Plymouth P2 Tires

The Plymouth P2 uses 600-16 for the 1936 model year. All products listed for Plymouth P2 in this group are built for a 16-inch rim, and the mainstream passenger-car fitments commonly call for rim widths around 4.00 to 4.50 inches. The available tires are bias ply, with several sidewall treatments and tread styles offered within that same base size.

That makes the first job fairly simple: confirm that the car still has 16-inch wheels and then choose the tire style that matches how the car will be used. A restored passenger car typically points toward a standard blackwall or whitewall bias-ply tire, while military NDT and truck-type treads should be treated as specialty options rather than the default choice for every Plymouth P2.

On a Plymouth P2, 600-16 is a numeric bias-ply size. The 600 portion indicates a nominal 6.00-inch section width, while 16 is the wheel diameter in inches. It is an older sizing convention used widely on prewar and early postwar American cars, and it does not read like a modern metric radial size.

Understanding that format helps prevent one of the most common mistakes with collector-car tires: matching only by appearance instead of by true size and wheel diameter. If your Plymouth P2 still wears stock-style wheels, 600-16 is the reference point, but it is still wise to inspect the existing wheels for width, condition, and any previous changes before mounting new tires.

The Plymouth P2 uses a 16-inch rim in this fitment group. The products offered in 600-16 are built around that 16-inch wheel diameter, and several of the passenger-car tires list compatible rim widths in the 4.00 to 4.50-inch range. A few specialty tires in the same size also cover slightly broader wheel-width applications.

Rim diameter is the non-negotiable measurement to verify on the actual car before choosing a tire. If a Plymouth P2 has been modified over the years, the body and chassis may still look correct while the wheels are not, so checking the wheel itself is more reliable than assuming every surviving car still carries its original 16-inch setup.

Yes, Plymouth P2 tires in this group should be treated as tube-type applications. Every listed option is a bias-ply design in the 600-16 format, which aligns with period-correct tube use on a 1936 prewar car. That applies whether you choose a standard passenger tread, a whitewall version, or one of the specialty military-style options.

Tube selection matters just as much as tire selection on an older car. When fitting new tires to a Plymouth P2, make sure the tubes and wheel condition are appropriate for the tire size and the intended use, especially if the car sees only occasional road time and the wheels have not been refurbished recently.

For a 1936 Plymouth P2, the listed tire size is 600-16 on a 16-inch rim. That gives you the correct starting point, but confirmation should also include checking the wheel diameter on the car, inspecting wheel width, and making sure the car has not been changed to a different wheel package over the years. A surviving collector car can carry later replacements that look period at a glance.

Once the wheel is confirmed, the next decision is the tire type rather than the tire size. A standard bias-ply blackwall or whitewall is usually the right direction for a stock-style Plymouth P2, while truck, knobby, or military NDT patterns should only be chosen when they suit the car's purpose or the owner's restoration goal.

Plymouth P2 tires in 600-16 are available with blackwall, wide whitewall, and double-whitewall sidewall styles. Those choices appear across several passenger-car bias-ply products, while many of the military and truck-oriented tires are offered only as blackwalls. The sidewall style changes the visual character of the car even when the underlying tire size remains the same.

For a restoration-minded Plymouth P2, sidewall choice should match the look you want the car to present rather than being treated as a cosmetic afterthought. Blackwalls usually deliver a more restrained period appearance, while whitewall and double-whitewall versions create a brighter show-car presentation that may suit a finished restoration or a more formal styling theme.

Plymouth P2 tires in 600-16 are offered by BFGoodrich, Coker Classic, Avon, Firestone, Ford Script, Excelsior, Lester, Goodyear, STA, and Camac. Those brands cover standard passenger-car bias-ply tires as well as military NDT, truck-style, and specialty tread offerings. The range gives Plymouth P2 owners several ways to balance appearance, tread style, and restoration intent within the same basic size.

Brand choice matters most after the correct size and wheel diameter are settled. A buyer restoring a stock Plymouth P2 will usually compare tread appearance and sidewall treatment first, while someone seeking a specialty look may focus on military or utility-style patterns that still fit the same 600-16 wheel specification.

Plymouth P2 tires are offered in several series, including Silvertown Classic Bias Ply, Coker Classic Bias Ply, Turbospeed Mk4, Firestone Classic Bias Ply, Ford Script, Excelsior Bias Ply, Lester Classic Bias Ply, Tourist Crossply, Traction Mileage, Goodyear Military NDT, Deluxe All-Weather, Firestone Classic Military, Firestone Military NDT, Military NDT, NATO CJ110, and Firestone Classic Truck. The broad split is between standard passenger-car bias-ply lines and specialty military or truck-oriented patterns. All still share the 600-16 size, but they are not intended to create the same look or driving character.

For most Plymouth P2 restorations, the practical choice is to separate road-car tires from utility-style tires before comparing brands. Passenger series generally support a more authentic stock-car appearance, while military NDT, knobby, and truck tread families are better suited to specialty builds, service-vehicle themes, or owners who specifically want that tread style.

A Plymouth P2 should be stored in a cool, dry, dark space with the tires kept away from direct sunlight, electric motors, ozone sources, and petroleum contamination. Bias-ply tires on a prewar car benefit from clean floors, stable temperatures, and correct inflation during storage. If the car sits for extended periods, moving it occasionally or supporting it to reduce flat spotting can help preserve the casing shape.

