Studebaker Lark Tires

Studebaker Lark models in this 1959 through 1963 range use three listed tire sizes: 6.50-15, 600-15, and 670-15. All three sizes are associated with every year from 1959 to 1963, and all available products in the listed ranges use a 15-inch rim diameter. The 600-15 products shown fit 15-inch rims, and the 670-15 products shown also fit 15-inch rims; the same 15-inch wheel diameter applies to the size family used on the Studebaker Lark in this period.

That overlap means the correct choice for a Studebaker Lark depends on the car's specific configuration rather than year alone. Check the size currently fitted, compare the wheel width to the tire's recommended rim-width range, and verify against factory literature, a shop manual, or a Studebaker specialist if the car has been restored or modified.

On a Studebaker Lark, 600-15 is an older numeric bias-ply tire size. The 600 indicates a nominal 6.00-inch section width, with the decimal omitted in period-style sizing, and the 15 indicates the tire fits a 15-inch wheel. The currently listed products in this size are bias-ply tires, which match the construction style many American cars of this era originally used.

That matters because a Studebaker Lark owner looking for the correct stance and period look may find 600-15 appropriate on cars equipped for the narrower fitment. It is wise to compare the wheel width on the car with the tire's recommended rim-width range, because even when the rim diameter is correct, wheel width can affect how properly the tire seats and presents.

A 1960 Studebaker Lark shows 6.50-15, 600-15, and 670-15 because the model year covered more than one equipment configuration. All three sizes share the same 15-inch rim diameter, so the split is not a wheel-diameter change. It points instead to differences such as trim level, body style, wheel width, or the way a particular Studebaker Lark was specified.

That is why the safest approach is to identify the exact configuration of the individual Studebaker Lark before choosing a tire. If the car still carries original wheels, confirm width and compare the fitted tire size to period paperwork; if it has been restored, verify whether the restorer changed wheels or selected a different size for appearance.

The listed Studebaker Lark products are bias-ply tires in period sizing, and for the 600-15 and 670-15 products the correct approach is to use tubes. Bias-ply collector tires of this kind are commonly fitted in tube-type service, especially on original-style steel wheels from the era. Using the correct tube setup helps the tire perform as intended on a vintage wheel.

A Studebaker Lark owner should make tube selection part of the tire plan rather than treating it as an afterthought. Tube size must match the tire size, and the wheel should also be inspected for rust, pitting, or edge damage before mounting, because a proper tire-and-tube assembly depends on a sound rim as much as the tire itself.

A 1962 Studebaker Lark can fall into any of the three listed sizes: 6.50-15, 600-15, or 670-15, all on 15-inch wheels. Because the same three sizes appear across every year in this 1959-1963 range, model year by itself does not identify the correct fitment. The best direct evidence is the size on the existing tire, the wheel width, and surviving factory or restoration records for that specific Studebaker Lark.

Start at the car, not the catalog. Measure and inspect the wheels, note whether the car sits like a stock restoration or a personalized build, and compare what you find to period specifications from Studebaker sources or marque clubs. That extra step is especially important if the car has changed hands several times or has older restoration work.

Studebaker Lark tires in the listed product range are available in blackwall, narrow whitewall, and wide whitewall styles. The 600-15 offerings include both blackwall and wide whitewall choices, while 670-15 has the broadest variety with blackwall, narrow whitewall, and several wide whitewall widths across multiple brands. That gives a restorer or driver flexibility to match the character of a particular Studebaker Lark.

Sidewall choice affects appearance more than fitment, but it can strongly influence whether a Studebaker Lark looks basic, upscale, or distinctly period-correct. Cars restored to modest factory presentation often lean toward blackwall or restrained whitewall styles, while more deluxe presentations may suit a fuller whitewall treatment if that matches the car's original look.

The available Studebaker Lark tire products in these sizes come from BFGoodrich, Firestone, US Royal, Coker Classic, Universal Vintage Tire, Excelsior, Avon, Goodyear, and STA. Most of the selection is concentrated in 670-15, while 600-15 is represented by BFGoodrich. The product mix includes classic bias-ply passenger styles as well as one truck-oriented 670-15 option from STA.

Brand choice on a Studebaker Lark usually comes down to the look you want, the sidewall style you prefer, and whether you are aiming for a broad American period presentation or a more specific visual character. If originality matters, compare the brand and sidewall treatment to old photos, window-sticker material, or club guidance for your exact car.

Studebaker Lark tire offerings here include Silvertown Classic Bias Ply, Firestone Classic Bias Ply, US Royal Classic Bias Ply, Coker Classic Bias Ply, Universal Classic Bias Ply, Excelsior Bias Ply, Turbospeed Mk4, Super Cushion, Custom Super Cushion, Super Cushion Deluxe, and Super Transport. Most are period-style passenger-car bias-ply lines, while the STA Super Transport stands apart as a military and truck-oriented series. The Avon Turbospeed Mk4 also differs in naming and presentation from the domestic-style classic passenger offerings.

For a Studebaker Lark owner, the practical distinction is whether the tire is aimed at authentic passenger-car appearance, a specific brand look, or a heavier-duty visual and load profile. Matching the series to the character of the car matters: a stock family sedan restoration usually benefits from a passenger-car bias-ply line, while a utility-focused or special-use build may call for something different.

A Studebaker Lark stored on its tires should be kept in a cool, dry, dark space away from ozone sources such as electric motors, welders, and air compressors. Tires last better when they are clean, properly inflated, and not left standing for long periods on damp concrete or in direct sunlight. If the car will sit for months, reducing static load on the tires is helpful.

