Packard 1705 Super Tires

Packard 1705 Super uses one listed tire size: 700-16 for 1939. The available products for that size all use a 16-inch rim, and several specify a rim width range of 4.50 to 5.50 inches. Every listed product is a bias-ply tire, though the group includes both classic passenger-car styles and heavier-duty military or truck-pattern alternatives under the same basic size.

That means the main fitment question is not year-to-year size change, but which type of 700-16 best matches the way your Packard 1705 Super is equipped and used. A restored passenger car usually calls for a classic blackwall or wide whitewall bias-ply, while truck or military tread patterns should be chosen only when that specification matches the intended application.

On Packard 1705 Super, 700-16 is a numeric bias-ply size. The 700 indicates a nominal section width of 7.00 inches, and the 16 indicates the wheel diameter in inches. In this listing, the products are all bias-ply constructions built around a 16-inch rim, with several also giving a 4.50 to 5.50 inch approved rim width range.

That size code matters because it tells you both the wheel diameter and the general section width family the tire was designed to fit. When checking a Packard 1705 Super in the garage, confirm the wheel is actually 16 inches and look at the overall tire type as well, since a passenger-car whitewall and a military NDT may share the same basic size but serve very different purposes.

Packard 1705 Super uses a 16-inch rim with the listed 700-16 tires. Several of the available products also specify a recommended rim width range of 4.50 to 5.50 inches, which helps narrow the fitment further when the car still carries original-style wheels. There is no year split here, since the covered production run is 1939 only.

That makes wheel verification straightforward compared with many earlier or longer-running classics. Even so, measure or confirm the wheel stamping on the actual Packard 1705 Super before selecting a tire, especially if the car has had wheels swapped during its life or if it has been converted for touring, storage, or specialty use.

Packard 1705 Super uses only bias-ply 700-16 tires in the available listings, and a tube is required. That follows the construction type and size family offered here, which are traditional collector-vehicle bias-ply products rather than modern tubeless radial designs. The same applies whether you choose a blackwall, a wide whitewall, or one of the heavier-duty 700-16 alternatives.

Tube selection should match both the tire size and the wheel condition, since old wheels can have corrosion, pitting, or surface irregularities that affect serviceability. On a Packard 1705 Super that has been off the road for years, inspect the wheel interior, valve hole, and bead seat carefully before mounting new tires and tubes.

Packard 1705 Super tires are offered here in both blackwall and wide whitewall styles. The wide whitewall options include Lester, Firestone 4.00 Inch Whitewall, and BFGoodrich 4.00 Inch Whitewall, while blackwall choices include Avon, BFGoodrich, Firestone, STA, Tornel, and Firestone military-pattern tires. All are built in the same 700-16 size family.

For restoration-minded owners, sidewall style has a major effect on how a Packard 1705 Super presents. A wide whitewall usually suits a formal prewar luxury look, while blackwalls can be appropriate for a more restrained appearance or for utility-style applications. The right choice depends on the car’s restoration goal, trim presentation, and whether visual authenticity or utilitarian service is the priority.

Packard 1705 Super tire options in 700-16 are available from Lester, Avon, BFGoodrich, Firestone, Tornel, and STA. Those brands cover classic bias-ply passenger designs as well as heavier-duty truck or military-style patterns in the same nominal size. Firestone appears in both standard classic passenger and military-pattern offerings, while BFGoodrich and Lester appear in restoration-oriented styles.

Brand choice on a Packard 1705 Super usually comes down to appearance, intended use, and how closely you want the tread and sidewall character to resemble a period-correct passenger tire. If the car is being restored for show, the visual details may matter most; if it is used in a specialty role, construction emphasis and tread pattern may carry more weight.

Packard 1705 Super listings include several series: Lester Classic Bias Ply, Traction Mileage, Silvertown Classic Bias Ply, Firestone Classic Bias Ply, Firestone Classic Military, Tornel Classic Truck, and Military NDT. The classic bias-ply series are oriented toward period passenger-car fitment and appearance, while the military and truck series use more utilitarian tread concepts in the same 700-16 size. Avon Traction Mileage also stands apart as a blackwall bias-ply offering with its own tread and load specification.

Those differences matter because the same nominal size does not automatically make every tire equally suitable for a Packard 1705 Super restoration. For most collector-car applications, the passenger-car classic bias-ply families are the natural starting point, while military or truck series should be reserved for owners who specifically want that tread style or have a use case that justifies it.

Packard 1705 Super should be stored on a clean, dry surface away from direct sunlight, ozone sources, and extreme temperature swings. Tires last better when the car is kept indoors, the inflation is maintained, and the weight is not allowed to sit in one position for very long. On a prewar bias-ply application, clean storage conditions are especially important because sidewalls and tubes can suffer from long static periods.

If a Packard 1705 Super will sit for months, move it periodically or use methods that reduce flat-spotting and long-term casing stress. Owners should also keep oils, solvents, and battery fumes away from the tires, since collector tires are often driven infrequently and age-related damage can build slowly without being obvious at a glance.

