact size, because not every brand crosses over into every Alvis fitment. After that, compare sidewall style, load figure, rim-width suitability, and construction type instead of treating the brand name alone as the deciding factor. On a collector car, the right visual treatment and proper sizing usually matter as much as the badge on the sidewall.

Rim-width ranges depend on the tire size chosen for the 1964 Alvis. The 640-15 spans examples from 4.00-4.50 inches up to 4.50-5.00 inches, the 670-15 spans 4.50-5.00 inches and 5.00-6.00 inches, the 185R15 spans roughly 4.5-6 inches and 5.00-6.50 inches, and the 775-15 appears on 4.50-5.00-inch and 6-inch wheel recommendations depending on the product. All of them share a 15-inch rim diameter.

That is why wheel width should be checked before committing to a specific tire, even when the diameter is correct. A 15-inch Alvis wheel is only part of the equation; the width still needs to fall within the tire’s approved range. Measuring the actual wheel or confirming the car’s wheel specification is the cleanest way to avoid a mismatch between the tire and the rim.

Tube requirements depend on the size and the specific tire construction used on the 1964 Alvis. The 185R15 radial products here are tubeless, while the bias-ply sizes do not carry TL markings in the same way and should not be assumed interchangeable with tubeless practice without checking the individual tire and wheel combination. Construction type and wheel design both influence the final answer.

For a TE 21 on 185R15, tubeless radial offerings simplify the decision. For bias-ply TD 21 and TE 21 fitments, confirm the tire’s sidewall marking and inspect the wheel itself before deciding on tube use. Original collector-car wheels can have age, surface condition, or design details that make a tube conversation worth having with a restoration specialist or experienced tire installer.

A 1964 Alvis uses 15-inch wheel diameter across all four fitments, so the original wheel diameter is consistent whether the car is a TD 21 or TE 21. That means the wheel’s diameter does not force the choice between 640-15, 670-15, 775-15, or 185R15. Width, however, still varies by tire size and by product within the same size family.

In practical terms, a TE 21 owner considering both 775-15 and 185R15 can focus first on whether the wheel width suits the intended tire. A TD 21 owner choosing between 640-15 and 670-15 should do the same. The safest approach is to treat the existing 15-inch wheel as compatible in diameter, then verify width before moving from one Alvis-approved size to another.

A 1964 Alvis should be stored in a cool, dry, dark space away from direct sunlight, electric motors, welders, furnaces, and other ozone-producing equipment. Keep the tires clean, maintain proper inflation, and move the car periodically so one section of the tread is not carrying the load for months at a time. Bias-ply tires tend to flat-spot more readily in long static storage than radials, so TD 21 owners and TE 21 owners on 775-15 should be especially mindful.

If the car will sit for an extended season, many collectors either roll it occasionally or use stands placed correctly under the chassis to reduce long-term tire loading. Avoid storing the car on damp surfaces, and keep tire dressings off the sidewalls unless they are specifically safe for collector tires. Good storage habits protect both the rubber and the driving quality you feel on the first outing of the season.

On a 1964 Alvis, tire age matters more than mileage because these cars are often driven sparingly. A sound rule is to begin careful evaluation around the five- to seven-year mark and to treat roughly ten years as a point where replacement deserves serious consideration regardless of tread depth. The DOT date code and the tire’s overall condition should guide that decision.

Collector cars can fool owners because the tread may still look deep while the rubber has aged internally. Sidewall checking, hardened rubber, and repeated loss of pressure are often more important warning signs than wear bars on a low-use Alvis. If the age is uncertain, replacing on time is usually wiser than stretching service life on a valuable touring car with vintage suspension and braking expectations.

Tires on a 1964 Alvis should be inspected before every drive and again before any longer trip. Look for cracking, cuts, bulges, uneven wear, embedded debris, and signs that the tire is not holding pressure consistently. If the car uses tube-type practice, valve stems and tube-related leakage points deserve the same attention as the tread and sidewall.

A short local drive can hide problems that become much more serious at sustained road speed or after heat builds in the casing. That is why pre-drive inspection is especially important on a collector Alvis that may sit for stretches between outings. A few minutes checking condition and pressure is one of the easiest ways to protect both the car and the people riding in it.

