Studebaker Commander Tires

Studebaker Commander fitments span 16 sizes across 1928 to 1958: 29X5.50 for 1928-1930, 550-20 for 1928, 550-19 for 1929-1930, 600-19 for 1931, 6.00-18 for 1932, 6.00-17 for 1934, 700-16 for 1934-1935, 650-16 for 1935, 600-16 for 1936 and 1938-1939, 6.25-16 for 1940-1942, 6.50-15 for 1947 and 1949, 760-15 for 1950, 710-15 for 1951-1954 and 1957-1958, 670-15 for 1955 and 1957-1958, plus 750-14 and 800-14 for 1958. Available product rim diameters span 20, 19, 18, 17, 16, 15, and 14 inches depending on size.

The practical takeaway is that year alone is only the starting point on a Studebaker Commander. Early cars can carry size codes that do not read like modern tires, and late cars can overlap in the same model year with different wheel diameters. Check the wheel on the car, compare it with factory literature or a trusted marque source, and then match the size to the year range rather than assuming every Commander uses the same rim.

On a Studebaker Commander, 29X5.50 is an antique diameter-by-section size used from 1928 through 1930. The 29 refers to the tire’s approximate outside diameter in inches, and the 5.50 is the nominal section width. Unlike a modern metric size, and unlike later numeric bias-ply sizes, the first number does not tell you the rim diameter.

That distinction matters because a buyer can easily mistake 29X5.50 for a wheel size when it is not one. On an early Studebaker Commander, the safest approach is to inspect the existing wheel and compare its diameter against the intended tire application before moving ahead. Antique-era sizing requires more careful verification than later postwar sizes, especially if the car has been restored, re-wheeled, or assembled from mixed-period parts.

The 1958 Studebaker Commander shows four listed sizes because that year includes both 15-inch and 14-inch wheel applications. The 15-inch choices are 670-15 and 710-15, while the 14-inch choices are 750-14 and 800-14. That is a rim-diameter split rather than a simple one-size-fits-all year listing.

A 1958 Studebaker Commander owner should identify the actual wheel diameter first, then narrow the choice to the correct size family. If the car has 15-inch wheels, only the 15-inch sizes belong in the conversation; if it has 14-inch wheels, only the 14-inch sizes do. After that, compare the tire’s section width and the car’s intended stance or restoration goal before choosing among the listed options.

Studebaker Commander rim diameters changed repeatedly over the model’s span. Available products show 20-inch and 19-inch applications in the earliest years, then 18-inch, 17-inch, and a long run of 16-inch fitments before the series moved to 15-inch wheels and finally introduced 14-inch options in 1958. On early antique-style sizes such as 29X5.50, the rim diameter is not stated in the size code and must be verified from the actual wheel.

That means the wheel diameter is one of the first things to confirm on any Studebaker Commander, especially if the car has changed hands several times or has restoration work in its past. A tape measure across the bead seat area, comparison with an existing mounted tire, and reference to year-specific literature will prevent the most common ordering mistake: matching the year but missing the wheel.

A 1957 Studebaker Commander can use either 670-15 or 710-15, and both are 15-inch applications. The difference is in nominal section width, not rim diameter. That means a 1957 car needs more than a model-year match to identify the proper size.

Start with the wheel diameter, then inspect the existing tires if they are known to be correct, and compare the size against factory literature, build records, or a Studebaker specialist. If the car is being restored, decide whether the goal is strict year-and-configuration accuracy or simply period-correct appearance. Because both listed options fit 15-inch wheels, the right answer depends on the specific configuration of the individual Studebaker Commander.

Studebaker Commander tire offerings include blackwall, wide whitewall, narrow whitewall, double-whitewall, and redline depending on size. The widest variety appears in the later 15-inch and 14-inch bias-ply sizes, while earlier applications tend to center on blackwall and wide whitewall styles. Sidewall choice therefore changes not just by appearance, but by the specific size family your Commander uses.

For a restoration-minded owner, sidewall style should match both the year and the character of the car. Earlier pre-war Studebaker Commander applications generally suit blackwall or wide whitewall presentations, while later 1950s sizes offer more visual variation. If the car will be judged, compare the chosen sidewall treatment with period photos, sales literature, and marque-club guidance rather than selecting solely on appearance.

