1967 Triumph Tire Fitment Guide

1967 Triumph vehicles use six sizes across five model groups. The Triumph 2000 uses 175R13 or 650-13, the GT6 uses 155R13 or 560-13, the Spitfire uses 155R13 or 560-13, the Sports Six uses 155R13 or 560-13, and the TR3, TR4, and TR4A group uses 165R15 or 590-15. The 13-inch cars do not all share the same size family, and the TR cars step up to a 15-inch rim. Rim-width ranges also differ by size: 650-13 runs on 4.50 to 5.00-inch rims, 155R13 on 4.00 to 5.50, 560-13 on 3.50 to 4.50 depending on product, 165R15 on 4.50 to 6.00, and 590-15 on 4.00 to 4.50 where specified.

That means a buyer with a 1967 Triumph should identify the exact model before worrying about brand or sidewall styling. A 2000 sedan, a Spitfire-family sports car, and a TR roadster can all be 1967 Triumphs but still require different diameter and width combinations. Once the model is confirmed, the second decision is whether to stay with a bias-ply style or move to a radial in the size family that belongs to that car.

On a 1967 Triumph, 560-13 is a numeric bias-ply tire size. The 5.60 figure is the nominal section width in inches, written without a decimal point, and the 13 is the wheel diameter in inches. It is the bias-ply size used for the GT6, Spitfire, and Sports Six group, not for the 2000 sedan or the TR roadsters. Products in this size include whitewall variations and rim-width ranges from 3.50 to 4.50 inches depending on the exact tire.

Modern buyers sometimes mistake numeric sizes for wheel widths or for a direct equivalent to a metric radial, but that is not how these older British fitments work. On a 1967 Triumph, 560-13 points you toward a traditional small-car bias-ply setup with period styling cues. If originality matters, it is the size family to compare against the radial 155R13 for the same model group rather than mixing it with the 2000's 650-13 or the TR's 590-15.

No, 1967 Triumph models do not use the same tire size. The 2000 uses 175R13 or 650-13, the GT6, Spitfire, and Sports Six share 155R13 or 560-13, and the TR3, TR4, and TR4A use 165R15 or 590-15. Even when two sizes are offered for one model group, they reflect a construction choice within that group's correct wheel diameter rather than a single all-model Triumph standard.

That distinction matters because ordering by year and make alone can put a buyer in the wrong size family. A Spitfire owner should be comparing 155R13 and 560-13, while a TR4A owner should be comparing 165R15 and 590-15. If the car has been restored, modified, or fitted with non-original wheels, checking the tire already on the car and measuring the wheel before choosing a replacement is the safest next step.

For a 1967 Triumph GT6, Spitfire, or Sports Six, the choice between 155R13 and 560-13 is mainly a choice between radial and bias-ply construction. The 155R13 is a radial blackwall size from Michelin and Dunlop, while the 560-13 is a bias-ply size from BFGoodrich and Firestone with narrow or wide whitewall options. Both belong to the same 13-inch model group, but they deliver a different visual impression and a different period feel.

Owners focused on era-correct presentation usually gravitate toward the 560-13, especially when whitewall styling matches the look they want. Owners who plan to drive the car regularly often prefer to start with the 155R13 because it keeps the correct wheel diameter while moving into radial construction. The right answer depends less on the badge on the trunk and more on whether the car is being restored for authenticity, weekend enjoyment, or a mix of both.

1967 Triumph tires span blackwall, narrow whitewall, and wide whitewall styles depending on size. The 155R13 radial options are blackwall, 165R15 radial options include blackwall, narrow whitewall, and wide whitewall, 560-13 bias-ply options include narrow and wide whitewall, 650-13 bias-ply options include narrow and wide whitewall, and 590-15 bias-ply options include blackwall and wide whitewall. That gives buyers a meaningful visual choice as well as a fitment choice.

Sidewall appearance should match the character of the specific car and the restoration goal. Small British sports cars such as the Spitfire and GT6 are often seen with blackwalls, while whitewall treatments can suit certain sedan or restored-show presentations, especially on the Triumph 2000. Event judging standards vary, so anyone building a car for concours or marque-club scrutiny should compare the sidewall style to period photos, factory literature, and club guidance before settling on a final look.

1967 Triumph tires are available from Coker Classic, US Royal, Michelin, Dunlop, BFGoodrich, Firestone, American Classic, and Avon, depending on size. The 650-13 size uses Coker Classic and US Royal, 155R13 uses Michelin and Dunlop, 560-13 uses BFGoodrich and Firestone, 165R15 uses Coker Classic, American Classic, Firestone, and BFGoodrich, and 590-15 uses BFGoodrich and Avon. The brand mix changes with the size family rather than staying constant across the whole make.

