1968 Austin-Healey Tire Fitment Guide

1968 Austin-Healey fitment for the model covered here centers on the Sprite, which uses two sizes: 145R13 and 520-13. Both mount on 13-inch rims, so the difference is not wheel diameter but construction type and overall character. The 145R13 is a radial size, while the 520-13 is a numeric bias-ply size. Rim-width guidance appears within the product range for both sizes, with 145R13 covering 4.00 to 5.00 inches and 520-13 examples including 3.5 inches and 3.50 to 4.00 inches.

That means a 1968 Austin-Healey owner should start by confirming the car is a Sprite and then decide whether the goal is a period-style bias-ply look or a radial alternative in the same 13-inch wheel family. Wheel diameter alone will not settle the choice. Check the actual wheel before ordering, especially if the car has had wheels changed over the years or if a restoration mixed parts from different periods.

On a 1968 Austin-Healey, 520-13 is a numeric bias-ply size. The 5.20 refers to the nominal section width in inches, and the 13 refers to the wheel diameter in inches. Because it is a bias-ply format, it does not use the modern metric section-width-and-aspect-ratio style found on later radial tires. Within this size, blackwall and narrow whitewall versions are available, which also makes it relevant to owners concerned with period appearance.

For a Sprite owner, 520-13 points toward a traditional vintage fitment style rather than a later radial conversion. It is the size to consider when the visual character of the tire matters as much as the dimensions. Confirm the wheel’s actual width before making the final choice, since examples of 520-13 tires span more than one recommended rim-width range depending on the specific tire.

On a 1968 Austin-Healey, 145R13 is a metric radial size with a nominal width of 145 millimeters and a 13-inch rim diameter. The R indicates radial construction. Because no aspect ratio is printed in the basic size itself, this format is conventionally treated as an 80-series radial. In the current range, 145R13 appears in blackwall form, and one version carries an H speed rating, which corresponds to a 130 mph ceiling.

For a Sprite owner, that size typically appeals to someone who wants a radial tire while staying within a compact, era-appropriate footprint. It is still important to compare the tire to the wheel on the car, since radial fitment should be matched to the correct 13-inch rim width rather than chosen by size code alone. If originality is the main goal, compare it directly against the 520-13 bias-ply option before deciding.

Within the 1968 Austin-Healey coverage here, the only model is the Sprite, and it uses two acceptable tire sizes rather than having separate fitments for different models. Those two sizes are 145R13 radial and 520-13 bias-ply. Both are 13-inch fitments, so the variation comes from construction type and period character instead of a model-to-model wheel change inside the make.

That simplifies the search compared with larger makes that had multiple body styles and wheel packages in the same year. A 1968 Austin-Healey owner still needs to identify whether the car is set up for a radial or bias-ply approach and whether restoration accuracy matters more than driving feel. Once that is clear, the size decision becomes much easier.

For a 1968 Austin-Healey Sprite, the choice between 520-13 and 145R13 is mainly a choice between bias-ply and radial construction. The 520-13 keeps the car in a traditional numeric bias-ply format that suits a period-style restoration, while the 145R13 uses a later metric radial format on the same 13-inch rim diameter. Both are relevant to the Sprite, but they deliver a different ownership experience and visual presentation.

Choose 520-13 when originality, vintage stance, and a more era-correct appearance are the main priorities. Choose 145R13 when your goal is a radial tire in a compact size more familiar to drivers who put regular road miles on their British sports car. Either way, confirm the wheel width and the specific tire’s construction details before making the final selection.

Sidewall choices for 1968 Austin-Healey tires depend on the size. The 145R13 radial range is available in blackwall form, while the 520-13 bias-ply range includes both blackwall and narrow whitewall versions. That means a Sprite owner can either stay very understated or add a more decorative sidewall treatment within the bias-ply size family. The available whitewall styles are narrow rather than the broad whitewalls associated with larger American cars of the 1950s.

For most Sprite restorations and driver builds, blackwall is the more conservative and sports-car-correct look. Narrow whitewalls can still appeal to owners building a more personalized vintage style or a regional custom look, especially within the 520-13 bias-ply range. If appearance matters as much as construction, compare sidewall style first and then confirm that the wheel and intended use still line up with the chosen size.

Three brands cover the 1968 Austin-Healey Sprite across these two sizes: Michelin, Firestone, and Premium Sport. The 145R13 radial is available from Michelin and Firestone, while the 520-13 bias-ply is available from Firestone and Premium Sport. Firestone spans both sizes, which makes it one of the few direct links between the radial and bias-ply choices for this year and make.

