Chrysler Imperial Tires

Chrysler Imperial uses 32X6.20 and 650-20 for 1926, 30X6.75 and 700-18 for 1929, 750-17 for 1933-1934, 650-16 and 750-16 for 1937-1938, 700-16 and 750-16 for 1939, 890-15 and 820-15 for 1951, 820-15 for 1954-1956, 205/75R15 for 1981-1983, and 195/75R14 for 1990-1993. The associated rim diameters across those sizes are 20, 18, 17, 16, 15, and 14 inches depending on year and application.

That spread means a Chrysler Imperial owner should identify the car by exact year first, then confirm the wheel diameter on the car before narrowing the choice to one of the listed sizes. On the earlier cars, where the sizing conventions are less familiar to modern buyers, checking the wheel itself matters just as much as reading the sidewall.

On a Chrysler Imperial, 32X6.20 is an antique diameter-by-section size used on an early application. The 32 refers to the tire’s approximate overall outside diameter in inches, while 6.20 refers to nominal section width. It does not directly tell you the wheel diameter, which is why this style of size code can be confusing compared with later numeric or metric formats.

A Chrysler Imperial wearing this type of sizing needs careful wheel verification before a replacement tire is chosen, because the tire code alone does not settle the rim question. Owners of early luxury cars from the 1920s should also compare the wheel and any surviving factory or restoration records, since the difference between similar-looking early sizes can materially affect stance and fit.

Chrysler Imperial applications here span several wheel diameters across the years covered: 20-inch in 1926, 18-inch in 1929, 17-inch in 1933-1934, 16-inch in 1937-1939, 15-inch in 1951 and 1954-1956 as well as 1981-1983, and 14-inch in 1990-1993. Early diameter-by-section sizes such as 32X6.20 and 30X6.75 do not place the rim diameter plainly in the code, so the wheel cannot be identified from that first number alone.

The practical takeaway is simple: always measure or verify the actual Chrysler Imperial wheel before selecting a tire, especially on pre-war cars and on any restored vehicle with swapped wheels. A wrong rim-diameter assumption is the fastest way to choose an otherwise correct-looking tire that will not fit the car.

Most early and mid-century Chrysler Imperial sizes listed here are bias-ply applications, including the 1920s, 1930s, and 1950s sizes, and tube-type fitment is appropriate for those bias-ply tire formats. The later 205/75R15 and 195/75R14 sizes are radial applications and are a different construction era entirely. Tube use follows the tire and wheel design, not simply the Chrysler Imperial nameplate.

If your Chrysler Imperial uses one of the antique or numeric bias-ply sizes, treat tube fitment as part of the tire decision rather than an afterthought. On collector cars, tube condition, flap condition where applicable, and wheel integrity all matter together, so the wheel should be clean and correctly prepared before the new tire is mounted.

The correct Chrysler Imperial tire size is confirmed by matching the exact production year to the listed sizes and then checking the wheel diameter actually on the car. That matters because some years show more than one size, including 1926, 1929, 1937, 1938, 1939, and 1951. The Imperial also crosses several tire eras, so an early pre-war size code and a later radial size code should never be treated as interchangeable just because both belong to an Imperial.

A careful owner should compare the year listing, inspect the sidewall on any existing tire if present, and verify the wheel diameter directly on the car. On restored or long-owned cars, do not assume the current wheels are original, since later substitutions can easily place a Chrysler Imperial on a different rim diameter than the one its year alone might suggest.

Chrysler Imperial tires are available in several sidewall styles across the listed sizes, including blackwall, narrow whitewall, wide whitewall, double-whitewall, goldline, and redline. The earlier pre-war sizes are heavily represented by blackwall and wide or double whitewall bias-ply offerings, while the later radial sizes add narrower whitewalls plus specialty appearance lines such as goldline and redline.

Sidewall style should be chosen to suit the era and the restoration goal of the specific Chrysler Imperial. A formal pre-war or 1950s luxury presentation often benefits from an era-appropriate whitewall treatment, while later 1980s and 1990s cars generally call for the more restrained whitewall widths associated with radial-era luxury cars.

Chrysler Imperial tire options here come from a broad group of brands, including Firestone, Denman, Deka, Lester, Excelsior, STA, BFGoodrich, Tornel, Coker Classic, Garfield, Goodyear, Avon, US Royal, Universal Vintage Tire, American Classic, Maxxis, and Travelstar. The available brand mix changes by size, so a pre-war Chrysler Imperial does not draw from the same catalog as a 1980s or 1990s radial application.

Brand choice on a Chrysler Imperial usually comes down to the era you are restoring, the sidewall look you want, and whether the car needs passenger-car styling or a more utilitarian truck-style tread within a shared size. It is worth comparing the exact tire series within each size, since appearance and intended character can vary substantially even when the nominal dimensions match.

Chrysler Imperial offerings here span several distinct tire series families, including Firestone Classic Bias Ply, Firestone Balloon, Silvertown Classic Bias Ply, Coker Classic Bias Ply, Lester Classic Bias Ply, Deluxe All-Weather, US Royal Classic Bias Ply, Universal Classic Bias Ply, Silvertown Radial, American Classic Radial, Coker Classic Radial, Star Series, Tornel Classic, and a number of truck or military series such as Transport, Transport Highway, Super Transport, and Classic Military. Those names reflect different eras, tread styles, and construction approaches rather than one universal Imperial tire.

For a Chrysler Imperial owner, the key distinction is whether the car belongs in an early balloon-era, classic bias-ply luxury, or later radial period. Once the correct size is established, the tire series helps refine authenticity and appearance, especially on cars where the sidewall treatment and tread character are part of the finished restoration.

