Plymouth PC Tires

The Plymouth PC uses two listed tire sizes for 1933: 5.25-17 and 600-16. The 5.25-17 size fits cars equipped with 17-inch rims, while 600-16 fits cars equipped with 16-inch rims. Both are period numeric bias-ply sizes rather than modern metric sizes.

That means year alone is not enough to choose correctly for a Plymouth PC. Start by checking the wheel diameter stamped on the rim or measuring the wheel, then match the car to the correct size family. Once rim diameter is confirmed, you can narrow your choice by sidewall appearance and tread style without crossing into the wrong wheel fitment.

On a Plymouth PC, 600-16 is a period numeric bias-ply size. The 600 indicates a nominal 6.00-inch section width, and the 16 indicates a 16-inch rim diameter. The listed 600-16 products are bias-ply tires built around 16-inch wheels, with many specified for 4.00 to 4.50 inch rim widths.

That code matters because it is not interchangeable with the Plymouth PC’s 5.25-17 fitment. A 600-16 tire belongs only on a 16-inch wheel, and the overall proportions differ from the narrower 17-inch application. If your car wears 16-inch rims, this is the size family to evaluate for blackwall, whitewall, or specialty period tread options.

The Plymouth PC uses two rim diameters in its 1933 listings: 17 inches with 5.25-17 tires and 16 inches with 600-16 tires. The wheel diameter is part of the tire size in both cases, so the two applications are not substitutes for one another. A car with 17-inch wheels needs the 17-inch tire, and a car with 16-inch wheels needs the 16-inch tire.

That is the most important fitment check on a Plymouth PC because the same model year appears with both sizes. Measure the wheel or verify the existing tire marking before making any cosmetic choice about sidewall style. Getting the rim diameter right first prevents chasing a tire that may look period-correct but will not match the wheel on the car.

The Plymouth PC’s listed sizes are period bias-ply applications, and the available products shown for 600-16 are all bias-ply. For this type of pre-war fitment, a tube is required. That applies to the listed numeric sizes used on Plymouth PC cars of this era.

Tube choice should follow the tire size and wheel diameter exactly, rather than being treated as an afterthought. When restoring or servicing a Plymouth PC, inspect the wheel condition, valve stem hole, and rim band area at the same time so the tube is supported correctly. On older collector cars, the tire, tube, and wheel need to be treated as one complete system.

A 1933 Plymouth PC can be listed with either 5.25-17 or 600-16, so the correct approach is to confirm the actual wheel diameter on the car first. If the car has 17-inch rims, the matching size is 5.25-17. If it has 16-inch rims, the matching size is 600-16.

After wheel diameter is settled, compare the car against any surviving factory literature, restoration records, or marque-club guidance if you are aiming for strict historical accuracy. That second step is especially helpful on a pre-war car where wheels may have been changed over time. Cosmetic details such as blackwall, whitewall, or specialty tread should come only after the basic size and wheel fitment are confirmed.

For the Plymouth PC’s available 600-16 products, sidewall styles include blackwall, wide whitewall, and double-whitewall. Blackwall appears across the broadest range of tread and series choices, while whitewall and double-whitewall options are offered in several period-style bias-ply lines. Those choices let an owner tune the visual character of the car without changing its basic 16-inch fitment.

The right look depends on how the Plymouth PC is being restored and presented. A more restrained restoration often leans toward blackwall, while a brighter touring or show presentation may call for whitewall treatment. Match the sidewall style to the era and finish level of the car rather than choosing only on appearance in isolation.

The listed Plymouth PC 600-16 products come from BFGoodrich, Coker Classic, Avon, Firestone, Ford Script, Excelsior, Lester, Goodyear, STA, and Camac. All are bias-ply offerings in this fitment, but they span several tread styles and sidewall appearances. That gives the Plymouth PC owner a broad range of period-flavored choices within one size family.

Brand selection on a Plymouth PC usually comes down to the look you want, the series character, and whether the car is a restoration, driver, or display piece. Some lines emphasize classic passenger-car appearance, while others reflect utility or military-style tread patterns. Once the correct wheel diameter and tire size are confirmed, brand becomes a meaningful finishing decision rather than a fitment decision.

The Plymouth PC’s 600-16 offerings span 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. These series differ mainly in tread theme, visual presentation, and whether they are passenger-car or military-and-truck oriented. All remain within the period bias-ply construction family for this fitment.

For a Plymouth PC restored as a standard pre-war passenger car, the more traditional passenger-car bias-ply series will usually make the most visual sense. Military NDT, NATO, and truck-style patterns are more specialized and create a distinctly different look and use case. Treat the series choice as part of the car’s intended character, not just as a cosmetic variation.

A stored Plymouth PC should be kept in a cool, dry, dark environment away from direct sunlight, ozone sources, and petroleum contamination. Clean floors, stable temperatures, and protection from prolonged moisture matter as much as the tire itself on a low-use collector car. On a pre-war Plymouth PC, bias-ply tires and tubes benefit from a storage routine that reduces flat spotting and casing stress.