Studebaker Commander tire offerings in these sizes include BFGoodrich, Lester, Avon, Firestone, Tornel, STA, Coker Classic, Garfield, Goodyear, Excelsior, Ford Script, Universal Vintage Tire, US Royal, and Camac. Brand coverage varies by size, with some early fitments carrying only one or two choices and later 15-inch and 16-inch sizes offering much broader coverage. The brand mix also includes passenger-style, military-style, and truck-style bias-ply lines in some sizes.

The best brand choice depends on the Commander’s intended use and the look you want. A concours-minded car may lean toward a period-style tread and sidewall, while a utility-focused build may favor one of the heavier-duty blackwall patterns where available. Once the correct size is confirmed, compare brands by sidewall treatment, tire series, and whether the tread style suits a passenger restoration or a specialty application.

Studebaker Commander sizes are offered in several series families, including Silvertown Classic Bias Ply, Firestone Classic Bias Ply, Coker Classic Bias Ply, Lester Classic Bias Ply, Universal Classic Bias Ply, US Royal Classic Bias Ply, Deluxe All-Weather, Super Cushion, Custom Super Cushion, Traction Mileage, Tourist Crossply, Turbospeed Mk4, and several military or truck-oriented series such as Firestone Classic Military, Military NDT, Transport, Super Transport, and Tornel Classic Truck. These series differ mainly in tread style, sidewall presentation, and intended character rather than in a change from bias-ply to radial construction. Across the listed Commander products, construction remains bias-ply.

For a buyer, the series name is useful because it helps separate a period-correct passenger presentation from a more commercial, military, or utility-focused tread. A 1930s or 1950s restoration usually looks most at home on a passenger bias-ply series with the right sidewall treatment, while a truck-style or NDT pattern makes sense only if the car’s use and appearance call for it. Pick the size first, then use the series to fine-tune the tire’s look.

A stored Studebaker Commander should be kept in a cool, dry, dark space away from direct sunlight, ozone sources, electric motors, and petroleum contamination. Maintain proper inflation for the fitted tire and avoid parking for long periods on damp earth or unfinished concrete. On pre-war and early postwar bias-ply tires, stable storage conditions matter even more because the cars are often driven infrequently and can develop flat spotting from long static periods.

If the Studebaker Commander will sit for months, move it occasionally or support it in a way that reduces constant load on one contact patch without stressing the suspension. Clean the tires with mild soap and water only, and avoid dressings that can accelerate surface degradation. Good storage will not make an old tire new again, but it will slow age-related deterioration and help preserve both appearance and serviceability.

Tires on a Studebaker Commander should be inspected before every drive and more thoroughly several times during the year, even if the car covers very few miles. Collector cars often age out their tires long before they wear them out, and bias-ply constructions deserve especially close attention to sidewall cracking, tread separation, deformation, and air loss. Cars that are shown more than driven can hide problems because the tread may still look excellent.

A practical routine is to check inflation, visible cracking, embedded debris, valve stems, and any change in how the car sits before each outing. During a deeper inspection, look at the inner sidewalls as well as the outer ones and note any vibration, pull, or sudden change in steering feel on the road. Early correction of a mounting, tube, or aging issue is far easier than dealing with a failure after the car is moving.

Studebaker Commander tires should be replaced when age, cracking, hardening, sidewall damage, persistent flat spotting, or structural changes make the tire questionable, even if the tread still looks deep. Collector tires do not earn unlimited life from low mileage, and old bias-ply casings can become unsafe long before they appear worn out. Any tire with uncertain age or service history deserves a cautious assessment.

For a low-use Commander, calendar age and condition matter more than tread depth alone. If the car has old mounted tires from a previous restoration, have them examined during routine service rather than waiting for visible failure. Replacement is also the wiser course when a tire has spent years under load, exposed to heat, or stored poorly, since vintage cars often reveal tire problems only once road speed and weight are applied.