For practical collector use, move the Studebaker Lark occasionally so the tires do not rest on the same footprint continuously, or place the car on stands if it will be parked for an extended season. Keep the weight support strategy consistent and avoid letting one tire go soft, because uneven storage conditions can create flat spotting and sidewall stress.

Tires on a Studebaker Lark should be visually inspected before every drive and given a more thorough check several times a year even if mileage is low. Collector cars often age their tires through time, storage, and environmental exposure rather than through heavy tread wear. Look for cracking, bulges, tread separation signs, irregular wear, valve stem deterioration, and any evidence that a tube or rim is causing trouble.

A practical routine for a Studebaker Lark is to check inflation, sidewalls, tread condition, and wheel hardware before local driving, then have the tires and wheels professionally inspected at regular service intervals. Low-use collector cars can hide problems until the first highway run, so the inspection schedule should be tied to age and storage conditions, not just miles.

Studebaker Lark tires should be replaced when age, cracking, casing condition, impact damage, or long-term storage history raise concern, even if the tread still looks deep. Collector-car tires often become candidates for replacement because the rubber and internal structure have aged, not because they are worn out. Any tire showing sidewall splitting, persistent vibration, or signs of separation should be removed from service promptly.

A Studebaker Lark that spends more time in the garage than on the road still needs an age-conscious replacement plan. If the car was purchased with older tires of unknown history, treat them conservatively and have them evaluated before regular use. Tread depth alone is not a reliable guide on vintage tires, especially when storage history is unclear.

Studebaker Lark fitment in this 1959-1963 range includes 6.50-15, 600-15, and 670-15, all associated with 15-inch wheels. The available replacement families are classic bias-ply series from several brands, including BFGoodrich, Firestone, US Royal, Coker Classic, Universal Vintage Tire, Excelsior, Goodyear, Avon, and STA. Because multiple sizes were used in the same years, there is no single one-size answer for every Studebaker Lark.

For a restoration, the right path is to match the Studebaker Lark's exact body style, trim level, and wheel equipment to period references rather than assuming one of the three sizes fits all cars equally well. Original paperwork, sales literature, and Studebaker club resources are especially valuable when the goal is concours-level authenticity rather than simply period-correct appearance.

Correct tire fitment can absolutely affect how a Studebaker Lark is judged and how its restoration is perceived. Size, sidewall treatment, overall stance, and whether the tire style suits the car's year and trim all contribute to visual accuracy. Even when a Studebaker Lark is mechanically excellent, noticeably incorrect tires can distract from an otherwise careful restoration.

That does not mean every Studebaker Lark must wear the most formal show-oriented tire, but the choice should be deliberate. If the car is intended for judged events, compare your planned size and sidewall style with marque-club standards and period photos. For touring cars, many owners still aim for a historically appropriate look while balancing drivability and availability.

Studebaker Lark tire options here include blackwall, narrow whitewall, and wide whitewall styles. Any of those can be appropriate depending on how the individual Studebaker Lark was trimmed, marketed, or restored, because compact American cars of this era appeared in both plain and more upscale presentations. The broad range in 670-15 is especially useful for matching the visual tone of a specific car.

A base-minded Studebaker Lark restoration often looks more convincing on blackwalls or restrained whitewalls, while a dressier car may call for a fuller whitewall if period photos or factory literature support it. If authenticity is the goal, choose the sidewall style to suit the exact trim level and equipment package rather than treating whitewall width as a generic styling choice.

Properly selected and professionally mounted bias-ply tires can be suitable for driving a Studebaker Lark on public roads when the rest of the car is in sound operating condition. The available products for this application are period-style collector tires, and they should be treated as part of a complete vintage vehicle system that includes brakes, suspension, steering, and wheel condition. Safe use depends on the condition and setup of the entire Studebaker Lark, not the tire alone.

A sensible road-use standard for a Studebaker Lark is local and touring driving within the limits of the car, the tires, and the driver's familiarity with bias-ply handling. Before any longer run, inspect inflation, wheel hardware, and steering response carefully. A freshly restored car should be road-tested progressively rather than taken straight into sustained high-speed use.

Before driving a Studebaker Lark, check tire pressure, visible sidewall condition, tread condition, valve stems, wheel fasteners, and whether the car is sitting level on all four tires. On a vintage car with bias-ply tires, steering feel, brake pull, and any vibration during the first few miles also deserve attention. A collector Studebaker Lark should be treated to a walk-around inspection every time it leaves the garage.

That routine matters because a Studebaker Lark may spend long periods parked between outings, and storage can reveal itself only when the car starts moving. If the tires are older, newly mounted, or fitted after wheel refinishing, keep the first drives short and deliberate. Recheck pressures and hardware afterward so small issues are caught before they become roadside problems.

A Studebaker Lark running period-style bias-ply tires should be driven at speeds appropriate to the tire type, the age and condition of the car, and prevailing road conditions rather than pushed as if it were on a modern touring tire. Bias-ply construction brings a different feel in tracking, turn-in, and heat management, particularly on longer high-speed runs. The practical limit is often the overall condition and setup of the Studebaker Lark as much as the tire itself.

For most owners, the right approach is steady, moderate-speed driving with extra margin for braking and lane changes. If a Studebaker Lark will be used regularly on faster roads, make sure the tires are freshly inspected, correctly inflated, and matched to sound wheels and suspension. Building speed gradually is wiser than assuming old-car capability from engine performance alone.