1972 Plymouth Tire Fitment Guide

1972 Plymouth vehicles use a broad range of sizes depending on model. Barracuda uses 735-14 and F70-14; Cricket uses 155R13 and 560-13; Cuda uses F70-14 and F78-14; Duster uses E70-14; Fury uses J78-15, L84-15, F78-15, G78-15, and H78-15; Road Runner uses F70-14 and G70-14; Satellite uses H78-14, E78-14, F78-14, and G78-14; Valiant uses 695-14 and D78-14; and Valiant & Duster uses 6.45-14, 695-14, and D78-14. Rim diameters span 13, 14, and 15 inches.

That means year and make alone are not enough to choose a tire for a 1972 Plymouth. The first step is identifying the exact model, then confirming whether your car uses a 13-inch, 14-inch, or 15-inch wheel. After that, you can narrow the choice by construction type, sidewall appearance, and the rim width range supported by the specific size. For example, 155R13 and 560-13 both fit the Cricket but represent very different tire eras and driving character.

F70-14 is an alphanumeric bias-ply size used on certain 1972 Plymouth Barracuda, Cuda, and Road Runner applications. The F70 portion is the older size-class convention used on many American performance tires of the era, while the 14 means the tire fits a 14-inch rim. In current reproduction choices for 1972 Plymouth use, F70-14 appears as a bias-ply tire rather than a radial, and it is available with muscle-era sidewall treatments such as redlines, pin white stripes, and raised white letters.

That code matters because an F70-14 is not just a modern width and aspect ratio written differently. It places the tire in a distinctly early-1970s American format, which affects appearance, stance, and the way the car feels on the road. If your 1972 Plymouth falls into one of the models that used F70-14, the next decision is usually sidewall style and brand rather than converting the code into a modern metric size.

155R13 is a metric radial size used on the 1972 Plymouth Cricket. The 155 denotes a 155-millimeter section width, the R identifies radial construction, and the 13 indicates a 13-inch rim. Because no aspect ratio is written into the size itself, the format is conventionally understood as an 80-series euro-metric style. H-rated versions are available, which carry a 130 mph speed ceiling, and blackwall sidewalls are the norm in this size for the Cricket.

That makes the Cricket stand apart from most other 1972 Plymouth models, which remain centered on bias-ply sizing. A buyer choosing between 155R13 and 560-13 is not simply comparing two ways to write the same fitment. One is a radial format aligned with imported small-car practice, and the other is a domestic-style bias-ply format. If your Cricket still has its original-size wheels, that construction choice is the main fork in the road.

No, 1972 Plymouth models do not share a single tire size. The make spans compact domestic cars, an imported subcompact, intermediates, pony cars, muscle models, and full-size cars, so the tire range includes 13-inch, 14-inch, and 15-inch applications. Even within one model line, there can be more than one correct size, as seen with the Fury and Satellite families. Some sizes overlap between models, such as F70-14 and F78-14, but many sizes are specific to one model group.

That variation changes how you should approach tire selection. If you own a 1972 Plymouth Fury or Satellite, it is especially important to identify the exact application rather than ordering by make alone. If you own a Barracuda, Cuda, Road Runner, or Valiant, it still helps to confirm whether your car uses the narrower or wider option in its range. The more model-specific the size, the more important it is to verify the actual wheel before moving forward.

For a 1972 Plymouth Cricket, the choice between 155R13 and 560-13 comes down primarily to construction type and the driving character you want. The 155R13 is a radial, available from Michelin and Dunlop in blackwall form, while the 560-13 is a bias-ply size available from BFGoodrich and Firestone with narrow or wide whitewall styling. Both are 13-inch fitments, but they represent different tire traditions from the same period.

A buyer aiming for imported small-car authenticity and more modern radial manners will usually focus on 155R13. A buyer restoring for a more traditional period look, especially with a whitewall presentation, may prefer 560-13. Neither choice should be made by size code alone without confirming wheel width and the overall character you want the Cricket to have, because those two sizes communicate very different visual and road-going personalities.

