Hudson Super Tires

Hudson Super uses five tire sizes across the years represented here. The 1926 Hudson Super uses 33X6.00 or 600-21, with 600-21 fitting a 21-inch rim. The 1927 and 1928 Hudson Super use 31X6.00 or 600-19, with 600-19 fitting a 19-inch rim. The 1946 and 1947 Hudson Super use 600-16, which fits a 16-inch rim.

Those size changes mean year alone is only the first step. Early Hudson Super cars can involve either antique diameter-by-section sizing or a numeric bias-ply size, while the postwar cars move to a smaller 16-inch wheel package. Start with the year, then verify the wheel diameter stamped on the rim or measured at the bead seat before choosing a tire.

On a Hudson Super, 33X6.00 is an antique diameter-by-section size. The first number, 33, is the tire's approximate outside diameter in inches, not the wheel diameter. The second number, 6.00, is the nominal section width. That makes it different from a modern or later numeric size, where the final number usually states the rim diameter directly.

That distinction matters because a buyer can easily mistake 33 for a wheel size when it is actually the overall tire height. On an early Hudson Super, always identify whether the car is set up for antique sizing or for a numeric size such as 600-21 or 600-19. Matching only the visual height of the tire without confirming the wheel can lead to an incorrect fit.

Hudson Super uses more than one rim diameter across the years shown here. The numeric prewar size 600-21 uses a 21-inch rim in 1926, the later prewar size 600-19 uses a 19-inch rim in 1927 and 1928, and the postwar 600-16 uses a 16-inch rim in 1946 and 1947. Antique sizes such as 33X6.00 and 31X6.00 do not state the wheel diameter in the size code itself.

Because the Hudson Super spans several distinct wheel eras, rim diameter is the most important fitment check to make first. Measure the wheel correctly at the bead seat or confirm it from the wheel markings, then work backward to the proper tire size for the car's year. That approach is more reliable than relying on old sidewall markings alone.

Every Hudson Super product in this group is bias-ply, and the listed early formats and numeric sizes are tube-type style fitments. The numeric bias-ply sizes 600-21, 600-19, and 600-16 should be treated as requiring tubes. The same conservative approach applies to the antique-format 33X6.00 and 31X6.00 applications as well.

Inner tubes are part of the fitment system on collector cars like Hudson Super, not an optional afterthought. Tube selection should match the tire size and rim diameter, and the rim should be in sound condition with the correct band or flap where required. If the car has older wheels of uncertain condition, inspect them closely before fitting fresh tires and tubes.

A 1926 Hudson Super can use either 33X6.00 or 600-21, so the correct choice depends on the wheel and the tire system fitted to the car. The key distinction is that 600-21 is a numeric bias-ply size for a 21-inch rim, while 33X6.00 is an antique diameter-by-section size whose wheel diameter is not stated in the code. Both belong to the same model year but not to the same wheel identification method.

Begin by checking the wheel diameter directly and then compare the existing setup with original restoration records, old tire markings, or a trusted Hudson specialist. If the car has been restored before, do not assume the current tires are automatically correct for the wheel. Confirming the wheel first will narrow the choice quickly and help you avoid ordering the right-looking but wrong-fitting size.

Hudson Super tire options in the listed sizes include blackwall, wide whitewall, and double-whitewall depending on the size and product family. The 600-21 offerings include blackwall and wide whitewall. The 600-19 listing includes a wide whitewall option. The 600-16 size has the broadest selection, with blackwall, wide whitewall, and double-whitewall styles represented.

Sidewall choice affects how a restored Hudson Super presents visually even when the size is correct. For a preservation-minded car, compare the sidewall style to period photos, surviving original examples, and the character of the specific build. A broad whitewall can give a distinctly different look from a blackwall, especially on the postwar 1946-1947 cars where styling details are more visually integrated.

Hudson Super tire offerings here come from BFGoodrich, Lester, Coker Classic, Avon, Firestone, Ford Script, Excelsior, Goodyear, STA, and Camac. Brand availability depends on size, with the early 600-21 and 600-19 fitments having fewer choices than the postwar 600-16 size. The 600-16 group also spans multiple specialty series, including passenger-car, military-style, and vintage-pattern designs.

Brand choice on a Hudson Super is usually a balance between the year-correct look you want and the specific tread or sidewall style available in the correct size. Once the tire size and wheel diameter are settled, compare the available brands by sidewall appearance, tread character, and how closely the series suits the period of the car. That approach keeps aesthetics secondary to fitment rather than the other way around.

Hudson Super offerings span several series families, including Lester Classic Bias Ply, Silvertown Classic Bias Ply, Coker Classic Bias Ply, Firestone Classic Bias Ply, Excelsior Bias Ply, Turbospeed Mk4, Tourist Crossply, Deluxe All-Weather, Military NDT, Firestone Classic Military, Firestone Classic Truck, NATO CJ110, Ford Script, and Traction Mileage. All of them are bias-ply constructions, but they differ in visual style, tread intent, and the type of collector use they suggest. Some are traditional passenger-car patterns, while others are military or truck-oriented patterns built around the same 600-16 size.

That matters most on the 1946-1947 Hudson Super, where the same nominal size can produce very different results depending on the series chosen. A classic passenger-car pattern will suit a standard road car restoration, while a military NDT or truck-style tread creates a more utilitarian look and feel. Select the series that matches the car's intended appearance and use rather than choosing solely by size.

