Graham Custom Tires

Graham Custom fitments in this range are 31X6.20 and 650-19 for 1930, 650-18 for 1931, and 700-16 for 1935. The 650-19 size uses a 19-inch rim, 650-18 uses an 18-inch rim, and 700-16 uses a 16-inch rim. The 31X6.20 code is an older diameter-by-section size, so its leading number is the outside diameter of the tire rather than the wheel size.

That means a year match alone is not always enough, especially on a 1930 Graham Custom where two different fitments appear. Start with the model year, then verify the wheel diameter stamped on the rim or measured directly at the bead seat before choosing a tire. If the car has been restored or modified over time, the actual wheel on the car matters more than assumptions drawn from the model name.

31X6.20 is an antique diameter-by-section size used on a 1930 Graham Custom. The 31 refers to the tire's approximate outside diameter in inches, and 6.20 refers to its nominal section width. Unlike a modern or later numeric code, that first number does not tell you the wheel diameter.

This older format can easily mislead a modern buyer into thinking the car uses a 31-inch wheel, which it does not. The practical step is to confirm the actual rim diameter on the wheel itself before choosing any replacement. Because this is an early-style bias-ply application, tube fitment should also be part of the plan when setting up the tire and wheel assembly.

A 1930 Graham Custom can appear with either 31X6.20 or 650-19 in this range. Those are not interchangeable descriptions of the same fitment; they represent two different tire specifications tied to different wheel and vehicle configurations. One uses antique diameter-by-section notation and the other uses a later numeric bias-ply size tied to a 19-inch rim.

That split means a 1930 Graham Custom owner needs to identify the actual wheel and existing fitment before moving forward. Check the wheel diameter, compare the current tire marking if an older casing is still present, and verify the car against restoration records if available. Treat 1930 as a year that needs confirmation on the car itself, not just a simple year-based selection.

Graham Custom rim diameter changes across the years covered here. The 650-19 fitment uses a 19-inch rim in 1930, the 650-18 fitment uses an 18-inch rim in 1931, and the 700-16 fitment uses a 16-inch rim in 1935. For the 31X6.20 antique-size application, the wheel diameter is not expressed in the size code and must be verified separately on the wheel.

That progression is the single most important fitment detail on this page because a tire can be the right overall type for the era but still be unusable if the rim diameter is wrong. Measure the wheel carefully at the bead seat rather than across the outer lip. On an unrestored or long-stored Graham Custom, that quick check prevents ordering by appearance alone.

A 1930 Graham Custom is the year in this range that needs the closest checking because it can use either 31X6.20 or 650-19. The cleanest way to sort that out is to inspect the wheel diameter, read any surviving size marks on an existing tire, and compare the setup against the car's restoration history. The two sizes reflect different fitment paths rather than simple alternate branding.

Once the wheel diameter is confirmed, the choice becomes much narrower. A 19-inch wheel points toward 650-19, while an early-style setup carrying antique notation needs to be matched carefully to the actual wheel and vehicle configuration. Taking that extra step matters more on a Graham Custom than on many later collector cars because the year alone does not settle the question.

Graham Custom tires in the available product range come in blackwall and wide whitewall sidewall styles. The 650-19, 650-18, and 700-16 offerings all include blackwall choices, and several also include wide whitewall versions. That gives owners room to match either a more restrained appearance or a dressier period presentation depending on the car's restoration direction.

Sidewall style should follow the look you want for the specific Graham Custom rather than being treated as a purely cosmetic afterthought. A formal restoration may call for one appearance, while a touring-oriented car may favor another within period-correct bias-ply construction. Keep the sidewall choice secondary to the fitment basics: the right size and the right rim diameter still come first.

The available Graham Custom tire range includes Firestone, Lester, Excelsior, Avon, BFGoodrich, Tornel, and STA. Not every brand appears in every size, but those names cover the listed 650-19, 650-18, and 700-16 applications. Some are passenger-style bias-ply offerings, while others are specialty military or truck-pattern options in the 700-16 size.

Brand choice on a Graham Custom should come after the fitment is settled, not before. Once size and rim diameter are confirmed, compare the brands by sidewall style, series type, and intended use of the car. A show-focused owner may value appearance and period character first, while a driver may weigh tread style and load specification more heavily within the correct size.

Graham Custom tires are offered across several series, including Firestone Classic Bias Ply, Lester Classic Bias Ply, Firestone Balloon, Comp H, Silvertown Classic Bias Ply, Traction Mileage, Firestone Classic Military, Tornel Classic Truck, and Military NDT. Those names represent different tread patterns and intended roles, ranging from passenger-car bias-ply and balloon-style presentation to military and light-truck style service patterns in 700-16. All of the listed products remain bias-ply construction, but they are not all aimed at the same visual or use-case outcome.

The practical choice depends on how the Graham Custom is being restored or driven. A car built around a passenger-car look will generally point toward the classic bias-ply or balloon families, while a utility or specialty application may align better with truck or military-pattern 700-16 tires. Series selection should support the vehicle's purpose without overriding the basic requirement of matching the correct year and wheel diameter.

A stored Graham Custom should be kept in a cool, dry, dark environment with the tires protected from sunlight, electric motors, ozone sources, and petroleum contamination. Clean floors and stable temperatures help preserve the rubber, especially on collector cars that sit for long periods. Bias-ply tires also benefit from avoiding prolonged point loading in one position.