Tires on a Packard 1705 Super should be inspected before every drive and more closely at regular intervals during the season. Look for weathering, sidewall cracking, uneven wear, tube-related air loss, tread separation, and bead issues, all of which matter on a low-use prewar car riding on bias-ply tires. Wheels and valve stems deserve the same attention because they directly affect tire serviceability.

A collector car that only comes out for occasional events can develop problems even when tread wear is minimal. Make inspection part of the routine whenever the Packard 1705 Super is taken out of storage, and include pressure checks, sidewall examination, and a quick look at how the car sits, since an old tube or wheel issue often shows up first as a subtle change in stance.

Packard 1705 Super tires should be replaced when age, cracking, hardening, repeated air loss, impact damage, or structural changes appear, even if the tread still looks deep. Collector-car tires often age out long before they wear out, especially on a prewar car that spends much of its life parked. Any tire that shows bulges, severe checking, or persistent vibration deserves immediate evaluation.

Tread depth alone is a poor guide on a Packard 1705 Super because the car may accumulate very few miles each year. A time-based inspection plan is wiser than a mileage-based one, and replacement decisions should consider tube condition, wheel integrity, and how the car is actually driven. On an infrequently used show car, age can be the deciding factor long before visible wear becomes serious.

Packard 1705 Super is listed here with a single 700-16 size for 1939, and the available products are all bias-ply designs. The group includes classic passenger-car series such as Lester Classic Bias Ply, Silvertown Classic Bias Ply, Firestone Classic Bias Ply, and Avon Traction Mileage, plus military or truck-style alternatives in the same size. That tells you the correct size family and the era-appropriate construction type, but not a single exclusive factory brand choice.

For a Packard 1705 Super restoration, the best approach is to begin with 700-16 bias-ply passenger-car tires and then compare the sidewall style and brand presentation with original paperwork, period photos, and marque-club guidance. That preserves both fitment accuracy and the visual character expected of a high-end prewar Packard.

Correct tire fitment can absolutely affect how a Packard 1705 Super is judged and perceived. Size, construction type, sidewall style, and overall visual appropriateness all influence whether the car looks authentically restored, especially on a prestigious prewar automobile where stance and presentation are part of the car’s identity. A correct 700-16 bias-ply setup generally supports a more convincing restoration than an obviously utility-oriented substitute.

Owners concerned with concours standards or long-term value should treat tires as part of the restoration package, not as an afterthought. Marque clubs, period literature, and original photographs can help determine whether a blackwall or wide whitewall appearance is most suitable for the specific Packard 1705 Super being restored.

Packard 1705 Super tire offerings in this size include both blackwall and wide whitewall styles. Either can be period-appropriate depending on the exact restoration goal, with wide whitewalls often associated with a more formal luxury presentation and blackwalls fitting a more restrained or utilitarian appearance. The important point is that both styles are available in the correct 700-16 bias-ply size family.

A Packard 1705 Super restored for authenticity should have its sidewall style chosen to match the car’s trim level, photo history, and intended judging standard. If the goal is a highly finished prewar presentation, wide whitewalls are often the visual benchmark, while blackwalls can make equal sense on a car being restored to a plainer or more road-use-oriented specification.

A properly selected and properly maintained 700-16 bias-ply tire can be suitable for public-road use on a Packard 1705 Super, provided the tire type matches the car and the whole chassis is mechanically sound. The available options include restoration-style passenger tires as well as military and truck-pattern tires, so safety begins with choosing the correct category rather than assuming every 700-16 behaves the same way.

Before road use, a Packard 1705 Super should be evaluated as a complete prewar automobile, including steering, brakes, wheel condition, and suspension. Even with new tires, the car will still drive like a period machine, so road speeds, cornering expectations, and stopping distances should be approached with that in mind.

Before driving a Packard 1705 Super, check tire pressure, visible sidewall condition, valve stems, tread condition, and whether the tires are seated properly on the 16-inch wheels. Also look for signs of tube leakage, wheel damage, or uneven stance, since bias-ply and tube-type systems can reveal issues through slow pressure loss. On a prewar car, tire inspection should happen alongside a broader mechanical walk-around.

That broader check should include brakes, steering play, wheel-bearing condition, and whether the car has been sitting long enough to develop flat spotting or dry mechanical seals. A Packard 1705 Super that has been stored for extended periods should be driven only after those systems have been reviewed, because tire condition and mechanical condition are closely tied on collector vehicles.

Packard 1705 Super should be driven at speeds appropriate to a large prewar car on bias-ply tires, not to modern freeway expectations. Even with fresh 700-16 tires, the steering feel, braking distances, road crown response, and heat buildup characteristics remain those of a 1939 automobile. The correct approach is steady, moderate driving that respects both the tire construction and the age of the vehicle itself.

Owners should think in terms of comfortable touring pace rather than maximum possible speed. If a Packard 1705 Super is newly returned to the road, start with shorter drives, recheck pressures and wheel hardware afterward, and let the car’s behavior guide the pace. The safest speed is the one that leaves a generous margin for braking, surface changes, and the normal movement of bias-ply tires.