If the Plymouth PC will sit for long periods, move it occasionally or support it in a way that avoids leaving full vehicle weight in one spot for months at a time. Keep inflation checked during storage rather than assuming parked tires stay stable. Storage habits have a direct effect on ride quality, appearance, and service life once the car returns to the road.

Tires on a Plymouth PC should be inspected before each drive and more thoroughly at regular intervals during the season. Look for cracking, tread separation, sidewall damage, impact marks, improper inflation, and signs that the tube or wheel may be affecting how the tire sits. On a pre-war car, even infrequent use does not remove the need for frequent visual checks.

A Plymouth PC often covers fewer miles than a modern car, so age and storage history can matter more than tread wear. Include the spare in the inspection routine and pay attention to how the car feels once underway, since wandering, pull, or vibration can signal a problem. A collector car tire should be judged by condition and behavior, not tread depth alone.

A Plymouth PC tire should be replaced when age, cracking, hardening, bulges, uneven shape, or other structural changes begin to appear, even if plenty of tread remains. Collector tires can age out long before they wear out, especially on cars that see limited seasonal use. Tread depth by itself is not a reliable measure of continued serviceability on a pre-war Plymouth PC.

Any tire of uncertain age deserves extra caution, and that is especially true if a car has sat for years or passed through several owners. Have older collector tires evaluated by a specialist who understands vintage constructions and tube-type applications. Replacing early signs of age-related deterioration is far less costly than risking damage to the car or occupants.

The Plymouth PC is listed with two period sizes for 1933: 5.25-17 and 600-16. Available products for 600-16 are bias-ply tires offered across multiple classic passenger-car series, with some military-and-truck style alternatives in the same size. That tells you the Plymouth PC sits in a period where more than one authentic-looking tire approach can exist, depending on the exact wheel fitment and restoration goal.

For an original-style Plymouth PC restoration, the key is to verify the car’s wheel diameter first and then compare the result with factory literature, surviving photos, and marque-club references. A correct tire is not just the right diameter but also the right visual character for the car. Sidewall treatment and tread pattern can influence how authentic the finished restoration looks.

Correct tire fitment can affect both the presentation and judging outcome of a Plymouth PC because tires strongly influence stance, side profile, and period authenticity. Judges and knowledgeable buyers will notice if the wheel diameter, sidewall treatment, or tread style feels inconsistent with the car’s era. On a pre-war car, those details are often more visible than owners expect.

A Plymouth PC restored for serious show use should have its tire choice aligned with the car’s exact wheel fitment and restoration standard rather than chosen only for convenience. Marque clubs, period photography, and restoration references remain the best way to settle close authenticity questions. Even when the car is primarily driven, correct-looking tires can materially improve how complete the restoration feels.

The available 600-16 Plymouth PC choices include blackwall, wide whitewall, and double-whitewall styles. Any of those can create a period look, but they do not send the same visual message on the finished car. Blackwall gives the most restrained appearance, while whitewall and double-whitewall options create a more decorative pre-war presentation.

The best sidewall style for a Plymouth PC restoration depends on how the specific car is being interpreted and the era-correct look you are trying to achieve. Compare the tire appearance with trim level, paint treatment, and period reference images rather than treating all whitewall widths as interchangeable. The right sidewall can sharpen authenticity just as much as the right size.

A Plymouth PC can be driven on public roads when the car is mechanically sound and the tires are in proper condition, but it remains a pre-war automobile with period-style bias-ply behavior. Tire condition, tube condition, wheel integrity, alignment, brakes, steering, and suspension all matter together. The tire alone does not make a Plymouth PC road-ready.

Use a conservative approach to speed and distance until the full car has been checked and road-tested. A Plymouth PC on period-style tires will not react like a modern car in lane changes, braking, or emergency maneuvers. Safe use comes from respecting the age and design of the whole vehicle, not assuming that fresh-looking tires remove every limitation.

Before driving a Plymouth PC, check tire inflation, visible sidewall condition, wheel security, valve stems, and any signs of rubbing or uneven stance. Then look beyond the tires to the brake system, steering free play, wheel bearings, suspension joints, and fluid levels. On a pre-war car, roadworthiness depends on the combined condition of these systems.

A brief pre-drive routine is especially important on a Plymouth PC that is used only occasionally. Cars that sit can develop age-related issues without accumulating many miles, and tires may reveal those changes first. Establishing a consistent inspection habit helps catch small problems before they become a roadside failure or a source of damage to the car.

A Plymouth PC should be driven at moderate, conservative speeds that suit a pre-war chassis and period-style bias-ply tire behavior. Even when the tire is new, the overall driving experience remains shaped by older steering geometry, braking performance, suspension design, and road manners. Appropriate speed is therefore set by the capability of the complete car, not just by tread depth or appearance.

For most owners, that means treating a Plymouth PC as a touring, back-road, and event car rather than a car for sustained high-speed use. Build speed gradually after any tire or wheel work and pay close attention to feel, tracking, and braking response. Smooth inputs and realistic pace are part of preserving both safety and the car itself.