Kissel 70 Tires

The Kissel 70 uses two tire sizes in the 1928 model year: 30X6.00 and 6.00-18. The 30X6.00 size corresponds to a 20-inch rim, while 6.00-18 fits an 18-inch rim. Both belong to bias-ply style fitments associated with late-1920s collector cars, but they are not interchangeable because the wheel diameters are different.

The practical takeaway is that year alone is not enough to choose a tire for a Kissel 70. Measure the wheel, check any surviving markings on the rim, and compare the current setup to restoration records or marque references so you can match the tire to the actual wheel diameter on the car.

On a Kissel 70, 30X6.00 is an antique diameter-by-section size. The 30 refers to the tire's approximate outside diameter in inches, not the wheel diameter, and 6.00 is the nominal section width. For the Kissel 70 listings using this size, the matching wheel diameter is 20 inches.

That difference matters because a buyer can easily mistake the leading number for the rim size and end up with the wrong tire. When a Kissel 70 carries 30X6.00, treat the size code and the rim measurement as separate checks, then confirm the wheel itself before moving ahead with a period-correct replacement.

The Kissel 70 uses two rim diameters within the 1928 listings: 20 inches with 30X6.00 tires and 18 inches with 6.00-18 tires. The earlier-style 30X6.00 code does not state the rim diameter directly in the way a modern buyer might expect, while 6.00-18 does. That makes wheel measurement especially important on cars that have been restored or altered over time.

A simple tape-measure check across the bead-seat area, along with any stamped wheel markings, can save a costly mismatch. If a Kissel 70 has replacement wheels, mixed components, or a long restoration history, use the wheel diameter as the deciding fact rather than relying on assumptions about model year alone.

Kissel 70 fitments in these sizes should be treated as tube-type applications. The listed sizes are antique-format and numeric bias-ply styles associated with period wheel constructions rather than modern tubeless passenger-car fitments. That means 30X6.00 and 6.00-18 should both be matched with the proper tube and rim preparation for collector-car service.

Using the correct tube matters for air retention, bead seating, and overall serviceability on a low-use vintage automobile. When fitting a Kissel 70, inspect the rim carefully for rust, pitting, or spoke-end issues if applicable, because even a correct new tire will only perform properly when mounted on a sound, properly prepared wheel.

To confirm the right tire size for a 1928 Kissel 70, start with the wheel diameter actually fitted to the car. A 20-inch wheel points to 30X6.00, while an 18-inch wheel points to 6.00-18. Since both sizes appear in the same model year, the car's present wheel equipment is the key fitment fact.

After measuring the wheels, compare what you find against any period manuals, restoration notes, or marque-club references tied to your specific car. That extra check is worthwhile on a Kissel 70 because nearly a century of repairs, wheel swaps, and restoration decisions can leave a surviving car different from what a buyer expects from the year alone.

Made-to-order means a Kissel 70 tire is produced as a specialty collector-vehicle item rather than treated like a routine modern replacement. That status usually applies to niche vintage sizes where authenticity, construction style, and correct dimensions matter more than mass-market turnover. It is a product characteristic commonly associated with hard-to-find antique and pre-war fitments.

For a Kissel 70 owner, that matters mainly because specialty production calls for extra care in confirming the exact size, wheel diameter, and intended use before settling on a tire. On a transitional late-1920s car with two possible fitments in one year, getting those basics right is more important than treating the tire like a generic modern replacement.

The Kissel 70 listings show two fitment approaches rather than a long list of interchangeable tire families: an antique diameter-by-section size, 30X6.00, and a later numeric size, 6.00-18. Both point to bias-ply era fitments, but they represent different sizing conventions and different wheel diameters. The real difference for the buyer is not cosmetic; it is whether the car uses the 20-inch or 18-inch wheel setup.

That means the most useful comparison is between fitment systems, not just tread appearance or brand preference. A Kissel 70 owner should first identify the wheel diameter and only then compare tire construction style, appearance, and restoration goals within the correct size category.

A Kissel 70 should be stored clean, dry, and out of direct sunlight, with the tires protected from ozone sources such as electric motors, welders, or battery chargers. Correct inflation matters even during storage, because underinflation can distort the casing and overinflation can add stress to an older-style bias-ply collector tire. If the car will sit for extended periods, keeping weight off the tires can also help reduce flat-spotting.