For longer storage, inflate the tires properly, move the Graham Custom occasionally to change the contact patch, or support the car in a way that reduces sustained weight on the tires while respecting the suspension. Check tube-type assemblies for slow air loss more often than a modern daily driver. Good storage habits matter as much as tread depth on a collector car that covers limited mileage.

Tires on a Graham Custom should be inspected before every drive and more thoroughly at regular seasonal intervals even if the car is rarely used. Look for sidewall cracking, tread separation, flat spotting, valve stem condition, uneven wear, and any change in how the car sits on its tires. Tube-type bias-ply assemblies deserve especially close attention because air loss and casing age may not be obvious at a glance.

A collector car can spend months parked and still develop tire issues unrelated to mileage. Make pressure checks and visual inspection part of the routine each time the Graham Custom leaves the garage, particularly before tours, shows, or longer road miles. If the car feels different in steering or ride, stop and inspect rather than assuming the tire will settle in.

A Graham Custom tire should be replaced when age, cracking, hardening, impact damage, cord exposure, or structural changes appear, even if the tread still looks deep. Collector tires often age out before they wear out because the car is driven infrequently. A casing that looks presentable from a few feet away can still be unsuitable for service after years of heat cycles and storage.

That rule is even more important on an older bias-ply Graham Custom because age-related deterioration can affect ride, stability, and tube retention before obvious tread wear shows up. Any tire of uncertain age should be evaluated carefully during restoration or recommissioning. Replace on condition and age, not mileage alone, and have the whole wheel-and-tire assembly checked when bringing a long-stored car back into use.

Graham Custom appears here with multiple period-appropriate fitment types rather than one universal original tire. The range includes an antique-style 31X6.20 application for 1930, numeric bias-ply sizes 650-19 and 650-18 for early cars, and 700-16 for 1935. Available series include classic bias-ply and balloon-style offerings, which reflects the variety that can exist within early 1930s fitment practice.

For a restoration seeking true factory accuracy, the right answer depends on the exact year and configuration of the Graham Custom being restored. Use surviving wheel information, original literature, and marque-club knowledge to narrow the car to its proper fitment path. The goal is not simply to find a tire that fits the rim, but to match the character and stance the car carried in its own production moment.

Correct tire fitment can absolutely affect how a Graham Custom is judged and how seriously the restoration is taken. Size, sidewall style, overall profile, and period-correct construction all shape the car's stance and visual authenticity. On an early 1930s car, those details are noticeable because wheel and tire proportions are a major part of the finished look.

A Graham Custom restored with the wrong rim diameter, the wrong sidewall treatment, or an obviously mismatched tread style can lose points in formal judging and may also look visually off to experienced enthusiasts. If the car is being prepared for concours or marque events, verify the intended setup before mounting tires. Tire choice is one of the final details that can either complete or undermine an otherwise careful restoration.

Graham Custom tires in the available range come in both blackwall and wide whitewall styles. Either can suit an early 1930s restoration depending on the exact car, its trim level, and the presentation you are aiming for. Blackwalls generally deliver a more restrained period look, while wide whitewalls create a more formal and visually prominent appearance.

The best approach is to match the Graham Custom to period photography, surviving trim details, and the style of restoration being pursued. A touring car, a formal sedan, and a car restored for show may not all want the same sidewall presentation even if they share a tire size. Get the fitment right first, then let the sidewall choice support the car's final character.

A properly fitted, properly maintained bias-ply tire can be suitable for public-road use on a Graham Custom when the whole car is mechanically sound and driven within the limits of its design. These are collector-car tires meant to support an early 1930s automobile, not to turn it into a modern highway car. Steering feel, braking distances, and stability will remain characteristic of the period.

Safe road use starts with more than choosing the right size. Before regular driving, make sure the Graham Custom's wheels, brakes, steering components, bearings, alignment, and tire pressures are all checked carefully. The tire should be viewed as one part of a system, and an early collector car should always be driven with more reserve than a modern vehicle.

Before driving a Graham Custom, check tire pressure, visible sidewall condition, tread condition, valve stems, wheel fasteners, and whether the car sits evenly on all four tires. On a tube-type bias-ply setup, even a modest air loss matters because it can affect handling and the relationship between the tube, flap if used, and casing. Also look for age cracks or signs of the tire shifting on the rim.

A quick pre-drive inspection is especially important on a Graham Custom that is driven only occasionally. Tires that seemed fine at the last outing may have lost pressure or developed visible cracking while parked. Build the habit of checking the whole running gear before any meaningful drive, not just before a long tour.

A Graham Custom on period-style bias-ply tires should be driven at moderate speeds that respect both the car's age and the behavior of its tire construction. Even when the tires are new, the steering response, braking feel, and heat tolerance of an early 1930s setup are very different from a modern radial-equipped car. The right pace is one that leaves a wide safety margin and keeps the car composed.

In practice, that means using the Graham Custom for relaxed secondary-road driving, touring, and event use rather than sustained modern high-speed traffic. Let road conditions, temperature, tire age, and the mechanical condition of the car set the upper limit. If the car feels unsettled, wanders, or reacts strongly to grooves and crosswinds, back down and inspect the setup before continuing.