1972 Plymouth tires are available in a wide spread of sidewall styles, and the selection changes a great deal by size. Depending on the model, you can find blackwalls, narrow whitewalls, wide whitewalls, dual white stripes, pin white stripes, redlines, dual redlines, and raised white letter styles. The sport-oriented 14-inch muscle sizes such as F70-14, E70-14, and G70-14 lean toward redline, pin-stripe, and RWL presentations, while many Fury, Satellite, and compact-car sizes also appear in formal whitewall treatments.

For a 1972 Plymouth shown in stock or restoration-oriented form, sidewall style can matter nearly as much as size. A Road Runner or Cuda usually looks most at home with a performance sidewall, while a Fury or some Satellite applications often suit whitewalls better. Compact Valiant and Cricket applications can go either way depending on whether the goal is an everyday stock look or a stronger period statement. Matching the sidewall to the model's personality usually makes the finished car look more convincing.

Brands covering 1972 Plymouth applications include BFGoodrich, Firestone, Goodyear, Michelin, Dunlop, Coker Classic, STA, and US Royal. The exact brand mix depends on size: F70-14 comes from Firestone and Goodyear, 155R13 comes from Michelin and Dunlop, 695-14 comes from BFGoodrich and US Royal, and several full-size or intermediate applications use Coker Classic or STA. Some sizes are served by one brand family, while others offer a wider brand choice tied to sidewall style and intended look.

That brand spread gives a 1972 Plymouth owner more than one path to the right tire character. A muscle-era Plymouth may point you toward Firestone or Goodyear styling cues, while a compact imported Cricket naturally fits Michelin or Dunlop in radial form. A formal Fury or Satellite can lean toward Coker Classic or BFGoodrich whitewall treatments. Once the model and size are confirmed, brand becomes a useful way to narrow the tire's visual identity without changing the underlying fitment.

Rim width depends on the exact size used on the 1972 Plymouth model in question. Examples include 735-14 at 5.00 to 5.50 inches, F70-14 and E70-14 at about 6.00 to 7.00 inches, G70-14 at roughly 6.0 to 8.0 inches depending on product, 155R13 at 4.00 to 5.50 inches where stated, 560-13 at about 3.50 to 4.50 inches depending on product, 695-14 at 5.00 to 6.00 inches, and many 15-inch Fury sizes between 5.00 and 7.00 inches or 5.50 and 7.00 inches.

Those ranges are wide enough that wheel confirmation matters before ordering, especially on cars that may have had wheel changes over the years. A 14-inch Plymouth wheel is not automatically right for every 14-inch Plymouth tire, and the same applies to 15-inch Fury sizes. If your car has aftermarket wheels or mixed wheel sets, measure the wheel and compare it to the recommended range for the exact tire size rather than relying on the rim diameter alone.

Tube use on 1972 Plymouth tires depends on the exact product and size. The 155R13 Cricket radial category includes a tubeless-marked product, while many bias-ply products in other sizes do not carry a clear tube marker in the size description. Some specialty bias-ply offerings, such as one E78-14 STA version, are explicitly marked tubeless. Because tube status is not uniform across the full 1972 Plymouth range, it should be confirmed on the specific tire you plan to run rather than assumed from the size code alone.

That distinction matters because wheel design, valve stem condition, and intended use all affect setup. If you are working with original wheels, especially older collector-car rims, inspect the wheel carefully and confirm whether the chosen tire is meant to run tubeless or with a tube. A tube-type arrangement also adds one more maintenance item to monitor over time. The safest path is to match the tire's own sidewall marking and construction to the wheel you actually have.

Original 1972 Plymouth wheels can only be used with the tire sizes that match the car's correct rim diameter and fall within the proper width range. A 13-inch Cricket wheel cannot accept the 14-inch or 15-inch sizes used elsewhere in the Plymouth line, and a 15-inch Fury wheel is separate from the 14-inch wheels used on Barracuda, Cuda, Duster, Road Runner, Satellite, and Valiant applications. Even within the same diameter, rim width requirements vary by size.

