1968 Chrysler Tire Fitment Guide

1968 Chrysler vehicles use three tire sizes across four model groups: 8.85-15 for disc brake-equipped models, 855-14 for the New Yorker and some Newport & 300 Series cars, and 885-14 for the Town & Country and some Newport & 300 Series cars. The 855-14 and 885-14 sizes mount on 14-inch rims, while the 8.85-15 mounts on a 15-inch rim. Where product dimensions are established, 855-14 fits 5.50 to 6.00-inch rims and 885-14 fits a 6-inch rim.

That split means year and make are only the starting point for a 1968 Chrysler. A Newport or 300 Series owner in particular needs to verify the exact application before choosing between 855-14 and 885-14, and disc brake-equipped cars need a separate wheel-diameter check because they move to a 15-inch fitment. Matching the tire to the actual wheel and model group first avoids a lot of confusion later.

On a 1968 Chrysler, 855-14 is a numeric bias-ply size. The 8.55 portion refers to the tire’s nominal section width, and the 14 means it fits a 14-inch wheel. In this Chrysler application, 855-14 is used on the New Yorker and on certain Newport & 300 Series vehicles, and the available versions carry a 1,740-pound load rating at 32 psi.

For a buyer, 855-14 represents a traditional late-1960s American full-size tire format rather than a modern metric radial code. It is the right direction when you are preserving original-style appearance and fitment on a 14-inch-wheel Chrysler that calls for this size. Whitewall width can still vary within 855-14, so sidewall appearance is a separate choice after the size itself is confirmed.

No, 1968 Chrysler models do not all use the same tire size. The New Yorker uses 855-14, the Town & Country uses 885-14, disc brake-equipped models use 8.85-15, and the Newport & 300 Series can use either 855-14 or 885-14 depending on the specific application. All three are bias-ply sizes, but they are not interchangeable across the full lineup because wheel diameter and fitment vary.

That matters most if you are buying for a Newport or 300 Series, since those cars span two 14-inch sizes. It is worth checking the existing tire size, wheel diameter, and any factory paperwork or marque references before you settle on a replacement. Chrysler built several full-size body styles and configurations in 1968, so getting model identification right comes before choosing whitewall style or brand.

1968 Chrysler tire choices here center on narrow whitewall bias-ply tires. The 855-14 size comes in BFGoodrich narrow whitewall versions with both 1.00-inch and 5/8-inch whitewall treatments, while 885-14 is available as a BFGoodrich narrow whitewall with a 1.00-inch stripe. Those whitewall treatments suit the look most buyers expect on an upscale late-1960s Chrysler full-size car or wagon.

The practical choice is less about fitment than appearance once the correct size is known. A slightly wider narrow whitewall can give the car a dressier, more formal presentation, while the 5/8-inch version reads a little more restrained. If the goal is authenticity for a show car, compare your car to period photos, original paperwork, or marque-club guidance before deciding which whitewall width looks most appropriate.

BFGoodrich covers the available 14-inch 1968 Chrysler sizes here. The 855-14 comes from BFGoodrich in two narrow whitewall versions, and the 885-14 also comes from BFGoodrich as a narrow whitewall bias-ply tire. That keeps the choices within a well-known American brand identity that fits the period character of a big Chrysler sedan, hardtop, or wagon.

Brand choice is secondary to getting the size right on a 1968 Chrysler, especially because the fitment splits by model group. Once the correct size is confirmed, the next decision becomes sidewall appearance and how closely you want the finished look to echo a late-1960s full-size luxury car. Owners restoring a New Yorker or 300 often care just as much about the visual proportion of the whitewall as the brand name on the sidewall.

For a 1968 Chrysler in 855-14, the BFGoodrich 1.00 Inch Whitewall and 5/8 Inch Whitewall share the same basic tire size, the same bias-ply construction, the same 14-inch rim diameter, the same 5.50 to 6.00-inch rim width range, the same 1,740-pound load rating at 32 psi, and the same 25-pound weight. The real difference is the sidewall presentation: one has a 1.00-inch white stripe and the other a 5/8-inch stripe.

