1955 Plymouth P26-1, 26-2 & 26-3 Tires

The primary tire size for the 1955 Plymouth P26-1, 26-2 & 26-3 is 670-15. This is a numeric bias-ply size used on a 15-inch rim, and it is the core fitment for the covered 6-cylinder application.

That means the first step is confirming that the car still has the expected 15-inch wheels and has not been changed to a different wheel diameter over the years. Once wheel size is verified, the remaining decision is usually which 670-15 tire best suits the car, whether that means a blackwall driver-style look, a narrow whitewall, a wider whitewall presentation, or a radial equivalent considered separately.

The 1955 Plymouth P26-1, 26-2 & 26-3 uses a 15-inch rim with its primary 670-15 tire size. The tire-size designation itself and the available products both center on a 15-inch wheel diameter.

Rim diameter is only part of the fitment picture, so it is still worth checking actual wheel width before choosing a specific tire. Some 670-15 products are tied to narrower wheel widths, while others cover a broader range, and that can affect which tire is the better match for a restored steel wheel, a replacement wheel, or an older wheel that may not be original to the car.

Yes. The covered 1955 Plymouth P26-1, 26-2 & 26-3 6 Cyl. application uses the same 670-15 bias-ply tire size. There is no separate primary size shown for that sub-model within this vehicle grouping.

That keeps fitment simpler, because the decision is not about comparing one Plymouth sub-model against another tire size. The practical question becomes whether the car still has the expected 15-inch wheel setup and which version of the 670-15 size best matches the car’s intended use, visual style, and wheel-width requirements before a final tire is selected.

For the 1955 Plymouth P26-1, 26-2 & 26-3, 670-15 is the primary bias-ply tire size. The available products tied to that fitment are bias-ply tires, which preserve the vintage sizing convention and the traditional look associated with a mid-1950s Plymouth.

That matters because choosing to stay with bias-ply keeps the car within its original style of construction, while moving to a radial means stepping into an equivalent-size discussion rather than simply buying another 670-15 bias-ply. Owners considering a change should confirm wheel width, compare dimensions carefully, and check steering and fender clearance before making the switch.

Radial equivalents for 670-15 include 195R15, P205/75R15, P215/70R15, and 670R15. In that group, 195R15 is the 80-series metric radial option, P205/75R15 is the 75-series P-metric alternative, P215/70R15 is the 70-series P-metric alternative, and 670R15 is the bias-look radial equivalent.

Those choices give the 1955 Plymouth owner several ways to approach radial conversion, ranging from conventional metric sizing to a radial intended to retain a more traditional appearance. A 5-7 inch recommended rim-width range is associated with these equivalents, but wheel diameter, actual wheel width, suspension condition, and vehicle clearance still need to be checked before treating any one of them as the right alternative.

A bias-look radial equivalent is available for this Plymouth in size 670R15. That option is separate from the primary 670-15 bias-ply fitment and is intended for owners who want radial construction while keeping a more traditional tire presentation than a modern-looking metric radial may provide.

Using a bias-look radial can make sense when the goal is to soften the visual change that sometimes comes with radial conversion. It still needs the same careful checks as any other equivalent, including wheel width, overall space in the wheel opening, and the condition of the steering and suspension, especially on a car that may have seen decades of repairs, replacement wheels, or ride-height changes.

Start with the correct primary size, which is 670-15, and confirm that the car still uses a 15-inch wheel suited to the tire you are considering. From there, the main selection factors are bias-ply construction, sidewall style, brand, tire series, and the wheel-width range attached to the individual product.

A driver-quality car may call for a simple blackwall, while a restoration-oriented Plymouth may look more at home with a narrow or wide whitewall treatment. It also helps to compare details such as maximum load figures where stated, product weight when relevant, and whether the wheel on the car is closer to a narrower original-style width or a later replacement that may influence the best match.

The 670-15 options for the 1955 Plymouth P26-1, 26-2 & 26-3 include blackwall, narrow whitewall, and wide whitewall sidewall styles. That gives the car a broad range of visual directions, from a restrained utilitarian look to a brighter mid-1950s presentation.

