1972 Triumph Tire Fitment Guide

1972 Triumph vehicles use four sizes across four model lines. The GT6 and Spitfire use either 155R13 radial or 560-13 bias-ply tires on 13-inch rims. The Stag uses 185R14 radial tires on 14-inch rims, and the TR6 uses 185R15 radial tires on 15-inch rims. Rim width ranges where tire products specify them run from 3.50 to 4.50 inches for 560-13, 4.00 to 5.50 inches for 155R13, 4.00 to 6.50 inches for 185R14, and 4.5 to 6.50 inches for 185R15.

That means year and make alone are not enough for a confident tire choice on a 1972 Triumph. GT6 and Spitfire owners still need to decide between a radial and a bias-ply approach, while Stag and TR6 owners first need to confirm that their wheels remain at the original 14-inch or 15-inch diameter. If the car has been restored, modified, or fitted with replacement wheels over the years, compare the wheel diameter and width on the car against the tire you are considering before moving ahead.

On a 1972 Triumph, 560-13 is a traditional numeric bias-ply size. The 5.60 refers to the nominal section width in inches, while the 13 identifies the wheel diameter in inches. For Triumph, that size belongs to the GT6 and Spitfire and appears in bias-ply construction with narrow whitewall and wide whitewall sidewall styles. Products in this size carry load ratings of 850 pounds at 30 psi where load information is supplied.

A 560-13 appeals most to owners who want an earlier look and a tire construction that matches how small British sports cars were commonly equipped before radial fitments became standard. It is not the interchangeable choice for every 1972 Triumph, since the Stag and TR6 use larger-diameter wheels and different radial sizes. If your GT6 or Spitfire is being judged for authenticity, the sidewall style and bias-ply construction can matter almost as much as the size itself.

No. The 1972 Triumph lineup splits into three rim diameters and four tire sizes. GT6 and Spitfire share 13-inch fitments and can use either 155R13 radial or 560-13 bias-ply tires, but the Stag uses 185R14 and the TR6 uses 185R15. Those are model-specific sizes, not simple variations of one universal Triumph fitment for the year.

That distinction matters because a buyer who knows only the year and make can still end up in the wrong tire family. A Stag owner needs a 14-inch radial path, while a TR6 owner needs a 15-inch radial path, and neither should be cross-compared with the GT6 or Spitfire 13-inch options. Once the model is confirmed, the tire decision becomes much simpler and you can focus on construction, sidewall style, and wheel-width compatibility instead of sorting through unrelated sizes.

If you own a 1972 Triumph GT6 or Spitfire, both 155R13 and 560-13 belong to the correct 13-inch fitment family, but they serve different goals. The 155R13 is a radial size offered in blackwall form from Michelin and Dunlop, while the 560-13 is a bias-ply size offered in narrow whitewall and wide whitewall versions from BFGoodrich and Firestone. One is not a universal upgrade over the other; the real difference is construction, appearance, and the kind of driving character you want.

Choose 560-13 when restoration character and period presentation are the priority, especially on a show-focused car. Choose 155R13 when you want to stay with an era-appropriate overall size direction but prefer radial construction for regular road use. Before making the call, confirm the actual wheel width on the car, because the radial and bias-ply products do not share the same width range even though they use the same 13-inch rim diameter.

1972 Triumph tires span several sidewall looks depending on size. The 155R13 choices for GT6 and Spitfire are blackwall only, while 560-13 appears as narrow whitewall and wide whitewall. The Stag's 185R14 fitment is available in blackwall and narrow whitewall, and the TR6's 185R15 fitment adds blackwall, narrow whitewall, and redline options. That gives the year a broader styling spread than many single-make pages of the same era.

For most British sports-car restorations, blackwall is the safer visual baseline unless you are intentionally pursuing a period custom or a market-specific look. Whitewalls can change the personality of a small British car quickly, and a redline on a TR6 creates a more sporting American-market flavor than a conservative touring presentation. Sidewall style does not change the tire size itself, but it can strongly influence whether the finished car looks authentically understated or noticeably personalized.

Several brands cover the 1972 Triumph range, but they do so by size rather than across every model. 155R13 comes from Michelin and Dunlop, 560-13 comes from BFGoodrich and Firestone, 185R14 comes from Michelin, Phoenix, and Vredestein, and 185R15 comes from Coker Classic and Michelin. That spread reflects the different missions of the cars, from compact sports models to the touring-focused Stag and the larger TR6 roadster.