That makes this a styling decision rather than a mechanical one. If you want a fuller whitewall look that stands out more against the car’s body and wheel covers, the 1.00-inch version leans that direction. If you prefer a subtler period look, the 5/8-inch version keeps the same fitment and capacity while toning down the visual contrast.

1968 Chrysler rim width requirements vary by tire size. The 855-14 size fits rims from 5.50 to 6.00 inches wide, while the 885-14 size fits a 6-inch rim. The 8.85-15 disc brake-equipped fitment uses a 15-inch wheel, but the rim width should be confirmed against the actual wheel before installation.

Rim width matters because it affects how a bias-ply tire sits on the wheel and how the car looks and drives at normal road speeds. A tire mounted on the wrong width can change section shape and overall stance even if the bead seats correctly. On a 1968 Chrysler, matching both diameter and width to the correct size is especially important because the full-size line spans more than one wheel-and-tire combination.

Inner tube requirements are not the same as tire-size names, and they should be verified from the exact sidewall marking of the tire you choose for a 1968 Chrysler. The available 855-14 and 885-14 product descriptions do not identify a tube-type or tubeless marking in the size itself, so tube use should be confirmed against the tire construction and the wheel’s original design before assembly.

That matters most on collector cars because original wheels, replacement wheels, and reproduction tires do not always follow the same service assumptions. A wheel condition issue, bead-seat design, or restoration change can affect whether tube use is appropriate even when the size is correct. Confirming that point before mounting helps avoid preventable setup issues and gives you a cleaner, more accurate installation.

A 1968 Chrysler should be stored on clean, properly inflated tires in a cool, dry space away from direct sunlight, electric motors, battery chargers, furnaces, and other ozone-producing equipment. Because these are bias-ply fitments, they are more prone to temporary flat-spotting during long periods of inactivity than a modern radial. Moving the car periodically or taking some load off the tires during extended storage can help reduce stress on the casing.

Full-size Chryslers are heavy cars, so storage habits matter even more than they do on lighter collector vehicles. If the car will sit for months, check inflation regularly and avoid parking on damp dirt or bare concrete without a barrier. A few minutes spent controlling weight, moisture, and ozone exposure can do more for long-term tire condition than any cosmetic treatment applied afterward.

On a 1968 Chrysler, tire age is usually a more important limit than mileage. Collector-car tires are commonly evaluated closely once they reach about five to seven years of service, and around ten years is the point where replacement deserves serious consideration regardless of tread depth. The DOT date code on the tire sidewall is the best starting point for understanding age, even if the car is driven only occasionally.

A large Chrysler sedan or wagon can still look well-shod on old tires that are no longer ideal for road use, so appearance alone is not enough. Heat cycles, storage conditions, inflation history, and long idle periods all affect the rubber and casing over time. If the car is returning to regular driving after sitting, age-check the tires before trusting them on sustained highway trips.

Tires on a 1968 Chrysler should be inspected before every drive and again before any longer outing. Look for sidewall cracking, tread separation, weathering around the whitewall area, irregular wear, bulges, cuts, and signs that pressure is dropping between drives. Valve stems deserve the same attention, especially on a collector car that may spend long periods parked between uses.

Bias-ply tires can change character gradually, so small warning signs are worth taking seriously before they become a roadside problem. A pre-drive inspection is also a good time to check the spare, since many restored cars still carry an old spare that no longer matches the condition of the road tires. On a heavy 1968 Chrysler, catching a problem early is easier than dealing with one after the car is loaded for a trip.

A 1968 Chrysler New Yorker used a bias-ply tire in the era, and the applicable size here is 855-14. That fits the period, since full-size American luxury cars of the late 1960s were still commonly equipped with bias-ply construction before radial replacement became the norm in later years. No original-equipment brand should be assumed without factory literature or surviving car evidence, since dealer, market, and production variations can complicate that question.

