1956 Plymouth P28-1, 28-2 & 28-3 Tires

The 1956 Plymouth P28-1, 28-2 & 28-3 uses two primary tire sizes: 670-15 and 710-15. Both are bias-ply fitments for 15-inch wheels, and the covered 6-cylinder sub-model can use either size depending on the setup on the car.

That means the first job is not choosing a brand or sidewall style, but confirming which size your Plymouth actually carries. Check the existing tires, measure the wheel diameter, and verify wheel width before changing sizes, especially if the car has had wheel changes or has been restored at some point.

Both primary tire sizes for the 1956 Plymouth P28-1, 28-2 & 28-3 are built for 15-inch rims. That applies to 670-15 and 710-15, so rim diameter stays consistent even though the two tire sizes are different.

Keeping the same 15-inch diameter does not mean every wheel is equally suitable for either tire. Wheel width still matters, and it becomes especially important if the car has replacement wheels or if a radial equivalent is being considered instead of a traditional bias-ply tire.

The 1956 Plymouth P28-1, 28-2 & 28-3 is associated with both 670-15 and 710-15 bias-ply tires. In practical terms, that means this Plymouth family can appear with either fitment rather than being limited to one universal size across every car carrying the P28-1, 28-2, or 28-3 designation.

For a buyer, the important step is matching the tire to the actual wheel and vehicle setup instead of assuming either size belongs on every example. Existing wheel width, current tire size, and the car's intended stance or restoration direction should all be confirmed before settling on one size.

On the 1956 Plymouth P28-1, 28-2 & 28-3, 670-15 is a bias-ply tire size. It is one of the two primary 15-inch fitments for this model family and reflects the traditional construction associated with a mid-1950s Plymouth setup.

That matters because a bias-ply tire affects both appearance and driving character compared with a radial alternative. Owners keeping a restoration-oriented presentation often stay with the original-style construction, while anyone considering a radial should verify wheel width, overall dimensions, and clearance before making the change.

For 670-15, radial equivalents include 195R15, P205/75R15, P215/70R15, and the bias-look radial 670R15. For 710-15, the equivalent sizes are 205R15, P215/75R15, P225/70R15, and the bias-look radial 710R15.

Those options give you several ways to stay on a 15-inch wheel while changing sizing format or construction style. A metric 80-series radial, a 75-series P-metric, a lower-profile 70-series P-metric, and a bias-look radial do not present the same way, so wheel suitability and vehicle clearance should be checked before choosing among them.

Start by confirming the original size on the car, then match it to the correct radial-equivalent group. A 670-15 setup relates to 195R15, P205/75R15, P215/70R15, or 670R15, while a 710-15 setup relates to 205R15, P215/75R15, P225/70R15, or 710R15.

Wheel width is a major part of the decision, since the recommended rim-width ranges differ between the two original sizes. It is also wise to compare the new tire's physical dimensions against steering clearance, fender clearance, suspension condition, and the overall look you want the Plymouth to retain.

Begin with the correct primary size for the car, since this Plymouth can use either 670-15 or 710-15. After size is confirmed, the main differences are construction style, sidewall treatment, tire series, rim-width compatibility, and in some cases load-capacity details tied to a stated inflation pressure.

A period-style restoration may point toward a traditional bias-ply with the whitewall look you want, while a more road-use-focused setup may lead you to compare radial equivalents separately. Matching the tire to the wheel already on the car is just as important as choosing the right visual presentation.

Tires for the 1956 Plymouth P28-1, 28-2 & 28-3 are available in blackwall, narrow whitewall, and wide whitewall styles. Those choices appear across both 670-15 and 710-15, giving owners room to shape the Plymouth's overall look without leaving the correct size family.

Sidewall style changes the visual character of the car more than many buyers expect, especially on a mid-1950s full-size Plymouth. The best choice depends on whether you want a restrained driver-style presentation, a more traditional whitewall appearance, or a restoration-oriented look that suits the car's era.

Available brands for this Plymouth include Firestone, BFGoodrich, US Royal, Goodyear, Universal Vintage Tire, Coker Classic, Excelsior, Avon, and STA, depending on size. The broadest selection appears in 670-15, while 710-15 still offers several established vintage-style choices.

Brand is only one part of the decision, because the same size can also vary by sidewall style, tire series, and wheel-width specification. Once the correct size is confirmed, compare each brand's available presentation and fitment details rather than assuming every tire in that size serves the same purpose.

A period-style 1956 Plymouth P28-1, 28-2 & 28-3 usually starts with the correct primary bias-ply size already on the car, either 670-15 or 710-15. From there, the choice often comes down to whether the Plymouth looks right to you in blackwall, narrow whitewall, or wide whitewall form.

Bias-ply construction generally maintains the traditional presentation most collectors expect on a mid-1950s car. When exact originality matters, confirm size and sidewall treatment through marque references or restoration history for the specific car, since a period-style tire and an exact factory-delivery tire are not always the same thing.

Construction affects both profile and visual character on a restored 1956 Plymouth P28-1, 28-2 & 28-3. The primary fitments are bias-ply, which gives the car a traditional mid-century tire presentation, while a radial alternative can change the look even when it stays close to the original size family.

That difference matters most on a car with strong body-side styling and visible wheel openings, where tire shape and sidewall style stand out. Buyers who want a more traditional appearance often lean toward bias-ply or a bias-look radial, while road-use priorities may justify a different construction after careful fitment checks.

Yes, modifications can affect tire fitment on a 1956 Plymouth P28-1, 28-2 & 28-3 even when the tire remains within the correct general size family. Aftermarket wheels, different wheel widths, suspension changes, lowered ride height, or bodywork changes can all alter how a 670-15, 710-15, or radial equivalent sits on the car.

A Plymouth that has been changed from stock should be checked for steering sweep, fender clearance, and wheel-to-suspension clearance before final tire selection. That becomes even more important when moving from bias-ply to radial construction, since the wheel and tire relationship may not match the original setup exactly.

Before road use, inspect the wheel condition, verify the tire size and wheel diameter, and make sure each tire is mounted on a suitable wheel width. It is also smart to look over suspension and steering components so the new tires are not being asked to work around worn parts.

After installation, check inflation, confirm there is no rubbing at full steering lock, and recheck for even seating and air retention. A collector car that has sat for long periods also deserves a careful road test at moderate speed first, followed by another look for clearance, pressure stability, and any unusual wear.

Collector-car tires on a 1956 Plymouth P28-1, 28-2 & 28-3 should be inspected regularly for sidewall cracking, tread separation, cuts, bulges, and gradual air loss. That applies whether the car wears 670-15 or 710-15, because age and storage conditions matter as much as mileage on low-use vintage vehicles.

Storage away from prolonged sunlight, moisture, and ozone sources helps preserve the tires between drives. Pressure should be checked before use, and the car should not simply be trusted because the tread looks good, since older collector tires can age out long before they appear worn in the usual sense.