1968 Ford Tire Fitment Guide

1968 Ford vehicles use 16 different tire sizes across 11 model groups. Cortina applications use 155R13, 560-13, or 600-13 on 13-inch rims; Fairlane/Torino uses 735-14, 775-14, FR70-14, or F70-14; Falcon uses 735-14, 695-14, or 775-14; Mustang uses 735-14, 695-14, E70-14, F70-14, or FR70-14; Ranchero uses 735-14 or 775-14. Full-size Ford, Ford Wagons, GT, Hardtop, Shelby Mustang, and Thunderbird use 15-inch sizes including 775-15, 815-15, 8.25-15, 8.45-15, 855-15, G70-15, and E70-15.

The practical takeaway is that a 1968 Ford buyer needs the exact model before choosing a tire, because the year spans three rim diameters and several different size systems. Rim width guidance also changes by size: 155R13 fits 4.00 to 5.50 inches where specified, 735-14 fits 5.00 to 5.50, 775-14 fits roughly 5.00 to 6.00, F70-14 and E70-14 fit 6.00 to 7.00, 815-15 fits 5.00 to 6.50, 855-15 fits 6.00 to 6.50, G70-15 fits about 5.50 to 8.00, and E70-15 fits 6.50 to 8.00 or 7 inches depending on the tire.

On a 1968 Ford Cortina, 155R13 is an older radial metric size. The 155 is the nominal section width in millimeters, the R indicates radial construction, and the 13 is the wheel diameter in inches. In this older euro-metric style, the aspect ratio is not written into the code, and it is conventionally treated as an 80-series radial. Michelin and Dunlop both offer this size, and the products carry H speed ratings, which correspond to a 130 mph ceiling.

That makes 155R13 different from the Cortina's 560-13 and 600-13 bias-ply options in both construction and code style. A buyer considering 155R13 should verify that the car is using the correct 13-inch wheel and then decide whether the goal is a radial-format driving experience or a more period-style bias-ply presentation. On a restored Cortina, that choice often affects both the look of the sidewall and the way the car feels on modern roads.

On a 1968 Ford, sizes such as F70-14, G70-15, and E70-15 use the late-1960s alphanumeric sizing system. The leading letter identifies the tire's size class, the 70 refers to the profile family used in that era, and the final number is the rim diameter in inches. When there is no R in front of the wheel diameter, the tire is a bias-ply construction. In the 1968 Ford range, these letter-series sizes appear on performance-oriented applications such as Mustang, GT, Fairlane/Torino, and Shelby Mustang.

That code matters because letter-series tires usually signal a different visual and historical character than the older numeric sizes like 735-14 or 815-15. Buyers with a muscle-era Ford should match the exact alphanumeric size called for by the model rather than assuming any 14-inch or 15-inch performance tire is interchangeable. The right letter-series size helps preserve the intended stance and sidewall style, especially when choosing between redline, RWL, or pin-stripe versions.

No. The 1968 Ford range covers compact, intermediate, full-size, wagon, personal-luxury, and performance models, and the tire sizes change with the model. Cortina uses only 13-inch sizes, most Falcon, Mustang, Ranchero, and Fairlane/Torino applications use 14-inch sizes, and the full-size Ford, wagon, GT, Hardtop, Thunderbird, and Shelby Mustang applications use 15-inch sizes. Some sizes are shared among related models, but many are tied to only one or two model groups.

That means year and make are only the starting point for tire selection on a 1968 Ford. If you are not certain whether you have a Falcon, Fairlane/Torino, full-size Ford, or one of the specialty performance models, confirm the model before moving on to sidewall style or brand preference. Doing that first prevents the most common mistake on this year: choosing the right construction or appearance in the wrong diameter or size family.

A 1968 Ford Fairlane/Torino or Mustang that accepts either FR70-14 or F70-14 presents a construction choice as much as a size choice. FR70-14 is a radial-format tire with a bias-look presentation and RWL styling, while F70-14 is a conventional bias-ply performance size available with pin white stripe, redline, and RWL sidewalls. Both mount on 14-inch rims, but they represent different approaches to the same late-1960s performance look.

Choose FR70-14 if you want a radial carcass while keeping an era-appropriate visual character. Choose F70-14 if your priority is a more traditional muscle-era bias-ply setup and access to classic sidewall treatments such as redlines or white stripes. The final call should come after checking the car's exact model application and the wheel width the tire is intended to run on.

1968 Ford tire options cover a broad range of sidewall treatments, and the style depends heavily on the size. Compact and full-size numeric sizes often appear in blackwall, narrow whitewall, wide whitewall, goldline, or whitewall-redline combinations, while the performance-oriented alphanumeric sizes add redline, raised white letter, dual redline, and pin white stripe variations. FR70-14 appears in RWL form, and several 14- and 15-inch muscle-era sizes from Firestone and Goodyear lean strongly toward period performance sidewall graphics.