Collector cars often age their tires through inactivity rather than mileage, so storage habits matter as much as road use. If a Plymouth P2 is displayed for long stretches, include the tires in your preservation routine by checking pressure regularly and watching for cracking, sidewall distortion, or signs that an older tube or wheel surface is affecting the tire from within.

Tires on a Plymouth P2 should be inspected before every meaningful drive and at regular intervals even when the car is not being used. On a prewar car with bias-ply tube-type tires, inspection should cover air pressure, tread condition, sidewall cracking, bead area condition, valve stem integrity, and any signs of uneven shape or shifting on the rim. Low annual mileage does not reduce the need for inspection.

A short visual walk-around is not enough for a car that may spend long periods parked between outings. Put hands and eyes on each tire, look for weathering and age-related hardening, and include the spare in the same routine so your Plymouth P2 is not relying on a neglected backup tire when it finally needs one.

Tires on a Plymouth P2 should be replaced when age, cracking, hardening, deformation, or internal deterioration becomes evident, even if the tread still looks deep. Collector-car tires often age out long before they wear out, and that is especially important with bias-ply tube-type applications on a prewar automobile. The tire's physical condition matters more than tread depth alone.

If a Plymouth P2 carries older tires of uncertain age, replacement should be considered part of baseline recommissioning rather than optional cosmetic work. Any period tire that has spent years supporting the car, sitting under load, or cycling through temperature changes deserves close evaluation by a shop familiar with vintage wheels, tubes, and bias-ply construction.

The Plymouth P2 fitment here centers on 600-16 bias-ply tires for the 1936 model year, which aligns with the type of sizing and construction expected on a prewar American passenger car. Multiple passenger-car series are available in that size, along with specialty alternatives such as military or truck-oriented tread patterns. The proper original-style choice for a specific Plymouth P2 comes down to the car's trim, restoration goal, and supporting factory or marque references.

For authenticity, start by treating 600-16 bias ply as the core specification and then narrow the tire by appearance rather than chasing novelty patterns. Sidewall treatment, tread style, and brand presentation can all affect how convincing a restored Plymouth P2 looks, so period photos, original literature, and Plymouth club knowledge remain valuable final checks.

Yes, correct tire fitment can affect both the judged presentation and perceived quality of a Plymouth P2 restoration. Size, construction type, tread style, and sidewall treatment all contribute to whether the car looks properly finished for its era. Even when the wheel diameter is right, an obviously non-period tread or an overly modern visual profile can stand out to experienced judges and collectors.

That does not mean every Plymouth P2 owner must build for formal judging, but it does mean the tires should match the story the car is telling. If the goal is a faithful restoration, consult Plymouth club standards and period reference material so the final tire choice supports the car's authenticity instead of quietly undermining it.

Plymouth P2 tires are available here in blackwall, wide whitewall, and double-whitewall forms within the 600-16 size. Any of those sidewall styles can dramatically change the visual tone of the car, even though the underlying fitment remains the same. For a restoration, the correct choice depends on the specific appearance you are trying to recreate rather than on size alone.

A conservative stock presentation often leans toward blackwall, while whitewall variants can suit a more formal or show-oriented finish. The best approach is to compare your Plymouth P2 against period photography, sales literature, and restoration standards for similarly equipped cars so the sidewall style looks intentional and era-appropriate once the car is complete.

A properly fitted new bias-ply tire in the correct 600-16 size can be suitable for public-road use on a Plymouth P2 when the rest of the car is equally roadworthy. Tire safety on a prewar car depends on the complete system: wheel condition, tubes, brakes, steering, suspension, alignment, and the age and condition of every tire on the car. The tire alone cannot make an unrestored Plymouth P2 safe.

That means road use should follow a full mechanical review rather than a tire change alone. If a Plymouth P2 is newly acquired or recently awakened from long storage, treat the first drives as part of a recommissioning process and keep speeds and distances conservative until the car proves stable, predictable, and mechanically sound.

Before driving a Plymouth P2, check tire pressure, visible sidewall condition, valve stems, wheel hardware, and whether each tire is seated properly on the rim. On a bias-ply prewar car, you should also pay attention to steering free play, brake feel, wheel-bearing condition, and any sign that an older tube or rim issue is affecting the tire. The spare should be inspected too, not just the four road tires.

A Plymouth P2 rewards careful preparation because its tires are only one part of a much older driving system. Even a short local drive is smoother and safer when the car is checked methodically first, especially after storage, after wheel service, or before carrying passengers who may not be familiar with how a 1930s automobile behaves.

A Plymouth P2 on period-type 600-16 bias-ply tires should be driven at sensible speeds that respect both the tire construction and the capabilities of a 1936 chassis. Even with new tires, the car will not react like a modern automobile in braking, cornering, lane changes, or emergency maneuvers. Smooth inputs and moderate cruising are more appropriate than sustained high-speed use.

The practical rule is to let the entire condition of the Plymouth P2 set the pace, not the traffic around it. If the car is freshly restored, newly recommissioned, or riding on older steering and suspension components, slower secondary-road use is the wiser choice until you have confidence in how the car tracks, stops, and handles over real road surfaces.