Published September 17, 2025
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Length: (19:07)
Classic
165HR14 84H SL (MG MGB)
Classic
185/70R13 86V SL (Triumph TR8)
Classic
165HR14 84H SL (MG MGB)
Classic
185/70R13 86V SL (Triumph TR8)
1980 Triumph TR8, 1980 MG MGB
Just like almost any kind of "retro" kit, owning a classic, or vintage, automobile isn't something you (typically) do because of its performance. Advancements in technology have almost always reduced even the latest and greatest of their time to interesting historical curiosities. However, much like hearing the mechanical click of an old television turning on, the static discharge "sizzle" of the tubes, or the crackle of a vinyl needle finding its place in the groove of a familiar record, there's an almost magical quality to tangibly interacting with these pieces of our shared past.
Turning the key, hearing the engine fire up, letting your fingers play over the knobs and buttons of the radio, the A/C (at least, if it was an option), the stitching of the seats, these quiet moments spent appreciating the design of an old car inside-and-out, can feel, even for just a brief time, like leaving behind the noise and complication of life. To exist in a space where the car was freedom, the road an open invitation to the years stretching out before you, full of promise and possibility.
And that's where Classic tires come in. Everyone has a list of personal vehicles we'd like to drive again. Not just of "dream cars", but the everyday vintages of daily life that transport us back in time as easily as they move from one destination to the next... at least, as long as they feel right.
That's one of the often-unaddressed considerations of older vehicles; the way they felt to drive relied on the tires they were fitted with as much as their specific suspensions, steering racks, and the overall engineering of the car. Getting back to that point isn't as simple as just putting on a modern tire in the right size. The way tires are designed to work with a vehicle's suspension geometry, spring rate, damping, all of it is crucial to recapturing that sense of the vehicle feeling "correct." The way it was designed to be.
At least, that's the idea. Naturally, we wanted to know just how much of a difference Classic tires really made (if any) so we needed to make some arrangements to put them to the test. We knew we couldn't use the usual test fleet for this, and reached out to some classic car owners to give these a proper platform to test on and found the call answered by the owners of a 1980 MG MGB and a 1980 Triumph TR8.
A stand-out British Leyland vehicle from a manufacturer with a storied history of stand-out vehicles: the 1980 MGB closed out the model's 18 year run with rubber bumpers, a raised stance, and a U.S. only Limited Edition. It remains the bestselling British sports car of all time, still delivering the simple, open top thrill that made it a classic.
The Triumph TR8 had a relatively short run of production in the car world, from 1978-1981. Designed for British Leyland by Harris Mann (who would interestingly later go on to work for MG Rover on their MG “Z” series), it's the V8 version of the more common TR7. Somewhat appropriately: of the two vehicles we sourced, the TR8 had some minor suspension modifications made to it, giving it a more performance-focused feel.
We'll be looking at 3 candidates per car: the Michelin Classic line, which has a wide variety of both OE and Aftermarket options ranging over a century's worth of vehicle and tire design. Vredestein's Sprint Classic, a bit of a "catch-all classic" design that isn't pinned down to one era or vehicle, but is kind of nebulously "vintage" to work with many different older vehicles. We'll be comparing both against modern touring tires in the right size (or close enough in the Triumph's case) to work. It's a common solution, we've all done the "just whatever fits" at some point, even on non-classic cars, and it's a good benchmark to check the tires against.
Finally, this test will be more focused on the subjective feel of the tires. This is not a competition for speed or braking or how many lateral-Gs they can pull, tires in this category are (for the most part) about preserving the character of a vehicle. We'll still be giving them a run around the track to see how they react to more spirited driving, but not as aggressively as a standard test.
Classic
165HR14 84H SL (MG MGB)
More than just a tire for classic cars, the XAS is a historic classic in its own right: the first tire with an asymmetric tread pattern, it was an innovation that we are still seeing iterated on to this day in modern releases.
The ride quality in size 165HR14 felt surprisingly plush, rounding off small impacts at both low and high speeds while muting tar strips almost completely. Larger bumps translated as a controlled jostle rather than sharp impacts, adding comfort without insulating us too much from the road. Steering did lack strong on-center feel, remaining light through the first degrees of input before weighting up consistently. Inputs were stable, with minimal tramlining or unwanted pull, giving the sense of a more sorted chassis. In tighter corners, the tires loaded heavily and demanded two hands, but in a way that felt reassuring rather than cumbersome.
The XAS felt like what it was on the track: a more touring-focused product with a softer steering response. Front axle traction limits were lower, easier to overstep.
Compared to a modern tire: The modern tire felt firmer and more abrupt. Impacts were choppier and sometimes unsettled the car laterally. Steering showed less of a dead zone and quicker response, but it went numb mid-corner and even resisted unwinding on occasion. On the track, the modern tire felt like it magnified our initial inputs, but died off afterwards, stiffening up and becoming significantly harder to add more. Overall, it was sharper, but more work for a less forgiving experience than the XAS.
Classic
185/70R13 86V SL (Triumph TR8)
The XDX-B was designed for the sports cars of the 70s and 80s, and provided our drivers with an appropriately firm experience during the road ride, but one that made sense for the vehicle.