Brand choice is worth considering after the size and construction are settled. A GT6 or Spitfire owner comparing Dunlop or Michelin radial offerings is making a different decision than someone choosing among BFGoodrich or Firestone bias-ply whitewalls in 560-13. The same goes for Stag and TR6 owners, where sidewall style and speed rating can influence the final pick just as much as brand heritage or visual preference.

Rim width depends on the specific size. For 1972 Triumph applications, 560-13 fits rims from 3.50 to 4.50 inches depending on the product, 155R13 fits 4.00 to 5.50 inches where rim width is specified, 185R14 fits 4.00 to 6.50 inches, and 185R15 fits 4.5 to 6.50 inches. Those ranges matter because Triumph owners often encounter replacement wheels, repainted originals, or decades-old wheel swaps during restoration and maintenance.

Use the actual wheel on the car as the final checkpoint, not the assumption that every 13-inch, 14-inch, or 15-inch wheel is automatically suitable. A tire can share the correct diameter yet still want a different rim width range than the wheel you have. If your car carries aftermarket wheels or a non-original steel wheel, measure the width before choosing between the GT6 and Spitfire radial and bias-ply options or before selecting among the wider Stag and TR6 radial offerings.

Tube requirements vary by size and by product. The Michelin 155R13, Michelin 185R14, and Michelin 185R15 products are marked tubeless, while other products in those same size families are not all described the same way. The 560-13 bias-ply options also do not share one uniform tube marking across every product description. Because of that, 1972 Triumph owners should treat tube use as a product-by-product and wheel-by-wheel question rather than a blanket rule for the entire make.

The wheel itself matters just as much as the tire. Original wheel condition, bead-seat design, and whether the wheel has been restored or replaced can all influence whether tube-type or tubeless service is appropriate. Check the sidewall marking on the exact tire you plan to use, then match that to the wheel's condition and intended service. If there is any doubt on an older British wheel, a marque specialist or experienced restoration shop is the right final source before mounting.

A 1972 Triumph should be stored in a cool, dry, dark space away from direct sunlight, electric motors, battery chargers, welders, and other ozone-producing equipment. Clean tires last better when road grime, tire dressings, and moisture are kept under control. Bias-ply tires such as 560-13 can be more prone to flat-spotting during long static periods, while older-style sidewalls of any construction dislike prolonged heat and ozone exposure.

If the car sits for extended stretches, move it periodically to change the contact patch or support it in a way that reduces long-term load on the tires, following safe shop practices. Maintain proper inflation during storage rather than letting the tires rest underinflated. Collector British cars are often light and low-mileage, which can fool owners into thinking tire care matters less; in practice, age and storage conditions often determine service life more than tread wear does.

On a 1972 Triumph, tire age usually matters more than miles driven. A sound rule for collector cars is to begin evaluating tires carefully around five to seven years of service and to treat ten years as a strong replacement point even if tread depth still looks usable. The DOT date code on the sidewall is the first place to confirm age, and visual condition should always be judged alongside it.

That matters because many Triumphs cover limited annual mileage, so they can wear out by time and environment rather than by tread consumption. A lightly driven Spitfire or TR6 with attractive-looking sidewalls may still be riding on hardened rubber or hidden structural aging. If the car is new to you, establish the tire age immediately and make it part of the baseline inspection, especially before touring events, club drives, or sustained highway use.

Tires on a 1972 Triumph should be inspected before every drive and given a more deliberate check before any longer outing. Look for sidewall cracking, weather checking around the tread blocks, uneven wear, cuts, bulges, impact damage, and signs that the tire is losing pressure between drives. If your chosen product is tube-type or used with a tube, valve stems and tube-related air retention deserve extra attention as part of the routine.

A quick walkaround is often enough to catch a problem before it becomes a roadside issue on an older British car. Low annual mileage can hide deterioration because the car may sit far longer than it runs, and tires can age quietly in the garage. Build tire inspection into the same habit as checking fluid levels and electrical function, especially on cars that spend weeks between drives and then return to service for weekend events.

A 1972 Triumph GT6 would have been associated with a 13-inch tire fitment, and bias-ply construction was still part of the era's original-equipment landscape even as radials had become common on many European cars by the early 1970s. Within the GT6 size family, 560-13 represents the traditional bias-ply route, while 155R13 represents the radial route. That makes both sizes relevant to the model, but they speak to different periods and restoration philosophies.