For a show-oriented restoration, sidewall style matters almost as much as the size itself because it shapes the car's period presentation. Whitewalls generally suit more formal or mainstream 1968 Ford models, while redlines, RWLs, and stripe treatments are more at home on GT, Mustang, Shelby, and sporty Fairlane/Torino applications. If authenticity is important, compare your car's original sales literature, factory photos, or marque-club guidance before settling on a sidewall treatment.

1968 Ford fitments are covered by Michelin, Dunlop, BFGoodrich, Firestone, US Royal, and Goodyear. The compact 155R13 radial size comes from Michelin and Dunlop, many traditional numeric bias-ply sizes come from BFGoodrich, Firestone appears heavily in the muscle-era alphanumeric range, US Royal covers select 14-inch numeric applications, and Goodyear appears in both radial-look and bias-ply performance sizes. Brand choice often follows the size family and the visual style tied to that size.

That brand spread gives buyers room to tailor the tire to the car's character rather than treating every 1968 Ford the same way. A Cortina owner may be comparing Michelin or Dunlop radial blackwalls against classic bias-ply whitewalls, while a Mustang or GT owner may be looking for a specific redline or raised-white-letter presentation from Firestone or Goodyear. Start with the correct size, then narrow the field by sidewall style and construction type.

Rim width recommendations vary substantially across the 1968 Ford size range. 560-13 fits 3.50 to 4.50 inches depending on the tire, 600-13 fits 4.00 to 4.50, 155R13 fits 4.00 to 5.50 where specified, 735-14 fits 5.00 to 5.50, 695-14 fits 5.00 to 6.00, 775-14 fits about 5.00 to 6.00, FR70-14 fits 6 inches, and F70-14 and E70-14 fit 6.00 to 7.00. Among the 15-inch sizes, 775-15 ranges from 4.50 to 6.00 depending on the tire, 815-15 fits 5.00 to 6.50, 855-15 fits 6.00 to 6.50, G70-15 fits roughly 5.50 to 8.00, and E70-15 fits 6.50 to 8.00 or 7 inches.

Those ranges show why wheel width should be checked before selecting a reproduction tire, even when the diameter is correct. Two tires with the same nominal size can have different approved wheel ranges depending on brand and series. If your 1968 Ford has replacement wheels, aftermarket wheels, or uncertain original wheels, confirm the actual rim width before settling on a tire so the car ends up with the right combination of fit, appearance, and support.

Inner-tube requirements depend on the exact 1968 Ford tire size and product. In the 155R13 radial group used on Cortina, tube status varies by product, with at least one tire marked TL for tubeless use while another does not carry the same marking. The bias-ply product descriptions across the rest of the 1968 Ford range do not all carry a consistent tube marker in the size code, so the safest approach is to confirm the exact tire's sidewall and the wheel's condition before final installation.

That matters most on older original wheels, where bead-seat condition and wheel design can influence whether tubeless use is appropriate. If your car still runs its factory wheels, have them inspected for corrosion, pitting, and overall condition before deciding on a tube or tubeless setup. Matching the tire's marking to the wheel and valve-stem arrangement is more important than assuming every radial is tubeless or every bias-ply automatically needs a tube.

A stored 1968 Ford should be kept in a cool, dry, dark space away from direct sunlight, electric motors, battery chargers, welders, and other ozone-producing equipment. Tires should be kept at proper pressure, and the car should be moved periodically to avoid long-term stress on one contact patch. Bias-ply tires, which make up most of the 1968 Ford range, are more prone to temporary flat-spotting during long static storage than radial designs such as 155R13 or FR70-14.

If the car will sit for an extended season, many collectors either roll it occasionally or support it in a way that reduces constant load on the tires, while still following safe storage practices. Clean tires with mild soap and water rather than dressings that can leave residues or attract grime. A little attention during storage helps preserve both the sidewalls and the driving feel when the car returns to the road.

On a 1968 Ford, tire age usually matters more than tread wear because collector cars often see limited annual mileage. A common rule is to begin evaluating tires closely around five to seven years of age and to treat ten years as a point for serious replacement consideration, even if the tread still looks good. The DOT date code on the tire sidewall is the best way to determine age, and visible cracking, hardening, or repeated pressure loss can shorten that timeline.

That approach is especially important on cars that spend much of their lives indoors and only come out for occasional drives, cruises, or shows. A bias-ply tire can look presentable yet still age out structurally, while a radial can also deteriorate from time, storage conditions, and heat cycles. If the age is uncertain, replacement is often wiser than trying to stretch the service life of an old collector tire.

Tires on a 1968 Ford should be inspected before every drive and again before any longer trip. Check for sidewall cracking, cuts, bulges, uneven wear, and signs of impact damage, and verify that all four tires are holding pressure consistently. On applications where tube use is part of the final setup, include valve stems and any tube-related pressure changes in the routine. The spare deserves the same attention, especially on a car expected to travel beyond local cruise distance.

Frequent visual checks are cheap insurance on an older vehicle, particularly one with vintage steering, suspension, and braking behavior. A quick walk-around can catch a weathered sidewall or a low tire before it becomes a roadside problem. For cars that only run a few times a year, inspection before use matters even more because tire issues can develop quietly while the car is parked.