That means the question is less about whether a wheel is original and more about whether it is original to the correct model and sized appropriately for the tire you want. A wheel swap done decades ago can easily blur that distinction. Before reusing any original 1972 Plymouth wheel, confirm diameter, measure width, and inspect the bead area for corrosion or damage. Doing that first prevents a size from seeming interchangeable when it really is not.

A stored 1972 Plymouth should be kept out of direct sunlight, away from electric motors and ozone-producing equipment, and on a dry surface in a stable indoor climate. If the car will sit for long periods, keep the tires properly inflated and move the car periodically so the same contact patch does not carry the load month after month. Bias-ply tires, which make up nearly all of the 1972 Plymouth range, are especially prone to flat-spotting during long static storage.

Owners who store a 1972 Plymouth for winter or between show seasons often use tire cradles or stands to reduce stress on the casing, but even then, regular visual checks matter. The Cricket's radial option generally tolerates sitting a bit differently than the bias-ply sizes used across the rest of the line. Whether the car is a Fury cruiser or a Road Runner toy, keeping heat, ozone, and long-term weight concentration under control will do more for tire life than simply covering the car.

On a 1972 Plymouth, tire age matters more than mileage in most collector use. A sound rule is to inspect carefully once tires reach about five to seven years of age and to give serious replacement consideration around the ten-year mark, even if tread depth still looks generous. The DOT date code on the tire sidewall gives the manufacturing date. That age-based approach is especially important for collector cars that spend more time parked than driven.

A low-mileage 1972 Plymouth can still be riding on old rubber that has hardened, cracked, or lost its margin of safety. A show-only Barracuda and a regularly driven Valiant may cover very different annual mileage, yet both should be judged first by age and condition. If the tires are older and the car will be used for tours or highway runs, replacement usually makes more sense than trying to stretch one more season out of them.

Tires on a 1972 Plymouth should be checked before every drive and again before any extended outing. Look for sidewall cracking, tread separation, cuts, embedded debris, irregular wear, and pressure loss. If the car uses a setup that requires tubes, valve stems and tube-related air retention deserve just as much attention as the outer casing. Collector cars can develop tire issues while parked, so inspection should not wait for mileage to accumulate.

That habit is especially important on cars like a 1972 Fury or Satellite, where larger bias-ply tires may carry substantial load, and on muscle-era cars where spirited use can expose a weakness quickly. A quick pre-drive walkaround catches far more problems than most owners expect. If the car has been sitting for weeks, inspect and air-check the spare as well, because the spare on a vintage Plymouth often becomes relevant only when it has already aged unnoticed.

A 1972 Plymouth Barracuda originally belonged to an era when bias-ply construction was still standard across most American passenger-car applications, and its sizes here are 735-14 and F70-14. That aligns with what buyers would expect from an early-1970s Plymouth pony car, where numeric and alphanumeric bias-ply formats were both part of the period vocabulary. No single original-equipment brand should be assumed from size alone, because factory supply could vary by market and application.

For restoration work, the important first step is matching the Barracuda to the correct size and sidewall style before worrying about brand preference. A stock-appearing small-block car and a more aggressive visual build may point toward different sidewall treatments even within bias-ply territory. If the car is being judged for originality, consult a Plymouth marque club or restoration guide to verify whether your specific body style and equipment package called for the narrower numeric size or the F70-14 muscle-style fitment.

Correct tire fitment matters a great deal when showing a 1972 Plymouth, especially because this make-year range spans compact cars, muscle models, imported small cars, and full-size sedans with very different visual expectations. Judges and knowledgeable enthusiasts often notice size format, construction type, and sidewall style quickly. A redline or raised white letter tire may look right on a Road Runner, while a broad whitewall may fit a Fury far better. Using the wrong construction or style can disrupt the period impression even if the tire physically fits.