Move the Kissel 70 occasionally or rotate its position if it remains on the ground for long stretches. Storage habits have an outsized effect on low-mileage vintage tires, especially on a late-1920s car that may see more show and tour use than regular road miles.

Tires on a Kissel 70 should be inspected before every drive and given a more thorough review at regular intervals during the season. Look for cracking, tread separation, irregular wear, sidewall cuts, valve-stem issues, and any signs that the tube or rim may be causing trouble. On a collector car, long periods of inactivity can be just as hard on the tire as road use.

A Kissel 70 benefits from consistent, routine checks because a small issue can become a major problem once the car is moving. Include the rim, tube, and mounting hardware in that inspection process so the whole assembly is evaluated rather than the tire alone.

Tires on a Kissel 70 should be replaced when age, cracking, hardening, casing deformation, or service history raises concern, even if the tread still looks deep. Collector-car tires often age out long before they wear out, particularly on vehicles that spend much of their lives parked. Visible tread depth is only one part of the decision.

A Kissel 70 owner should think in terms of condition, age, and intended use rather than waiting for the tread to disappear. If the tire's history is uncertain, or if the car is being prepared for road driving after long storage, a specialist inspection is the prudent next step.

Kissel 70 fitment for 1928 includes both 30X6.00 and 6.00-18, which shows that more than one tire specification was associated with the model in that year. Those two sizes correspond to different sizing conventions and different wheel diameters. That makes the specific car's wheel equipment and period reference material more important than relying on a single blanket answer.

For restoration work, the best approach is to match the tire to the exact configuration being restored, then compare it with period photos, factory literature, and marque-club guidance. On a Kissel 70, authenticity starts with choosing the correct wheel diameter and size system before considering finer cosmetic details.

Correct tire fitment can absolutely affect how a Kissel 70 is viewed in restoration, display, and judging settings. Judges and knowledgeable buyers often look at overall proportion, sidewall character, wheel-to-tire relationship, and whether the size suits the era and configuration of the car. A wrong diameter or obviously mismatched fitment can change the car's stance and historical credibility.

For a Kissel 70, the key authenticity question is whether the car should wear the 20-inch setup associated with 30X6.00 or the 18-inch setup associated with 6.00-18. If the car is being prepared for serious judging, verify that choice through marque-specific references before finalizing the restoration.

A correct sidewall style for a Kissel 70 restoration depends on the exact configuration being restored and the look the owner is trying to recreate within a late-1920s context. On collector cars of this era, sidewall treatment affects the visual character as much as the wheel finish and ride height. The right choice is the one that matches the car's period appearance and restoration standard.

Use period photographs, surviving original examples, and marque expertise to settle the sidewall question once the correct tire size has been identified. On a Kissel 70, getting the size and wheel diameter right comes first, because no sidewall style can make an incorrect fitment look truly authentic.

A properly selected and correctly mounted tire can make a Kissel 70 suitable for careful collector-car road use, but safety depends on far more than the tire alone. Wheel condition, tube condition, brake performance, steering integrity, alignment, and the car's overall mechanical state all matter on a late-1920s automobile. A correct-size tire is only one part of a safe driving package.

Treat a Kissel 70 as a historic car with period limits rather than as a modern highway machine. Shorter trips, conservative speeds, and a thorough pre-drive inspection are sensible habits, especially when the car has seen long storage or recent restoration work.

Before driving a Kissel 70, check tire inflation, sidewall condition, tread condition, valve stems, tube-related air retention, and the general state of each wheel. Also inspect lug security, steering response, brakes, and any signs of rubbing or uneven tire wear. On a car with two possible wheel diameters in the same model year, confirming that all four corners match is also wise.

That pre-drive walkaround helps catch the sort of age-related issues that collector vehicles develop quietly between outings. A Kissel 70 that has sat for weeks or months deserves special attention before it goes back on the road, even for a short local drive.

A Kissel 70 should be driven at moderate, conservative speeds that respect the limitations of a late-1920s chassis and period-style tire construction. Even when the tires are new, the driving environment, mechanical condition, and stopping capability of the car remain very different from a modern vehicle. The sensible standard is to drive within the comfort zone of the whole car, not just the tire.

In practice, that means avoiding sustained high-speed travel and giving the car extra space for braking and steering inputs. A Kissel 70 is best enjoyed as a collector automobile on suitable roads where measured pace, smooth operation, and mechanical sympathy take priority over speed.