Chrysler New Yorker Tires

Chrysler New Yorker used 700-15 for 1941-1942, 820-15 for 1951 and 1953, 800-15 for 1953-1956, 900-14 for 1957-1964, 850-14 for 1961-1964, 855-14 for 1965-1968, 885-14 for 1965-1966, 855-15 for 1969, J78-15 for 1970-1973, L84-15 for 1971-1973, JR78-15 for 1974-1978, LR78-15 for 1974-1977, HR78-15 for 1976-1978, 205/75R15 for 1979-1982, 225/70R15 for 1979-1981, 185/70R14 for 1983-1985, 185/75R14 for 1984 and 1986-1988, 195/75R14 for 1988-1993, and 225/60R16 for 1994-1996. Those sizes span 14-inch, 15-inch, and 16-inch wheel diameters.

The practical step is to match the car by both year and wheel size, not by model name alone. Several Chrysler New Yorker years carry two sizes, and 1976-1977 carry three, so a car that has had wheels changed over the years should be checked at the rim before a tire is chosen.

On a Chrysler New Yorker, 700-15 is a numeric bias-ply size used on 1941 and 1942 models. The 700 indicates a nominal 7.00-inch section width, while the 15 identifies a 15-inch rim diameter. Available products in that size are bias-ply tires, with most passenger-car offerings listed for 5.00 to 5.50-inch rims.

That matters because a modern buyer may assume the code works like a later metric radial, but it does not. A 1941-1942 Chrysler New Yorker should be matched to the correct 15-inch wheel and an era-appropriate construction, especially if the goal is to preserve original ride height, steering feel, and period appearance.

A 1976 Chrysler New Yorker can use HR78-15, JR78-15, or LR78-15, all on 15-inch rims. The split is not a wheel-diameter change that year, but a size spread within the same rim diameter, reflecting different configurations within the New Yorker line. Each of those sizes is an alphanumeric radial-type fitment, but they differ in width class and overall proportions.

The right approach is to inspect the car’s existing wheel and compare the tire size already fitted, if it is known to be correct, with factory literature or marque references. When one year carries multiple 15-inch options, the correct tire depends on the specific configuration rather than the calendar year alone.

Chrysler New Yorker used more than one rim diameter over its production run. Early and many later full-size cars used 15-inch wheels, the model changed to 14-inch fitments in 1957, returned to 15-inch in 1969, kept 15-inch metric-radial sizes through the early 1980s, moved back to 14-inch sizes for 1983-1993, and then used 16-inch wheels from 1994 through 1996.

That wheel-diameter history makes the rim the first thing to confirm on the actual car. Even when two sizes look similar on paper, a 14-inch tire will not fit a 15-inch or 16-inch wheel, so the wheel itself should be treated as the starting point before narrowing down width and profile.

The answer depends on the year and the result you want from the Chrysler New Yorker. Earlier sizes such as 700-15, 820-15, 800-15, 900-14, 850-14, 855-14, 885-14, 855-15, and J78-15 are offered in bias-ply construction, while later sizes such as JR78-15, LR78-15, HR78-15, and the metric sizes are offered in radial form. The available range therefore follows the New Yorker’s own transition from traditional bias-ply fitments to radial-era sizing.

A restorer seeking period-correct appearance and driving character will usually stay with the construction type associated with the car’s original era. A driver-focused owner may prefer radial behavior where a radial size exists for that year, but the choice should still match the wheel diameter and the proper size family for the specific New Yorker.

Yes, radial tires can change how a Chrysler New Yorker feels on the road compared with bias-ply tires. Radials typically deliver a different steering response, more stable tracking, and less of the wandering feel many owners associate with older bias-ply construction. Chrysler New Yorker years that moved into JR78-15, LR78-15, HR78-15, and later metric radials were already in the radial era, so those cars are naturally suited to that construction style.

The important point is to judge the change in the context of the car’s intended use. A concours-minded early New Yorker may feel more authentic on bias-ply tires, while a later highway-driven car may benefit from the road manners of a proper radial in the correct listed size.