In size 185/70R13, small impacts were muted, particularly little tar strips and seams that made their presence known without being terribly disruptive. It handled larger hits with composure as well, keeping an assured feeling of control. On the subject of control, the XDX-B had a large dead spot on-and-around center, making low speed maneuvering feel loose, with a significant amount of input needed before a response took place. Also, the lack of self-aligning torque felt unusual, requiring the driver to intentionally return the wheel to center after turning. At higher speeds, it had added composure, was less reactive to impacts, and more responsive, though ultimately still lacking in steering feel.
On track, the XDX-B was an interesting experience. In the slalom, the front would start the transition, and then the rear would suddenly engage, creating a noticeable rotational gain. It felt as if the tire provided less support than the chassis required, though it stayed manageable and never veered into overcompensation either. Kept within its limits the XDX-B was effective enough, but that delayed rear engagement made for an unconventional sense of balance.
Compared to a modern tire: The modern tire was stiffer over all impacts, and felt more disconnected from the road. The steering was quicker off-center, but on the inverse to the XDX-B, became heavier and less-to-nonresponsive the more input it received.
Classic
165HR14 84H SL (MG MGB)
On the MGB, the Sprint Classic delivered a firmer ride that transmitted more of the road's surface into the cabin. Small and large bumps alike felt comparatively sharper, and impacts with steering input tended to jolt the wheel. Steering effort built earlier and remained heavier throughout the range. The response was quicker, with the front end moving sooner from smaller inputs, though a mild dead zone still existed. Consequently, the handling felt deliberate and precise, with a weightier character that emphasized control over ease.
When driven on the track, the Sprint Classic felt much more alive, more responsive, more capable - there was rear end engagement, it felt awake in the slalom. Cornering force built sooner with less input. It wasn't the kind of driving that would translate to (or be noticed in) a sedate cruise, but for those drivers looking to push their classics a little harder, there was more performance to dial in.
Compared to a modern tire: The modern tire had stiffer character, delivering a harsher impact over bumps and the occasional sideways jolt through the chassis. Steering felt more immediate off-center, but it lost its feedback once loaded mid-corner and even held on too long when it was time to unwind. It had a similar character on the track - and its leaden steering only exacerbated its understeer around the skid pad.
Classic
185/70R13 86V SL (Triumph TR8)
As mentioned in the intro, the Sprint Classic is designed to be a kind of "in-between", a modern tire with classic looks and performance. In practice, we found the overall ride quality to be similar to its classic competitor, though lower speed impacts were more pronounced and distinct, both tires found their stride as speed increased. The steering was a big differentiator between the two however, with less of a dead spot on the Sprint Classic - it responded sooner, built up effort appropriately, and felt natural to drive.
Taking the Sprint Classic around the track, the reactive steering feel helped, and it felt slightly more balanced, slightly less eager to rotate, but not enough to make a significant difference compared to its main competitor here. It felt like grip was down a little bit as well. In spite of the improvements in steering, it was a surprisingly similar experience to the Michelin.
Compared to a modern tire: Steering response may have been slightly quicker just off-center compared to the Sprint Classic, but the modern tire lacked stability and composure, with frequent bump-steer over uneven sections. The modern tire transmitted more harshness across all impacts and felt noticeably less connected to the road surface.
One of the most interesting takeaways from this whole experience was less about the individual performance of any of the tires, but how significantly each of the Classic options changed the character of the vehicle, particularly compared to modern options. On both vehicles, owing perhaps to changes in vehicles themselves over the years, we found the modern tires to be stiffer than either classic option, which was less than ideal.
Michelin's XAS in particular was, while not quite "hand-in-glove" perfect, the most comfortable, natural-feeling fit for the MGB. It delivered on the promise of an idyllic drive through the country, that sense of "coming home" for the vehicle. It's an intangible, subjective quality, but that's a large part of what these tires are meant to deliver, meant to evoke. Vredestein's Sprint Classic was a good fit on either vehicle, and struck a good balance between offering more modern-feeling steering and capability that still felt appropriate on both the MG and the Triumph. It felt more at home being pushed on the track as well, though it would be an exaggeration to call it a true "performance" product. The XDX-B was less so when paired with the lightly-modified Triumph, and the lack of self-aligning return-to-center was noticeably strange comparatively.
Finally, while the modern tire options weren't the most comfortable, or the most natural-feeling, it's worth noting that they weren't terrible choices. Not ideal, certainly, but if you're purchasing an older vehicle that's sitting on a set of ancient, unserviceable tires, or just beginning a restoration, a set of "whatever fits" isn't a life-altering, experience-ruining decision for the short term.
We all want to carve out a bit of peace and comfort in our lives. To embrace the moments that matter. To paraphrase a trite piece of old wisdom "to stop and smell the seat leather" (or fumes, depending on the car.) Classic Tires are that satisfying "missing piece" of the puzzle, slotting in to finally complete the picture, and while there are approximations that can get close, one of the things we found was that there's no substitute for the genuine article.
Ready for a new set of Classic Tires? Find the right tires for you at Tire Rack, with free shipping to over 10,000 Recommended Installer tire shops.
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