That does not mean every event applies the same standard, but it does mean tire choice is part of the car's presentation, not just a maintenance item. If your 1972 Plymouth is headed to concours-style judging, verify the model's likely original size family and sidewall appearance before finalizing the tire choice. Marque clubs and event rule books are the best places to confirm whether a modern radial, an oversized bias-ply, or an incorrect sidewall treatment would cost points.

For 1972 Plymouth Valiant-related 695-14 applications, BFGoodrich and US Royal both offer a bias-ply tire with a 1230-pound load rating at 32 psi and a 5.00- to 6.00-inch rim width range. The practical differences come from sidewall presentation and small weight differences within the product family rather than a major change in fitment envelope. BFGoodrich covers blackwall, narrow whitewall, and dual redline expressions, while US Royal appears here in a narrow whitewall version.

That means the decision is more about visual character than about solving a fitment problem. A plain driver-grade compact may suit a blackwall BFGoodrich, while a more polished stock restoration could lean toward a narrow whitewall from either brand. If you want a sportier compact look, the BFGoodrich dual redline creates a different impression without changing the basic 695-14 footprint. On a 1972 Plymouth Valiant, those styling details can strongly influence the finished period feel.

1972 Plymouth tires can be suitable for highway driving when they are the correct size, in sound condition, and used within their construction and speed limitations. The one explicit speed-rated category here is 155R13 for the Cricket, where H-rated products carry a 130 mph ceiling. Most other 1972 Plymouth fitments in this range are bias-ply tires, which are entirely appropriate for collector use but should be driven with an understanding of their period-correct behavior. On many 1972 Plymouth models, the car's brakes, steering, and suspension condition matter at least as much as the tire itself.

Highway safety on a vintage Plymouth comes from the whole package working together. A fresh, properly inflated bias-ply tire on a Road Runner or Fury is only part of the answer if alignment is off or suspension parts are tired. If the car will be driven regularly at modern traffic speeds, be honest about how it is set up and how often it is used. Age, condition, and correct inflation are more important than chasing a theoretical top-speed figure that the car will never see.

Inflation pressure on 1972 Plymouth tires should be guided first by the vehicle's factory recommendation and then checked against the tire's own rated pressure and load information for the exact size. Examples in this range include 735-14 at 1360 pounds at 32 psi, F70-14 at 1500 pounds at 32 psi, E70-14 at 1400 pounds at 32 psi, G70-14 at 1620 pounds at 32 psi, 560-13 at 850 pounds at 30 psi, 695-14 at 1230 pounds at 32 psi, J78-15 at 1860 pounds at 32 psi, and one H78-15 product at 1830 pounds at 45 psi.

Those figures are not interchangeable from one size to another, and they are not a substitute for the original 1972 Plymouth pressure recommendation. A full-size Fury on H78-15 does not use the same inflation logic as a Cricket on 155R13 or a Valiant on 695-14. Use the owner's manual or factory placard as the starting point, then confirm the tire's own maximum load-and-pressure marking so you understand the product's operating envelope before putting the car back on the road.

Before a longer drive in a 1972 Plymouth, inspect every tire for cracking, cuts, bulges, uneven wear, and pressure loss, then check the spare as carefully as the four on the car. Confirm that the tire size matches the wheel, look at valve stems, and pay extra attention to any tube-type setup or older bias-ply casing that has been sitting for a while. On a vintage Plymouth, the tires are one part of a broader road-readiness review that should also include brakes, belts, fluids, and suspension condition.

That preparation matters because many collector cars fail on age-related details rather than obvious major parts. A Road Runner headed to a weekend event, a Fury on a family cruise, and a Cricket on a local tour all place different demands on the car, but the pre-drive discipline should be the same. If any tire shows weather checking, repeated pressure loss, or a visible casing defect, address it before the trip rather than hoping limited annual mileage makes it acceptable.