That brand mix gives Sprite owners a useful split between a more traditional vintage-style bias-ply offering and compact radial options from recognized names. The best brand for your car depends less on badge preference than on which size, sidewall style, and construction you want to run. Narrow the decision by size first, then compare the brands that actually exist within that size.

Rim-width guidance for 1968 Austin-Healey tires varies by size and by the specific tire. In 145R13, one radial covers a 4.00 to 5.00 inch rim-width range. In 520-13, examples include a 3.5 inch application and a 3.50 to 4.00 inch range. Those numbers show that even when two tires share the same 13-inch diameter, they are not necessarily aimed at the same wheel width.

The practical takeaway is to measure the wheel on the car rather than assume every 13-inch wheel is interchangeable with every 13-inch tire. This matters especially on older British cars, where replacement wheels and long-term modifications are common. Matching the tire to the wheel width is one of the simplest ways to avoid fitment headaches and preserve the intended shape of the tire once mounted.

Inner-tube requirements for 1968 Austin-Healey tires depend on the specific tire you choose rather than on the year and make alone. Within 145R13, one radial is marked TL, meaning tubeless, while another 145R13 example does not carry a tube marker in the size description. In 520-13, the available bias-ply products shown here do not all state tube information in the same way, so tube status varies by product and should be checked tire by tire.

A Sprite owner should also remember that wheel design affects the final decision, especially on older wheels that may originally have been used with tube-type tires. Confirm the sidewall marking of the exact tire and inspect the wheel condition before installation. When a car has older rims, fresh tubes and valve stems are often part of a careful setup even when the size itself seems straightforward.

A 1968 Austin-Healey Sprite uses two tire sizes that both fit 13-inch wheels, so the original wheel diameter is compatible with either 520-13 or 145R13. That shared diameter is what makes the bias-ply-versus-radial decision possible without moving to a different wheel size. The remaining question is wheel width, because the published rim-width ranges are not identical between the two size families.

In practice, many owners can use the same 13-inch wheels with either size, but only after checking the actual wheel width and overall condition. That is especially important if the car has replacement steel wheels, aftermarket wheels, or a mixed set gathered over many years. Confirming the wheel first prevents avoidable problems with sidewall shape, bead seating, and overall appearance.

A 1968 Austin-Healey should be stored in a cool, dry, dark place with the tires kept away from direct sunlight, electric motors, welders, battery chargers, and other ozone-producing equipment. Maintain inflation during storage and move the car periodically so one section of tread is not left carrying the load for months at a time. Bias-ply tires such as 520-13 are especially prone to temporary flat-spotting after long static periods, while radial tires can also age from ozone and heat even if tread wear is minimal.

For longer off-season storage, many collector owners either roll the car occasionally or use stands in a way that avoids leaving the full weight on one contact patch indefinitely. Keep the tires clean with mild soap and water rather than harsh dressings. A Sprite is light compared with many classics, but good storage habits still make a noticeable difference in how the tires look and feel when the car returns to the road.

Tires on a 1968 Austin-Healey usually age out before they wear out, especially on a lightly driven Sprite. A sensible collector-car rule is to begin evaluating tires closely around the five-to-seven-year mark and to treat roughly ten years as the point where replacement deserves serious consideration regardless of remaining tread. The DOT date code on the tire helps establish age, and age matters on both radial and bias-ply designs.

Low annual mileage can create a false sense of security, because a tire that looks lightly used may still have hardened rubber, internal aging, or small sidewall cracks. Regular inspection matters more than odometer readings on a vintage British sports car. If the car sees seasonal use, look at age first, then examine the sidewalls, tread surface, and overall consistency before deciding whether another driving season is wise.

Tires on a 1968 Austin-Healey should be inspected before every drive and again before any longer outing. Check inflation, look for sidewall cracking, cuts, bulges, uneven wear, and any sign that the tread or casing has changed shape during storage. On a car that may run tube-type components depending on the chosen tire and wheel combination, valve stems and any signs of slow leakage deserve extra attention as well.

A Sprite is small and responsive, so even minor tire issues can show up quickly in steering feel, ride quality, or straight-line tracking. Frequent inspections are a simple habit that helps catch age-related problems before they turn into roadside trouble. Include the spare in the routine, since an old spare is only useful if it still holds air and has not aged beyond safe service.