For restoration work, the important first step is matching the New Yorker to the correct size and era-correct construction rather than chasing a brand assumption. Sidewall appearance also matters on a car like this, because whitewall width strongly affects the finished look. If the car is being judged, compare against original Chrysler sales materials and marque-club guidance for the most accurate presentation.

Correct tire fitment matters on a 1968 Chrysler because judges and knowledgeable enthusiasts notice more than just whether the tire fills the wheel opening. Size, construction type, wheel diameter, and sidewall style all influence whether the car presents as period-correct. A 14-inch New Yorker tire on a disc brake-equipped 15-inch application, or the wrong whitewall treatment for the car’s presentation, can stand out even to a casual observer.

That does not mean every event scores tires the same way, but it does mean tire choice is part of the restoration story. Owners aiming for concours-level accuracy should verify the correct size for the exact model group first, then compare whitewall appearance against period reference photos and event judging standards. Marque clubs remain the best source for market- and class-specific expectations.

Within the 855-14 fitment for a 1968 Chrysler, the BFGoodrich 1.00 Inch Whitewall and 5/8 Inch Whitewall differ in appearance rather than size or construction. Both are bias-ply tires for 14-inch wheels, both fit 5.50 to 6.00-inch rims, both carry the same 1,740-pound load rating at 32 psi, and both weigh 25 pounds. The sidewall stripe width is what separates them.

That distinction matters in restoration because whitewall width can change the visual tone of the car even when the fitment remains correct. A broader stripe tends to emphasize the formal, upscale look many people associate with Chrysler’s upper-range full-size cars, while a narrower stripe appears more restrained. If authenticity is the goal, choose the width that best matches period photos and the specific presentation you want the car to carry.

A properly maintained tire in the correct size can be suitable for normal highway driving on a 1968 Chrysler, but condition, age, and proper fitment matter as much as the size itself. The available sizes here are bias-ply fitments, so the driving feel will remain true to the period, with behavior that differs from a modern radial-equipped car. On a full-size Chrysler from 1968, overall roadworthiness also depends heavily on brakes, steering, suspension, and alignment being in equally sound condition.

That means highway use should be approached as a whole-vehicle question rather than a tire question alone. A freshly restored car with old rubber or neglected chassis components is not automatically ready for sustained-speed driving, even if tread depth looks acceptable. Before regular highway use, confirm the tires are age-appropriate, correctly inflated, and matched to the actual wheel and model application on the car.

Inflation pressure on a 1968 Chrysler should follow the vehicle manufacturer’s recommendation for the specific model and tire size, while also respecting the tire’s own load-and-pressure rating. For the 855-14 size, the available load rating is 1,740 pounds at 32 psi, and for the 885-14 size it is 1,860 pounds at 32 psi. Those figures describe the tire’s rated capacity at that pressure; they are not a blanket instruction to run every 1968 Chrysler tire at the same inflation level.

The right approach is to start with the factory specification for your exact Chrysler model, then compare it with the tire manufacturer’s rating for the tire you are using. Do not transfer pressure assumptions from 855-14 to 885-14, or from a 14-inch car to an 8.85-15 disc brake-equipped application. Pressure affects ride, steering feel, and tread wear, so it deserves the same model-by-model care as size selection.

Before a longer drive in a 1968 Chrysler, inspect each tire for cracking, bulges, cuts, irregular wear, and any sign of separation around the tread or whitewall area. Confirm cold inflation pressure, look over the valve stems, and make sure the spare is usable and properly inflated. On a heavy full-size car, tire condition is only one part of the pre-trip routine, but it is a part that deserves close attention because small flaws can become much more serious at sustained road speed.

It also helps to think beyond the four road tires. Check that the wheels are secure, the alignment is not pulling the car abnormally, and the suspension and braking system are ready for the trip. A 1968 Chrysler in good tune can be an excellent road car, but long-distance confidence comes from treating the tires, chassis, and spare as one system rather than as separate concerns.