A 1968 Ford Mustang commonly used bias-ply tires in either older numeric sizing such as 695-14 or 735-14 or letter-series performance sizes such as E70-14 and F70-14, depending on the car's configuration and presentation. FR70-14 also appears in the 1968 Mustang fitment range as a radial-format option, but radial construction was not the mainstream original fitment character for American pony cars in this period. No single original-equipment brand should be assumed across every Mustang without checking period literature or marque-specific sources.

That means originality-focused Mustang owners should start with the exact model and wheel package, then confirm the intended size family before choosing a tire brand or sidewall style. A small-block coupe, a sporty fastback, and a specially equipped car may all point a buyer toward different visual results even when the wheel diameter is the same. For concours work, Shelby and Mustang clubs remain the best source for trim- and market-specific confirmation.

Correct tire fitment matters a great deal when a 1968 Ford is judged for authenticity. Judges and knowledgeable enthusiasts often notice whether the tire has the right overall size family, the correct construction type for the era, and a sidewall style that fits the car's market position. A modern-looking radial on a car restored to stock bias-ply standards, or an aggressive redline on a formal full-size model that would traditionally wear a whitewall, can stand out immediately.

That does not mean every show car must use the same sidewall treatment, because period options and dealer-installed variations did exist. It does mean the tire should support the story the car is telling, whether that is factory-stock, showroom sporty, or upscale luxury presentation. Event-specific standards vary, so owners chasing points should review the judging rules and compare notes with marque clubs before finalizing a tire choice.

On a 1968 Ford, Firestone and Goodyear performance bias-ply tires in sizes such as F70-14 and G70-15 differ mainly in sidewall presentation, series identity, and some wheel-range details rather than basic fitment category. Firestone offers Wide Oval versions in redline, RWL, and pin white stripe forms, while Goodyear covers comparable sizes with Custom Wide Tread models in redline or RWL configurations. In G70-15, Firestone spans 5.50 to 8.00-inch rims while the Goodyear example starts at 6.0 inches and also runs to 8.0.

For a buyer, that means the choice often comes down to the exact visual theme of the car and the wheel width already on it. A factory-inspired muscle-car look may point strongly toward one sidewall treatment over another even within the same nominal size. When wheel width falls near the edge of a recommended range, compare the tire's approved rim fit before making the final call.

A properly chosen and properly maintained 1968 Ford tire can be used for normal highway driving, but safety depends on matching the tire to the car, the wheel, and the vehicle's condition. The 155R13 radial options carry H speed ratings, which correspond to 130 mph ceilings, while many of the bias-ply sizes shown here focus on load and inflation ratings rather than explicit speed letters in the size marking. On most 1968 Fords, real-world highway limits are often shaped as much by suspension condition, brakes, steering feel, and overall vehicle age as by the tire itself.

That practical reality means buyers should think in terms of sound mechanical condition and sensible use rather than chasing theoretical top-speed capability. Bias-ply performance tires can be entirely appropriate on a restored Mustang, GT, or Shelby, but they should be driven with the expectations that suit vintage chassis behavior. Before sustained highway use, confirm tire age, condition, inflation, and wheel condition so the entire package is ready for the trip.

Inflation pressure on a 1968 Ford should be set according to the vehicle manufacturer's recommendation for the car and the tire maker's limits for the exact tire. Many of the reproduction sizes here carry maximum load and pressure pairings such as 850 pounds at 30 psi for 560-13, 1,360 at 32 psi for 735-14, 1,580 at 32 psi for 775-14, 1,610 at 32 psi for 815-15, 1,710 at 32 psi for 855-15, and 1,400 to 1,620 pounds at 32 psi for several alphanumeric performance sizes. Those figures are tire-capacity ratings, not universal inflation instructions for every 1968 Ford.

The right approach is to start with the owner's manual or factory placard for the car's intended operating pressure, then confirm that the tire you choose is appropriate for that application. Do not transfer one size's pressure assumption to another simply because both fit the same rim diameter. A compact Cortina, a full-size Ford, and a Shelby Mustang have very different weight and handling expectations, so the final inflation setting should reflect the exact car and tire combination.

Before a longer drive in a 1968 Ford, inspect each tire for cracking, cuts, bulges, punctures, exposed cords, irregular wear, and proper inflation. Check valve stems, confirm the spare is serviceable, and make sure the wheel hardware is secure. If the car uses a tube-type arrangement, include a close check for slow pressure loss and stem condition. On an older car, tires are only one part of the travel equation, so the broader pre-drive inspection should also include brakes, steering, suspension, cooling, and fluid levels.

That kind of inspection is especially important on a collector car that may go weeks or months between outings. A tire that looked fine at the last event can age, lose air, or suffer garage damage while parked. Spending a few minutes on a thorough pre-drive check helps protect the car, the passengers, and the originality work already invested in a vintage 1968 Ford.