Mixing crossply and radial tires on a Chrysler New Yorker is not a good practice. The two constructions flex differently, react differently under braking and cornering, and can upset the way a large, heavy car tracks and responds. That is especially relevant on New Yorker models that sit near the transition years between bias-ply and radial fitments.

A Chrysler New Yorker should be fitted as a complete, matched set in the same construction type and size family. If the car is being updated from an earlier bias-ply setup to a radial-era fitment, the whole set should be changed together and the chosen tire should still match the correct wheel diameter and year range.

A 1965 Chrysler New Yorker can use either 855-14 or 885-14, both on 14-inch rims. The difference is not the wheel diameter but the tire size itself, with 885-14 representing the wider option. That means the year alone is not enough to choose correctly.

The best path is to verify the car’s current wheel and compare the existing tire size, if known to be original-style, against period factory literature, build information, or a Chrysler marque specialist. On split years like 1965, the correct answer comes from the specific car’s configuration rather than a general model listing.

Chrysler New Yorker tire offerings include blackwall, narrow whitewall, wide whitewall, dual-white-stripe, pin-white-stripe, redline, goldline, raised white letter, and raised yellow letter styles. Earlier bias-ply sizes are heavily represented by narrow and wide whitewalls, while later radial sizes add stripe, line, and raised-letter treatments. That variety gives the New Yorker a wide spread of restoration and period-custom visual choices.

The right sidewall depends on the era of the car and the look you want to preserve. Postwar and 1950s New Yorkers generally suit fuller whitewall presentations, while 1970s and later cars may correctly wear narrower whitewalls or other period styling cues that better match the design language of their decade.

Brands represented across Chrysler New Yorker sizes include Firestone, BFGoodrich, STA, US Royal, Universal Vintage Tire, Avon, Coker Classic, Tornel, American Classic, Maxxis, Travelstar, Goodyear, Cooper, Michelin, Dunlop, and Vredestein. Not every brand appears in every size, and the mix changes substantially between early bias-ply applications and later radial sizes. Some sizes also carry multiple tire series within the same brand family.

That broad brand spread means buyers should narrow the choice in stages. First confirm the year-correct size and rim diameter, then decide whether the goal is restoration authenticity, a particular sidewall look, or a later radial driving feel within the sizes listed for the specific Chrysler New Yorker.

Chrysler New Yorker tires are available across many series, including Firestone Classic Bias Ply, Silvertown Classic Bias Ply, US Royal Classic Bias Ply, Universal Classic Bias Ply, Coker Classic Bias Ply, Wide Oval Radial, Silvertown Radial, American Classic Radial, Star Series, Classic Whitewall MA-1, Tornel Classic, UN106, Polysteel, Radial TA, Michelin XWX, Michelin XAS, Sprint Classic, CR6ZZ, and others. Those series reflect different construction eras and styling approaches, from traditional bias-ply tires to radial and bias-look radial products. They also carry different sidewall presentations such as whitewalls, stripes, blackwalls, and raised letters.

For most Chrysler New Yorker owners, the useful comparison is not simply brand against brand but era against era. A 1950s car usually points toward classic bias-ply series, a mid-1970s car may overlap with radial-style offerings, and the later cars belong in metric radial series that match their wheel diameter and profile requirements.

A stored Chrysler New Yorker should be kept in a cool, dry, dark space with the tires protected from direct sunlight, ozone sources, and long periods on damp concrete. Proper inflation matters even when the car is not being driven, because underinflation encourages flat-spotting and sidewall stress. Clean tires and wheels before storage, and keep petroleum products away from the rubber.

For longer storage, move the Chrysler New Yorker occasionally or place it on stands if that suits the restoration plan and suspension setup. Collector cars that sit for months at a time often age their tires by time and environment more than by mileage, so storage habits have a direct effect on tire life.

Tires on a Chrysler New Yorker should be inspected before regular road use and at set intervals even when the car is driven only occasionally. Look for sidewall cracking, tread separation, uneven wear, impact damage, air loss, and signs that an older car has been sitting on one spot too long. On large, heavy cars such as many New Yorker generations, small tire issues can become very noticeable once the car is in motion.

A practical routine is to inspect the tires visually every time the Chrysler New Yorker leaves the garage and to perform a closer check several times per season. If the car sees highway use, long-distance touring, or extended storage between outings, those inspections become even more important.