Sidewall choice changes the car’s appearance more than many buyers expect, especially on a full-size 15-inch tire with a tall sidewall. A blackwall can suit a more understated build, while whitewall widths can move the look toward a stronger restoration theme, so it is worth comparing the existing trim, wheel covers, and overall finish of the Plymouth before settling on a final style.

Available 670-15 tires for the 1955 Plymouth P26-1, 26-2 & 26-3 come from Firestone, US Royal, Coker Classic, Universal Vintage Tire, BFGoodrich, Excelsior, Avon, Goodyear, and STA. Those brands appear across several bias-ply series and multiple sidewall treatments.

Brand choice is usually less about chasing one name and more about finding the right combination of series character, sidewall look, wheel-width compatibility, and load specification. Some owners may focus on a traditional blackwall or whitewall appearance, while others may compare a more specialized offering such as an STA Super Transport or an Avon Turbospeed to see whether its specifications align with the wheel and use of the car.

For a period-style 1955 Plymouth P26-1, 26-2 & 26-3, the right starting point is the original-size 670-15 bias-ply format. Staying with that construction preserves the tall, traditional profile and keeps the car visually aligned with the type of tire presentation expected on a mid-1950s Plymouth.

After size and construction are settled, the visual choice usually comes down to blackwall, narrow whitewall, or wide whitewall treatment. Buyers focused on exact historical accuracy should compare their tire choice against marque references, period photography, and vehicle-specific restoration guidance, because the right period-style look is not always the same as claiming one exact brand or stripe width was used on every car.

Tire construction has a visible effect on a restored 1955 Plymouth P26-1, 26-2 & 26-3 because the car was built around a bias-ply fitment. A 670-15 bias-ply keeps the classic profile and overall stance that most owners associate with a 1950s Plymouth, while a radial alternative can change the visual character even when the rim diameter remains the same.

That does not automatically make one construction right for every build. A restoration-oriented owner may value the traditional look of bias-ply, while a driver-focused owner may look at a radial equivalent such as 670R15 or 195R15 and accept a different presentation, provided wheel width, clearance, and overall dimensions are checked carefully before the car goes back into regular road use.

Yes. Modifications can affect tire fitment on a 1955 Plymouth P26-1, 26-2 & 26-3 even when the intended size is still 670-15 or one of its radial equivalents. Wheel swaps, altered wheel width, suspension changes, lowering, brake conversions, or body repairs can all change the space a tire has to work with.

That is why an older Plymouth should be checked as it sits today rather than assumed to match original specifications. Measuring actual wheel diameter and width, looking at front steering clearance, and checking rear fender and suspension space are all worthwhile, especially if the car has a long ownership history or was built with replacement parts that may not mirror its original setup.

Before driving a 1955 Plymouth P26-1, 26-2 & 26-3 on new tires, inspect the wheels for correct diameter and general condition, verify that the tires are mounted in the correct size, and make sure inflation is set appropriately for the tire being used. It also helps to look over steering and suspension components on a car of this age.

A short, careful road test is smart after installation so any rubbing, pull, vibration, or clearance issue can be caught early. Sidewall spacing, front turning clearance, wheel fastener condition, and even the age and condition of related parts such as shocks, bushings, and tie-rod ends all matter, because a new tire cannot make up for worn chassis components on a collector-era Plymouth.

670-15 tires on a collector 1955 Plymouth P26-1, 26-2 & 26-3 should be inspected regularly for air loss, sidewall cracking, cuts, bulges, uneven tread wear, and any sign of age-related deterioration. Collector cars often sit more than they drive, so condition matters at least as much as tread depth.

Storage habits make a difference as well. Keeping the Plymouth away from prolonged sunlight, excess heat, moisture, and ozone sources helps protect the tires, and periodic pressure checks are worth making even during off-season storage. Before a longer drive, it is wise to recheck inflation, look for flat spotting from sitting, and confirm that the tires still clear the body and suspension through normal steering movement.