A stored Chrysler Imperial should be kept in a cool, dry, dark space away from direct sunlight, ozone sources, and standing moisture. Tires age more gracefully when the car is parked on a clean surface and the inflation pressure is kept appropriate for the tire’s intended use. On pre-war and early postwar Chryslers, extended static loading can be especially hard on old-style carcass construction.

If a Chrysler Imperial will sit for long periods, move it occasionally to avoid flat spotting and inspect the tires for sidewall stress before the next drive. Many collectors also use jack stands or tire cradles during long-term storage, but the suspension and chassis should be supported correctly rather than leaving the car hanging in a way that creates other problems.

Tires on a Chrysler Imperial should be inspected before each drive and more thoroughly at regular intervals during the season, even if the car covers very few miles. Collector-car tires often age out long before they wear out, and visual checks should include cracking, weathering, tread separation signs, valve condition, and irregular shape. Earlier bias-ply applications deserve especially close attention because age and storage history affect them significantly.

A practical routine is to inspect the tires on a Chrysler Imperial every time the car leaves the garage, then perform a more complete review at least several times a year with the wheels turned for full sidewall visibility. Any vibration, pull, or change in ride quality should prompt immediate reinspection, since low annual mileage can mask developing problems.

A Chrysler Imperial tire should be replaced when age, cracking, hardening, deformation, or structural concerns appear, even if the tread still looks usable. Collector tires are often retired for age and condition rather than mileage, and that is particularly true on pre-war bias-ply sizes. If a Chrysler Imperial is fitted with any old unused tire from an earlier production period, its age and condition matter more than the remaining tread depth.

The practical standard is to treat visible deterioration or uncertain age as a reason for immediate evaluation and likely replacement on a Chrysler Imperial that will be driven. A low-mile collector car can lull owners into keeping tires too long, so specialist inspection is wise whenever the tire’s service history is unclear or the car is returning to the road after a long hibernation.

Original Chrysler Imperial tire fitment depends heavily on year because the covered applications span very different eras. The available series here include early-style balloon and classic bias-ply offerings for the pre-war cars, numeric bias-ply sizes for the 1950s cars, and radial formats for the 1980s and 1990s Imperials. There is no single original Chrysler Imperial tire specification that applies across the whole range.

For restoration work, the right approach is to establish the exact year first, then match the size and era-correct construction style to that car. A Chrysler Imperial being judged for authenticity should also be checked against marque references and period photography, because sidewall treatment and tire family can noticeably affect the correctness of the finished presentation.

Correct tire fitment can absolutely affect how a Chrysler Imperial is perceived in restoration circles, especially when the car is shown, judged, or presented as a historically faithful example. The visible elements matter: the right size, the right rim diameter, the right construction era, and an appropriate sidewall style. A mismatch in any of those can make an otherwise strong restoration look visually out of period.

That does not mean every Chrysler Imperial must wear the rarest or most formal-looking option, but it does mean the tire should support the story of the car. Owners pursuing high-level authenticity usually benefit from comparing period imagery, club guidance, and wheel specifications before deciding whether a blackwall, whitewall, bias-ply, or later radial look is most appropriate.

The correct sidewall style for a Chrysler Imperial restoration depends on the year and the character of the car being restored. Available styles here include blackwall, wide whitewall, double-whitewall, and narrow whitewall, with later radial-era options also extending to goldline and redline in some sizes. Earlier luxury Imperials commonly suit blackwall or whitewall bias-ply presentations, while later cars lean toward more restrained radial-era whitewall treatments.

A restoration-grade Chrysler Imperial should use sidewall styling that matches the visual language of its period rather than simply the most decorative option available. If the car is being restored for judging, compare the selected sidewall width and construction style to period references so the tire complements the body, wheel covers, and stance the way the car was meant to be seen.

A Chrysler Imperial can be driven on public roads when the tire size, construction type, wheel condition, and overall mechanical condition of the car are all appropriate for the intended use. That answer varies by era: a 1950s or 1980s Imperial prepared correctly is a different road proposition than a late-1920s or 1930s luxury car on period-style bias-ply tires. Tire condition matters at least as much as nominal size.

The sensible approach is to match your expectations to the era of the Chrysler Imperial you own. Earlier cars should be driven conservatively and checked carefully before each outing, while later cars on proper radial tires can be used more practically so long as the suspension, brakes, steering, and wheel hardware are equally sound.

Before driving a Chrysler Imperial, inspect inflation, sidewalls, tread condition, valve stems, and any sign of tire age cracking or deformation. Also confirm wheel security, steering response, brake operation, and that the tires installed actually match the car’s wheel diameter and intended fitment. On older Imperials, even a correct-looking tire is only one part of the readiness checklist.

A short pre-drive walkaround can prevent most tire-related surprises on a Chrysler Imperial. If the car has been sitting, drive only after the tires have been visually checked on both sidewalls and the car has been assessed for flat spots, leaks, and any age-related deterioration that can appear after long storage.

Appropriate speed for a Chrysler Imperial on original-type tires depends on the era of the car and the construction fitted to it. Pre-war bias-ply cars should be driven at conservative touring speeds consistent with their age, while later Imperials on modern radial replacements can generally be used in a more normal traffic pattern if the car is mechanically healthy. No vintage luxury car should be pushed hard simply because the engine is capable of it.

The practical rule is to let the oldest component set the pace on a Chrysler Imperial, and that usually means tires, brakes, and steering rather than horsepower. Smooth acceleration, moderate speed, and generous following distance are especially important on earlier cars, while later radial-equipped Imperials still benefit from a measured approach that respects age and chassis condition.