If your goal is strict originality, confirm your car's market and build details through factory literature, marque clubs, and Triumph specialists before settling on construction and sidewall style. Original-equipment brand assumptions are best avoided unless you have surviving evidence tied to your specific car. For many owners, the practical decision comes down to whether the car is being restored to a highly authentic presentation or prepared for more frequent road use with radial behavior in mind.

Correct tire fitment matters on a 1972 Triumph because judges and knowledgeable enthusiasts notice more than just whether the tire physically fits the wheel. Size, construction type, and sidewall style all affect whether the car looks appropriate for its year, market position, and restoration intent. A radial tire on a car judged for strict originality, or a whitewall style that feels out of character for the model, can stand out quickly.

That does not mean every show car needs the same solution, because local events, club standards, and concours judging rules can differ. A carefully restored driver may be accepted with a sympathetic radial choice, while a higher-level authenticity class may expect period-correct construction and sidewall treatment. Before finalizing the car, compare your target event's standards with the exact tire size family your model uses and confirm details with a Triumph club or marque judge.

For the 1972 Triumph TR6, both Michelin XVS and Coker Classic appear in 185R15 radial form, but they differ in presentation and spec detail. Coker Classic offers a redline 185R15 with a 1,355-pound load figure at 35 psi and a 5.00 to 6.50-inch rim width range. Michelin XVS appears in blackwall and narrow whitewall versions, with H-rated 93H tubeless options and a V-rated 93V tubeless option, covering 4.5 to 6.50-inch and 5.00 to 6.50-inch rim widths depending on version.

The practical difference is that the Michelin range gives the TR6 owner a broader spread of sidewall appearance and speed-rating choices, while the Coker Classic redline delivers a very specific visual statement. Neither should be chosen on appearance alone. Confirm the wheel width first, then decide whether your TR6 is being finished as a restrained British roadster, a touring car with a subtle whitewall, or a more assertive period-style build with a redline look.

1972 Triumph tires can be appropriate for highway use when the tire size, construction, age, and condition are all right for the car. The radial options here include H-rated products with a 130 mph ceiling and, in 185R15, a V-rated option with a 149 mph ceiling. Those ratings are well above normal U.S. highway speeds, but tire capability is only part of the equation on an older British sports car or grand tourer.

A Triumph's braking system, suspension condition, alignment, wheel integrity, and overall mechanical state often matter more to real-world highway confidence than the headline speed letter on the tire. Bias-ply 560-13 remains a valid period-style choice for GT6 and Spitfire owners, but it should be driven with the expectations of bias-ply behavior rather than modern performance-tire habits. The safest approach is to match the tire to the car's intended use and keep the entire chassis in sound operating condition.

Inflation pressure on a 1972 Triumph should begin with the vehicle manufacturer's recommendation for the specific model and then be cross-checked against the tire's own maximum load and pressure information where that is supplied. Among these sizes, 560-13 appears with 850 pounds at 30 psi, 185R14 reaches 1,323 pounds at 35 psi on one product and 1,323 pounds at 51 psi on another, and 185R15 reaches 1,355 pounds at 35 psi on one product. Those figures are tire capacity references, not universal vehicle inflation settings.

Do not transfer a pressure number from one Triumph model or tire size to another just because the cars are from the same year. A Spitfire on 560-13, a Stag on 185R14, and a TR6 on 185R15 place different demands on the tire and wheel package. Start with the original handbook or marque guidance for your exact model, then verify that the tire's own sidewall and manufacturer guidance support that use. Pressure should be set cold and rechecked regularly.

Before a longer drive in a 1972 Triumph, inspect all four tires and the spare for cracking, punctures, bulges, uneven wear, and signs of age-related hardening. Confirm cold inflation pressure, verify that valve stems are sound, and pay special attention to air retention if the tire or wheel setup uses tubes. On radial sizes, look for any irregular wear that might point to alignment or suspension issues; on bias-ply 560-13, pay close attention to age, storage effects, and overall casing condition.

Treat the tire check as one part of a broader touring inspection on an older British car. Wheel fasteners, brakes, fluid levels, charging system condition, and cooling-system health deserve the same attention before distance driving. The goal is not just avoiding a flat, but making sure the car is ready for sustained running after periods of intermittent collector use. A Triumph that has spent most of its life on short local drives can reveal deferred issues quickly on a longer route.