A Chrysler New Yorker tire should be replaced when age, cracking, hardening, deformation, or structural deterioration appears, even if the tread still looks deep. Collector cars often preserve tread because they are lightly driven, but rubber compounds still age with time. A tire can look presentable and still be unsuitable for service if the casing or sidewall has deteriorated.

That rule is especially important for show cars and intermittent-use New Yorkers, where appearance can hide age-related decline. If a tire has uncertain age or condition, or if an older specialty tire is being evaluated after years of storage, have it examined by a specialist before trusting it for road use.

Original Chrysler New Yorker fitment depends entirely on year. The size range stretches from early numeric bias-ply sizes such as 700-15 through mid-century 800- and 900-series fitments, then into alphanumeric sizes like J78-15 and later metric radials such as 205/75R15, 185/75R14, and 225/60R16. The available series also span classic bias-ply, bias-look radial, and radial families, which reflects how long the New Yorker remained in production.

For a true restoration, the correct answer comes from matching the specific Chrysler New Yorker year and configuration to period specifications, then selecting a tire with the right size, construction, and sidewall presentation. Marque literature and club judging standards are the best references when originality matters more than convenience.

Yes, correct tire fitment can affect both judged authenticity and the overall impression of a Chrysler New Yorker. Size, construction type, wheel diameter, and sidewall treatment all influence whether the car presents as properly restored for its era. A 1950s New Yorker on the wrong profile or a 1970s car on the wrong sidewall style can look noticeably out of period.

The closer the Chrysler New Yorker stays to its proper year-correct tire specification, the stronger its credibility in concours, marque judging, and high-level restoration circles. Owners restoring for value should treat tire choice as part of the car’s visual and historical correctness, not as a finishing detail left to the end.

Chrysler New Yorker restoration sidewall choices include blackwall, narrow whitewall, wide whitewall, dual-white-stripe, pin-white-stripe, redline, goldline, and raised-letter styles depending on size and era. Early postwar and 1950s sizes are strongly represented by wide and narrow whitewalls, while later radial-era sizes introduce thinner stripe treatments and specialty lines. The correct look therefore changes with the decade of the car.

A restoration-grade Chrysler New Yorker should use a sidewall style that matches the period character of its body design and trim level. If the goal is judged authenticity, compare the intended sidewall width or stripe style against period photography, factory literature, and marque-club references before finalizing the tire choice.

A properly sized and properly installed tire can be suitable for public-road use on a Chrysler New Yorker, but safety depends on matching the tire to the correct year, wheel diameter, and construction type, then maintaining it in sound condition. The New Yorker spans heavy full-size luxury cars and later downsized models, so the consequences of using the wrong size or an aged tire are significant. Tire condition matters as much as size.

Before regular road use, the Chrysler New Yorker should be checked as a complete system: tires, wheels, suspension, brakes, and alignment. A collector car that has spent long periods parked should never be judged road-ready by tread depth alone, especially if the tires are many years old.

Before driving a Chrysler New Yorker, check inflation pressure, visible cracking, tread condition, valve stems, wheel condition, and any signs of tire rubbing or uneven wear. On earlier bias-ply applications, verify that the tires are seated correctly and that tube-type service has been handled properly where required. Also confirm that all four tires match in size and construction.

That pre-drive walkaround is especially worthwhile on a Chrysler New Yorker because many examples are hobby cars that sit for long periods and then return to service without much warning. A few minutes in the garage can reveal age, air loss, or mismatch issues before they become steering, braking, or heat-related problems on the road.

Appropriate speed for a Chrysler New Yorker depends on the exact tire fitted, its construction, and its current condition. A bias-ply 1940s or 1950s tire setup should be treated very differently from a later metric radial on a 1980s or 1990s New Yorker, even though both may be correct for their respective cars. The car’s age alone does not set the limit; the tire’s design and health do.

The sensible approach is to drive the Chrysler New Yorker at conservative speeds that respect the tire’s era and condition, especially after long storage or when first returning the car to service. If the car is on older-style bias-ply tires, gradual road use and careful monitoring are far wiser than immediate sustained high-speed cruising.