A Hudson Super should be stored in a cool, dry, dark space with clean tires, properly inflated to the operating pressure used for the fitted tire, and protected from sunlight, ozone, and petroleum contamination. Long-term exposure to electric motors, heaters, solvents, and damp concrete can shorten tire life. Collector cars that sit for extended periods benefit from reduced load on the tires when practical.

If a Hudson Super is stored for months at a time, move it periodically or support the vehicle so the same section of the sidewall is not carrying weight continuously. Bias-ply tires are especially prone to flat spotting during idle periods. Good storage habits preserve both appearance and drivability, which matters on a vintage car that may only see occasional touring, show, or parade use.

Tires on a Hudson Super should be inspected before every drive and more thoroughly several times during the year, even if the car sees very limited mileage. Look for cracking, weathering, sidewall bulges, tread separation, punctures, uneven wear, and any sign that the tube or rim may be affecting the casing. On older collector cars, valve stems and rim condition deserve the same attention as the tire itself.

A short pre-drive inspection is one of the best habits an owner can develop because old cars often spend more time parked than driven. Bias-ply tires can age out long before they wear out, and a car stored indoors can still develop tire issues. Regular checks also help you catch incorrect inflation or wheel problems before they affect handling on the road.

Hudson Super tires should be replaced when age, cracking, hardening, separation, impact damage, persistent vibration, or visible structural deterioration appears, even if the tread still looks deep. Tread depth alone is a poor guide on a collector car because low annual mileage often leaves old tires looking deceptively usable. Any tire of uncertain age should be judged conservatively.

The practical rule for a Hudson Super is to think in terms of condition and age rather than miles traveled. A tire that has spent years carrying the car in storage may no longer be trustworthy even if it has scarcely been driven. Replacement is especially important before touring use, sustained road speeds, or carrying passengers, when the consequences of casing failure become much more serious.

Hudson Super original-style fitment depends on year because the sizes changed across the production span represented here. The late-1920s cars are associated with 33X6.00 or 600-21 in 1926 and 31X6.00 or 600-19 in 1927-1928, while the postwar 1946-1947 Hudson Super uses 600-16. The available product families are all vintage-style bias-ply offerings, but they represent more than one series and visual treatment.

For a restoration, the right answer is the tire size and appearance that matches the exact year and wheel package on the car rather than a single Hudson Super rule for every era. If the goal is authenticity, compare the car against marque literature, surviving photographs, and judging standards. That process is especially important on the 1926-1928 cars, where more than one size convention appears within a short span.

Correct tire fitment can materially affect how a Hudson Super is viewed in restoration judging and by knowledgeable buyers. Size, sidewall style, tread character, and overall stance all influence whether the car reads as period-correct for its year. A Hudson Super on the wrong wheel diameter or an obviously mismatched tire style can alter the car's proportions even before a judge looks closely.

That does not mean every owner must chase the same finish level, but it does mean the tire should support the car's restoration goal. A touring driver may prioritize durability and road manners, while a concours-minded owner may weigh period appearance more heavily. Marque clubs and Hudson specialists are the best references when the aim is to maximize authenticity and presentation.

Hudson Super restoration choices here include blackwall, wide whitewall, and, in 600-16, double-whitewall. All three are represented within the available size range, but the correct style depends on the year of the car and the kind of restoration being pursued. The later 1946-1947 Hudson Super, in particular, has enough 600-16 variety to shift the car's visual character noticeably through sidewall selection alone.

For an authenticity-focused Hudson Super restoration, choose the sidewall treatment that matches the period image you want the car to project. Blackwalls tend to give a more restrained or utilitarian appearance, while wide whitewalls and double-whitewalls create a dressier presentation. Study period photos of comparable cars and align the sidewall choice with trim level, wheel covers, and overall restoration theme.

Properly matched new bias-ply tires can be suitable for public-road use on a Hudson Super when the size, wheel diameter, tube setup, and vehicle condition are all correct. Safety is not determined by the tire alone; the wheel, brakes, steering, suspension, and alignment all have to be in sound order as well. That is especially important on cars spanning both prewar and postwar engineering like Hudson Super.

The practical takeaway is to treat tire selection as one part of a complete roadworthiness check. A 1946-1947 Hudson Super in good mechanical order can be used more normally than a late-1920s example, but both still require conservative expectations compared with modern cars. Fresh, correctly fitted tires help, yet they do not cancel out the need for careful inspection and realistic speeds.

Before driving a Hudson Super, inspect tire pressure, visible sidewall condition, tread condition, valve stems, wheel security, and any signs of rubbing or tube-related air loss. Confirm that all four tires match the intended size for the car's wheel diameter and that the spare is also usable. On older bias-ply fitments, small defects matter because the tire may see long periods of storage between outings.

A short walk-around before every drive is the simplest way to avoid preventable problems. If the Hudson Super has recently come out of storage, add a more thorough inspection that includes checking for flat spotting, age cracking, and any vibration on the first low-speed miles. Keeping the first part of every outing gentle gives the tires time to warm and reveals issues before they become serious.

A Hudson Super on period-style bias-ply tires should be driven at moderate, mechanically sympathetic speeds appropriate to its year, condition, and the roads being used. The late-1920s cars and the 1946-1947 cars do not share the same road manners, but neither should be treated like a modern car on modern radial tires. Stability, braking distance, and steering response will all reflect the tire construction and the vehicle's era.

In practical use, keep speeds comfortably within the car's handling and braking capability rather than aiming for modern traffic pace. Bias-ply tires reward smooth inputs and extra stopping distance, especially on crowned or grooved pavement. If the Hudson Super is newly restored or newly fitted with tires, build speed gradually over several drives while watching for heat, vibration, or wandering that suggests further chassis attention is needed.