That means the best brand comparison starts only after the correct model and size are identified. A Triumph 2000 owner does not see the same brand landscape as a TR4A owner, and a Spitfire owner is choosing from a different group again. Once the size is settled, compare sidewall treatment, construction type, rim-width compatibility, and any speed or load markings that matter for the way the car will actually be driven.

Rim-width requirements for 1967 Triumph tires depend on the specific size. The 650-13 size fits 4.50 to 5.00-inch rims, 155R13 fits 4.00 to 5.50-inch rims, 560-13 fits from 3.50 to 4.50 inches depending on the product, 165R15 fits 4.50 to 6.00-inch rims, and 590-15 fits 4.00 to 4.50-inch rims where rim width is specified. Those ranges are broad enough to cover many original-style wheels, but they are not interchangeable across every Triumph model.

Wheel diameter alone is not enough to confirm fit. A 13-inch Triumph wheel for a 2000 sedan and a 13-inch wheel for a Spitfire-family car can still belong to different width ranges and tire families. Before mounting a new set, verify the actual wheel width at the bead seat and compare it to the range for the tire you plan to use, especially if the car has aftermarket wheels or mixed components from past restorations.

Inner-tube use on 1967 Triumph tires depends on the exact product and size. The Michelin 155HR13 is marked TL, which identifies it as tubeless, while several other products do not carry a tube marking in the size description. Bias-ply and radial construction by itself does not settle the question for every 1967 Triumph application. The most accurate approach is to check the sidewall marking and the wheel type together rather than assuming all tires in one size use the same setup.

That matters most on older British wheels, where tire design and wheel construction do not always line up neatly with modern expectations. If your 1967 Triumph still uses original-style wheels, confirm whether the wheel itself is intended for tubeless service and whether the chosen tire is marked accordingly. When tube use is part of the setup, include the condition of the tube, flap if applicable, and valve stem in the installation plan instead of treating them as afterthoughts.

Within each 1967 Triumph model group, the paired sizes share the same wheel diameter. The 2000's 175R13 and 650-13 both mount on 13-inch wheels, the GT6/Spitfire/Sports Six pair of 155R13 and 560-13 also uses 13-inch wheels, and the TR3/TR4/TR4A pair of 165R15 and 590-15 uses 15-inch wheels. That means original wheels can often remain in service when moving between the two correct sizes for the same model group.

Rim diameter compatibility does not automatically mean every wheel width is ideal for every tire, so width still needs to be checked before mounting. The 165R15 radial, for example, accepts a broader rim-width range than the 590-15 bias-ply, and the same pattern appears in the 13-inch families. If a wheel has been widened, replaced, or repaired over the years, measuring it directly is smarter than relying on assumption.

A stored 1967 Triumph should be kept away from direct sunlight, electric motors, battery chargers, welders, furnaces, and other ozone-producing equipment that ages rubber. Clean, dry concrete is fine if moisture is controlled, and keeping the car in a stable indoor environment helps both tire types. Bias-ply tires tend to flat-spot more noticeably during long static storage, while both bias-ply and radial tires can suffer sidewall aging if the car sits under load for months at a time.

For a collector Triumph that rests between drives, maintain proper inflation, move the car periodically, or use stands if it will be stationary for a long season. Covers that breathe are better than wrapping the tires tightly in plastic. A short drive to warm the tires and flex the casing is healthier than simply rolling the car a few inches, especially when a vintage British car spends much of its life in storage rather than in regular road service.

Tire life on a 1967 Triumph is usually an age question more than a mileage question. Collector cars often accumulate very few miles, yet the rubber, casing, and sidewall still age over time. A good rule is to begin regular age-based evaluation around five to seven years and to give serious replacement consideration as tires approach ten years, even if tread depth still looks generous. The DOT date code on the tire is the practical reference point for that timeline.

That approach is especially important on a lightly used Triumph because age-related hardening or cracking can creep in long before the tread appears worn out. Cars kept for shows, occasional club events, or seasonal use are often the ones that trick owners into stretching tire service too long. If ride quality changes, cracking appears, or the car has unknown tire age, replacement should move higher on the priority list than squeezing out one more summer.

Tires on a 1967 Triumph should be inspected before every drive and again before any longer trip or club event. Look for sidewall cracking, embedded debris, irregular tread wear, pressure loss, cuts, bulges, and any sign of aging around the bead area. On products that use or may use tubes, the valve stem and slow-loss behavior deserve extra attention because a tube-related issue can show up as recurring pressure loss rather than obvious tread damage.

A frequent inspection routine suits vintage Triumph ownership because the cars are old enough that tire condition can change between outings, especially after long storage spells. It also helps catch suspension or alignment issues early, since odd wear on a light sports car can be the first clue that something else needs attention. Checking the spare at the same time is wise, since many classics carry a tire that gets overlooked until the day it is finally needed.