For a 1968 Austin-Healey Sprite, bias-ply construction is the starting point if the question is original-era fitment. The 520-13 size aligns with that traditional approach, while 145R13 represents a later-style radial alternative within the same 13-inch wheel diameter. As with many late-1960s cars, exact factory fitment can vary by market, equipment package, and period replacement history, so owners seeking strict authenticity should verify the car against factory literature or a marque specialist.

That makes 520-13 the more natural choice for a restoration focused on how the car would have looked and felt in its period. A radial conversion may still be entirely sensible for road use, but it changes the construction type away from the classic baseline many judges and enthusiasts expect. If the car is headed for formal judging, confirm both the size and sidewall appearance before committing.

Correct tire fitment matters on a shown 1968 Austin-Healey because judges and knowledgeable enthusiasts often notice tire size, construction type, and sidewall appearance quickly. On a Sprite restored for originality, a bias-ply numeric size such as 520-13 generally aligns better with period expectations than a later-style radial metric marking. Sidewall treatment matters too, since a decorative whitewall can change the car’s visual character even when the dimensions remain close.

Whether that difference matters depends on the event. Casual local shows may reward overall presentation, while marque-oriented judging is more likely to scrutinize details such as radial versus bias-ply construction and whether the sidewall style suits the era. For event-specific standards, the best next step is to compare the car against club judging guides or experienced Austin-Healey Sprite restorers before finalizing the tire choice.

For the 1968 Austin-Healey Sprite, Michelin XAS-FF and Firestone F560 Radial both cover the 145R13 size, but they differ in published details. The Michelin uses a 145HR13 74H TL marking, which includes an H speed rating up to 130 mph and tubeless designation, and it carries a weight of 18 pounds. The Firestone F560 Radial uses a 145R13 size marking, weighs 12.7 pounds, and carries a published maximum load of 825 pounds at 44 psi with a 4.00 to 5.00 inch rim-width range.

That comparison matters when you want a radial but still care about the specific character of the tire you mount. One tire emphasizes a classic European-style speed-marked presentation, while the other gives a clear load-and-rim-width picture in a lighter package. Neither choice changes the Sprite’s basic 13-inch radial fitment, but the details may influence how closely the tire matches your priorities for appearance and setup.

1968 Austin-Healey tires can be appropriate for highway driving when they are the correct size, properly inflated, in sound condition, and used within their construction and speed limits. In the 145R13 range, one tire carries an H speed rating, which corresponds to 130 mph. The 520-13 bias-ply options shown here do not rely on a modern speed-letter presentation in the same way, so they should be approached as traditional vintage tires and used with the normal caution that comes with older construction styles.

On a Sprite, real-world highway safety depends on more than the tire alone. The car’s age, light weight, braking capability, steering condition, and suspension condition all matter at least as much as the raw speed ceiling of the tire. A well-maintained car on fresh, correctly chosen tires can be a pleasant road companion, but the safest approach is to match your pace to the car’s vintage design rather than only to the number on the sidewall.

Inflation pressure for 1968 Austin-Healey tires should be matched to the exact tire and then checked against factory guidance for the car. Within these sizes, published load-and-pressure figures include 825 pounds at 44 psi for one 145R13 radial, 770 pounds at 32 psi for one 520-13 bias-ply tire, and 1100 pounds at 60 psi for another 520-13 bias-ply version. Those are tire rating figures, not blanket operating pressures for every Sprite application.

Use the owner’s manual or period service literature for the car’s recommended running pressure, then confirm that choice stays within the tire maker’s limits for the exact product on the car. Do not transfer a pressure number from one size to another simply because both fit 13-inch wheels. Construction type, sidewall design, and intended load all influence the correct final pressure.

Before a longer drive in a 1968 Austin-Healey, inspect each tire for visible cracks, cuts, bulges, exposed cords, uneven wear, and signs of age hardening. Verify air pressure when the tires are cold, check valve stems, and make sure the spare is usable and inflated. If the car uses a tube-type setup, pay close attention to leakage history and stem condition, since those small details matter more on an older collector car than many modern drivers expect.

Tires are only one part of a proper pre-drive check on a late-1960s British sports car. A Sprite headed out for distance also deserves a look at wheel fasteners, brakes, fluid levels, cooling condition, and basic electrical reliability. When the tire inspection is done carefully before departure, you reduce the chance that a preventable age-related issue will interrupt an otherwise enjoyable trip.