Studebaker Commander originally used different tire sizes across its long production span, and the available replacement lines reflect that broad range rather than a single universal original-equipment answer. Early cars fall into antique and pre-war sizing, mid-1930s and early 1940s cars center on 16-inch applications, and postwar cars move into 15-inch and later 14-inch sizes. Several period-style series are available, including classic bias-ply passenger lines and, in some sizes, military or truck-oriented alternatives.

For an exact restoration, the correct original fitment should be matched to the specific year and configuration of the Studebaker Commander, not just the model name. Factory literature, period photos, and marque-club resources are the right references for confirming what a particular car left with. Once that is established, choose the listed size, sidewall treatment, and period-style series that best align with the restoration goal.

Correct tire fitment can absolutely affect how a Studebaker Commander is judged and how authentic it appears. Size, wheel diameter, sidewall style, and tread character all influence whether the car reads as properly restored for its year. A Commander wearing a visibly later or incorrect profile may still be drivable, but it can look out of period to informed judges and marque enthusiasts.

That matters most on a car intended for concours display, club judging, or serious restoration resale. A buyer or judge will often notice wrong wheel diameter, overly modern-looking sidewalls, or a tire width that changes the stance. If authenticity is important, verify the correct size family first and then match the sidewall and series to the era of the specific Studebaker Commander rather than choosing solely for convenience.

The sidewall style that looks correct on a Studebaker Commander depends heavily on the year and the size family being restored. Available choices across the range include blackwall, wide whitewall, narrow whitewall, double-whitewall, and redline, but not every style appears in every size. Pre-war Commanders generally align more naturally with blackwall or wide whitewall presentations, while later 1950s applications permit more variation in whitewall width and, in one 14-inch size, even redline.

The best restoration choice is the one that matches the specific year, trim impression, and period imagery for your car. Sidewall width changed dramatically in visual fashion over the decades, so the same whitewall treatment will not look equally correct on a 1931 Commander and a 1958 Commander. Use period advertising, surviving original cars, and marque references to choose a sidewall style that supports the right era-correct appearance.

A properly selected and properly mounted tire from the listed Studebaker Commander sizes can be suitable for public-road use when the tire is in sound condition and the car itself is mechanically ready. Most available Commander offerings are bias-ply designs, so they deliver a period driving character rather than the feel of a modern radial-equipped car. Safety depends on the whole package: correct size, correct rim diameter, correct inflation, sound tubes where required, and a roadworthy chassis.

Treat the tire choice as one part of preparing an old car, not the entire answer. Steering play, brake condition, wheel condition, and alignment matter just as much on a vintage Studebaker Commander. Before regular road use, inspect the age and condition of every tire on the car and be realistic about the handling limits of a bias-ply-equipped collector vehicle, especially if the car has spent long periods off the road.

Before driving a Studebaker Commander, check tire pressure, visible sidewall condition, tread condition, valve stems, wheel fasteners, and whether the tires match the wheel diameter actually fitted to the car. On earlier bias-ply and antique-style applications, also watch for tube-related air loss, casing deformation, or damage from long storage. A quick visual walkaround often reveals issues that would be easy to miss if the car is used only occasionally.

Beyond the tires, make sure the Studebaker Commander’s brakes, steering, suspension, and wheel bearings are in sound condition. A collector car that runs and looks fine in the garage can still be unsafe once speed, heat, and load come into play. Establishing a simple pre-drive routine helps catch the small problems that vintage cars and vintage-style tires tend to develop between outings.

A Studebaker Commander on original-type bias-ply tires should be driven at moderate, sensible speeds that respect both the age of the vehicle and the characteristics of bias-ply construction. Even with new production period-style tires, the car will not respond like a modern sedan with radial tires, and early pre-war applications deserve especially conservative use. Smooth steering inputs and extra stopping distance are part of the equation.

The practical rule is to drive the Studebaker Commander at the pace the car, road, and tire design comfortably support rather than trying to keep up with modern traffic under all conditions. Reduce speed further on hot pavement, rough roads, and long descents, and avoid sudden lane changes or hard braking whenever possible. If the car feels unsettled, wanders excessively, or develops vibration, stop and inspect it before continuing.