A 1967 Triumph Spitfire belongs to the small-sports-car group that uses 155R13 and 560-13 in today's fitment landscape. For a car from this era, bias-ply construction was the traditional original-equipment pattern, which makes 560-13 the most direct route when the goal is preserving period construction. Radial 155R13 options are also available for the same model family, but they represent a later-style driving choice rather than the typical late-1960s baseline.

Owners chasing factory-authentic detail should confirm market and production-period specifics through factory literature and Triumph marque clubs, especially on export-market cars. Sidewall appearance matters too, since a blackwall versus whitewall decision can change the visual character of a restored Spitfire even when the size itself is correct. If the car is being judged, construction type, size, and sidewall style should all be treated as part of the restoration plan, not as separate cosmetic decisions.

Correct tire fitment matters a great deal when showing a 1967 Triumph because judges and knowledgeable enthusiasts notice size, construction, and sidewall style immediately. A TR4A on a radial 165R15 may be a sensible touring choice, but a concours-minded restoration could still favor a period-type 590-15 bias-ply depending on the class and judging standard. The same principle applies to whitewall versus blackwall presentation on the 13-inch and 15-inch cars.

Show expectations differ by event, so the smartest approach is to match the tire to the standard your car will actually face. Marque clubs, period brochures, and unrestored reference cars can help settle whether a given sidewall style looks authentic for your model and market. If the car is built for driving rather than points judging, you have more flexibility, but it still pays to keep the size family correct for the model rather than crossing into another Triumph group's fitment.

For a 1967 Triumph using 155R13, Michelin XAS and Dunlop SP Sport Aquajet are both blackwall radial choices with H-speed capability to 130 mph. The Michelin is marked 155HR13 78H TL and fits 4.00 to 5.50-inch rims, while the Dunlop is marked 155R13 78H and carries a 937-pound load figure. Both weigh 20 pounds, so the clearest distinctions are the tube marking and the published fitment details attached to each product.

That makes this a selection based on setup details and owner priorities rather than on a dramatic size difference. If your wheel and installation plan call for a clearly identified tubeless radial, the Michelin's sidewall marking is useful. If you are comparing products for a GT6, Spitfire, or Sports Six, review the exact wheel width on the car and decide whether the published compatibility and sidewall markings line up with the way the car will be driven and maintained.

1967 Triumph tires can be suitable for highway driving when the correct size, construction, condition, and inflation are matched to the car. The 155R13 radial options carry H ratings up to 130 mph, and the 590H15 Avon version also carries an H rating with the same 130 mph ceiling. Other sizes here do not always carry a published speed letter, so highway confidence should be based on the complete tire specification rather than on the size alone.

On a 1967 Triumph, the car's own age and design usually matter as much as the tire. Braking, steering, suspension wear, wheel condition, and the short-wheelbase nature of some Triumph sports cars can become the real limit long before the tire reaches its marked speed capability. A well-maintained car on the correct tires can be very comfortable at normal road speeds, but every vintage British car deserves a realistic, mechanically informed driving style.

Inflation pressure for 1967 Triumph tires should start with the vehicle maker's recommendation for the specific model, then be checked against the tire's own load-and-pressure marking. Several sizes carry published maxima: 650-13 is rated at 1150 pounds at 32 psi, 560-13 at 850 pounds at 30 psi, 165R15 at 1168 pounds at 35 psi or 1170 pounds at 36 psi depending on the product, and 590-15 around 1,018 to 1,050 pounds at up to 32 psi where marked. Those are load-rating reference points, not universal all-around running pressures.

Because 1967 Triumph fitments vary so much by model, pressure should never be copied from one size family to another just because the year matches. A Spitfire and a TR4A place different demands on their tires, and radial versus bias-ply behavior can differ as well. Use the car's manual or marque guidance for baseline running pressure, then confirm that the tire remains within its own marked capacity and that wear patterns suggest the setup is working correctly.

Before a longer drive in a 1967 Triumph, inspect all four tires and the spare for cracking, bulges, cuts, exposed cords, uneven wear, and proper inflation. Confirm that the tires are the correct size family for the model, that valve stems are sound, and that any tube-type setup is not showing signs of slow leakage or heat-related distress. Wheel security, jack condition, and the condition of the spare deserve just as much attention as tread depth on a vintage British car.

A thorough pre-drive check should also include the broader systems that affect tire safety: steering play, brake feel, wheel bearings, shocks, and alignment behavior on the road. Triumphs are light, engaging cars, but they reward preparation more than improvisation. Catching a weak valve stem, a weather-checked spare, or a pressure loss in the garage is far better than discovering it miles from home on a car that may not have the roadside support features of a modern vehicle.