The 1964 Alvis TD 21 sits firmly in an era when bias-ply construction was still the expected original-style fitment for many luxury and grand touring cars, and its two associated sizes here are 640-15 and 670-15, both bias-ply. That aligns with period tire practice far better than a later radial code would. The exact original size can vary with market history, wheel choice, and restoration path, so the car itself still matters.

For a restoration-minded TD 21 owner, bias-ply construction is the first authenticity checkpoint, followed by the correct size and an appropriate sidewall style. If the car is headed for concours judging or strict historical review, compare surviving factory literature, old photos, and marque-club guidance before making the final call. Those sources can help sort out market-specific details that a generic year-make overview cannot settle by itself.

Correct tire fitment absolutely matters when a 1964 Alvis is prepared for show judging, because judges and knowledgeable enthusiasts often notice size, construction, and sidewall treatment quickly. A radial on a car judged for factory-style originality, or a flashy sidewall treatment on a restoration aiming for restrained British authenticity, can stand out as an avoidable mismatch. The closer the event leans toward concours standards, the more those details count.

That does not mean every show car needs the same answer, because event rules and judging philosophy vary. A touring-oriented restoration may accept tasteful deviations that a strict originality class would penalize. Before committing to a tire, decide whether the car’s mission is concours, club-level presentation, or road use first, then verify the expectation with the relevant Alvis club or the event’s judging guidelines.

The 1964 Alvis TE 21 bridges two tire eras more than the TD 21 does, with both 775-15 bias-ply and 185R15 radial fitments associated with the model. Bias-ply construction remains the safer historical baseline for originality-minded interpretation of a car from this period, while the radial size reflects the transition that was beginning to shape premium car driving expectations in the 1960s. The car’s market history and restoration goals help decide which path is more appropriate.

A TE 21 owner should think about the car’s mission before choosing between those two directions. For factory-style visual authenticity, the bias-ply route will usually make the most sense. For a car restored to be driven regularly on modern roads, the radial option may fit the owner’s priorities better while still staying within a period-relevant size family, especially if club advice or old service records support that setup.

1964 Alvis tires can be suitable for highway driving when they are the correct size, in sound condition, properly inflated, and used within their construction and speed rating. The 185R15 radial family includes Michelin examples in H and V speed ratings, capped at 130 mph and 149 mph respectively. The bias-ply sizes do not carry the same visible speed-letter spread here, so their condition, setup, and intended use deserve extra attention on longer high-speed runs.

On a grand touring car of this age, the tire is only one part of the highway picture. Brakes, steering, suspension condition, wheel true, and alignment often matter just as much as the sidewall marking. A healthy Alvis on the correct tires can be a very satisfying road car, but the smartest approach is to drive within the limits of the entire vehicle rather than focusing only on the tire’s theoretical speed capability.

Inflation pressure on a 1964 Alvis should follow the vehicle maker’s recommendation for the car when available, while also respecting the tire’s own rated pressure and load information. Among these sizes, 640-15 examples appear at 32 psi with load figures from 970 to 1,190 pounds, 670-15 examples appear at 32 psi with load figures up to 1,550 pounds, 775-15 examples appear at 32 psi with load figures of 1,490 pounds, and one 185R15 example appears at 35 psi with a 1,355-pound load figure.

Those figures are not interchangeable across sizes, so a pressure associated with one Alvis tire should not be transferred casually to another. Use the owner’s manual or period factory guidance as the starting point for the car, then compare that with the specific reproduction tire’s sidewall and manufacturer guidance. The goal is a pressure choice that respects both the vehicle and the exact tire mounted on it.

Before taking a 1964 Alvis on a longer drive, inspect each tire for sidewall cracking, cuts, bulges, irregular wear, and proper inflation, and make sure the spare is equally serviceable. A TE 21 on 185R15 should also have its speed-rated radial tires checked for age and pressure consistency, while a bias-ply-equipped TD 21 or TE 21 deserves extra attention for flat-spotting after storage. Valve stems and any tube-related setup should be part of the inspection as well.

That tire check should happen alongside a broader mechanical review of a car built in the mid-1960s. Wheel fastener security, brake feel, steering play, fluid levels, and cooling-system behavior all deserve a look before a serious outing. Tires are the car’s contact patch, but on a collector Alvis the best road-trip preparation treats them as one element in a complete pre-drive routine.