1959 Pontiac Pontiac Tires

The 1959 Pontiac Pontiac uses two primary tire sizes: 800-14 and 850-14. Both are bias-ply sizes for 14-inch rims, but they do not apply the same way across every configuration. All Models Non-Air can use either size, while All Models w/Air and Wagon applications use 850-14.

That means the first job is identifying the car's exact sub-model or equipment grouping before choosing a tire. On a modified car, it also helps to confirm the wheel size already installed, since many older Pontiacs have been changed over the years. Once the correct primary size is confirmed, sidewall style and construction become the next decisions.

The primary tire fitments for the 1959 Pontiac Pontiac are built around a 14-inch rim diameter. Both 800-14 and 850-14 use that same 14-inch wheel diameter, so the size difference is in the tire itself rather than a change to a different rim diameter.

Rim diameter is only one part of the fitment picture, especially on a collector car. Wheel width still matters, and the actual wheel on the car may not be the one it had decades ago. Checking the stampings or measuring the wheel before mounting a new tire helps avoid choosing the right diameter but the wrong overall wheel setup.

No. The 1959 Pontiac Pontiac does not carry one universal tire size across every covered sub-model. All Models w/Air and Wagon applications use 850-14, while All Models Non-Air can use either 800-14 or 850-14 depending on the setup being matched.

That variation is important because it changes the starting point for every other tire decision. A buyer comparing whitewall styles or considering a radial equivalent should first confirm which primary size belongs on the specific car. Looking only at the year and model name can miss an equipment difference that changes the fitment path.

For the 1959 Pontiac Pontiac, 800-14 is a primary bias-ply tire size. It is part of the vehicle's traditional 14-inch fitment and is available in period-style bias-ply product lines from multiple brands, with sidewall choices that include blackwall, narrow whitewall, and wide whitewall.

A radial alternative exists, but that does not change the fact that 800-14 itself is a bias-ply size in this application. Owners keeping a restoration-oriented look often stay with bias-ply construction, while drivers considering a radial should compare wheel width, overall dimensions, and clearance before making the switch.

For 800-14, radial equivalents include 205R14, P215/75R14, P225/70R14, and 800R14 as a bias-look radial. For 850-14, the available equivalents are 215R14, P225/75R14, and P235/70R14. Both primary sizes also carry a recommended rim-width range of 5-7 inches for those equivalent comparisons.

Those equivalents give buyers several ways to approach a radial conversion, from Euro-metric and P-metric formats to a more traditional-looking bias-look radial in the 800-14 range. The equivalent label is a useful guide, but the tire still needs to be checked against the wheel, the vehicle's available space, and the car's current suspension condition.

Start by confirming the car's actual primary size, the 14-inch rim diameter, and the wheel width. On this Pontiac, radial-equivalent choices exist for both 800-14 and 850-14, but the tire chosen should still match the wheel and be appropriate for the space available around the fender, steering, and suspension.

A conversion is also a good time to inspect the wheels, front-end parts, ride height, and any older suspension work that may affect clearance. Cars with aftermarket wheels or past modifications deserve extra attention. The goal is not simply moving from bias-ply to radial construction, but doing it without introducing rubbing, mismatch, or appearance issues.

The biggest consideration is getting the correct primary size first, since this Pontiac uses both 800-14 and 850-14 depending on sub-model or equipment grouping. After size, the main choices are bias-ply construction, sidewall appearance, and whether the car is being kept close to a restoration-minded presentation or prepared for more regular road use.

Brand and tire series also shape the final decision, especially in 800-14 where the selection is broader. It helps to compare rim-width compatibility, load figures where stated, and the visual effect of blackwall versus whitewall treatments. A collector car often looks very different depending on that sidewall choice, even when the tire size stays the same.

Sidewall choices for the 1959 Pontiac Pontiac include blackwall, narrow whitewall, and wide whitewall, depending on the size and tire line being considered. The broadest mix appears in 800-14, while 850-14 is offered in narrow whitewall and wide whitewall versions.

That sidewall decision has a major effect on how a late-1950s full-size Pontiac presents visually. Buyers trying to capture a traditional boulevard look often focus heavily on whitewall width, while others prefer a more restrained appearance. Once the correct size is settled, sidewall style becomes one of the most noticeable differences between otherwise similar tires.

Tires for the 1959 Pontiac Pontiac are available from BFGoodrich, Goodyear, and Universal Vintage Tire. The mix varies by size, with 800-14 offering the widest brand spread and 850-14 centered on BFGoodrich options in the Silvertown Classic Bias Ply series.

Brand is best treated as one part of a larger comparison rather than the whole decision. It makes sense to look at which series each brand offers, what sidewall styles are available in the needed size, and how the wheel specifications line up with the car. That approach keeps the choice tied to fitment and appearance instead of label alone.

A period-style approach starts with the correct primary bias-ply size for the specific 1959 Pontiac Pontiac configuration: either 800-14 or 850-14. From there, the most important appearance decisions are sidewall treatment and tire line, since both can change how formal, sporty, or upscale the car looks without moving away from the proper basic fitment.

For many restorations, staying with bias-ply construction preserves the visual character associated with a late-1950s full-size American car. Exact originality can depend on details beyond size alone, so buyers pursuing a highly specific restoration standard should compare their car against marque references, period photos, or build documentation before settling on a final sidewall style.

Tire construction changes more than road feel on a restored 1959 Pontiac Pontiac; it also affects how the car sits and how authentic the overall presentation feels. A bias-ply tire keeps the vintage sizing language and traditional profile associated with the car's era, while a radial alternative can introduce a more modern visual impression.

That difference matters most on a car with prominent wheel openings and strong body-side styling, where tires become part of the design statement. Buyers who want a traditional look often remain close to the original bias-ply fitment, while those balancing appearance with road use may compare radial equivalents carefully before deciding which compromise suits the car.

Yes. Modifications can change tire fitment on a 1959 Pontiac Pontiac even when the tire size itself is correct for the model. Aftermarket wheels, altered wheel width, suspension changes, lowering, worn springs, or brake conversions can all affect the space available for an 800-14 or 850-14 tire.

That is why a collector car should be checked as it sits today rather than assumed to match its original setup. Looking at wheel diameter, wheel width, steering clearance, and fender clearance before mounting new tires helps prevent surprises. The need for that check becomes even more important when evaluating a radial equivalent instead of the original bias-ply format.

Before road use, inspect the wheels, lug hardware, valve stems, and overall wheel condition, then confirm the new tires match the car's actual size and rim setup. It is also smart to check for suspension looseness, steering play, alignment issues, and anything that might cause uneven wear or rubbing once the car is moving.

A low-use collector car can hide problems that are not obvious in storage. Tire pressure, air retention, sidewall condition, and clearance at full steering lock deserve attention before heading onto the road. A short test drive followed by a second inspection can reveal contact marks, settling, or handling issues that should be corrected early.

Collector-car tires in 800-14 or 850-14 should be maintained with regular pressure checks, routine visual inspection, and attention to age-related deterioration as much as tread wear. Sidewall cracking, flat spotting from long storage, cuts, bulges, and slow air loss all matter on an older Pontiac that may not be driven often.

Storage conditions make a real difference, especially with bias-ply tires and infrequently used vehicles. Keeping the car away from prolonged sunlight, excess heat, moisture, and ozone sources helps preserve the tires between drives. Periodic movement, careful cleaning, and inspection before each outing are more valuable on a collector car than waiting for mileage alone to signal service needs.