1960 Studebaker Lark Tires

A 1960 Studebaker Lark uses one of three primary 15-inch bias-ply tire sizes: 600-15, 6.50-15, or 670-15. The correct size depends on the exact Lark sub-model, because different 6-cylinder, wagon, convertible, and V8 configurations do not all share the same fitment.

The practical first step is identifying the exact sub-model before looking at brands or sidewall style. Once that is settled, the real decision becomes whether to stay with a traditional bias-ply tire for period-style appearance or explore a radial equivalent where one is available for that specific primary size.

The primary tire sizes used on the 1960 Studebaker Lark are built for 15-inch rims. That applies across 600-15, 6.50-15, and 670-15, so the rim diameter itself stays consistent even though the tire widths vary by sub-model.

Rim diameter is only one part of the fitment picture. Wheel width also matters, especially if the car has replacement wheels or if a radial equivalent is being considered, so it is smart to confirm the actual wheel on the car before choosing among narrower and wider Lark tire options.

The 1960 Studebaker Lark has more than one tire size because the model line covers several sub-models, including 6-cylinder cars, wagons, convertibles, and V8 versions. Those configurations use different primary bias-ply sizes, with some sharing 6.50-15 and pairing it with either 600-15 or 670-15.

That means tire selection should start with the exact version of the car rather than the model name alone. A Lark owner who skips that step can easily end up comparing the wrong size family, which affects both appearance and the next decision about available products or radial-equivalent alternatives.

For the 1960 Studebaker Lark, 670-15 is a primary bias-ply tire size. It is one of the original-style fitments used on several Lark sub-models, including certain wagons, convertibles, and V8 cars, and it remains available in a wide range of classic-style bias-ply product options.

A radial option exists only as an equivalent path, not as a different primary size designation. That distinction matters because a buyer choosing between bias-ply and radial is also deciding between a more traditional presentation and a conversion that should be checked carefully for wheel width, clearance, and overall setup.

Radial equivalents for 670-15 include 195R15 as an 80-series metric radial, P205/75R15 as a 75-series P-metric radial, P215/70R15 as a 70-series P-metric radial, and 670R15 as a bias-look radial. These options keep the same 15-inch rim diameter while offering different sizing formats.

The 670R15 option is useful for buyers who want a radial construction with a more traditional visual presentation. The recommended rim-width range tied to the 670-15 equivalent group is 5 to 7 inches, and any conversion should still be checked against wheel dimensions, clearance, and the car's current stance.

Before converting a 1960 Studebaker Lark from bias-ply to radial tires, confirm the exact primary size and then compare the available equivalent for that size. The key checks are wheel diameter, wheel width, and whether the chosen equivalent belongs to the correct fitment family, such as the 600-15 or 670-15 group.

A radial equivalent should also be reviewed for clearance at the fenders and steering components, especially if the car has replacement wheels or suspension changes. Conversion decisions are easier when the Lark's sub-model and present wheel setup are known first, rather than treating all 1960 Larks as identical.

Choosing a 670-15 tire for a 1960 Studebaker Lark starts with confirming that 670-15 is the correct primary fitment for the exact sub-model. Once size is settled, the main factors become bias-ply construction, sidewall appearance, brand, tire series, rim-width suitability, and whether a radial-equivalent path is part of the plan.

The 670-15 group offers unusually broad variety, from blackwall to narrow whitewall and wide whitewall designs across several classic series. That makes it easier to tailor the tire to the car's intended look, but it also makes wheel measurement and setup verification more important before making a final selection.

1960 Studebaker Lark tires are available in blackwall, narrow whitewall, and wide whitewall styles. The exact sidewall treatments depend on the tire size, with 600-15 offering blackwall and wide whitewall choices, while 670-15 opens up a broader mix of blackwall, narrow whitewall, and wide whitewall options.

Sidewall style changes the car's visual character more than most buyers expect, especially on a compact 1960 body with relatively tall sidewalls. The right choice depends on whether the goal is a plainer driver presentation or a more restoration-oriented whitewall look that suits the car's trim and stance.

Tires for the 1960 Studebaker Lark are available from BFGoodrich, Firestone, US Royal, Goodyear, Universal Vintage Tire, Coker Classic, Excelsior, Avon, and STA. Brand availability varies by size, with the broadest selection appearing in 670-15 and a more focused BFGoodrich offering in 600-15.

Brand choice should be considered alongside the tire series and sidewall treatment rather than in isolation. Two products may share the same nominal size but differ in whitewall presentation, rim-width specification, weight, or load listing, so the best comparison is always size-correct and setup-specific.

A period-style 1960 Studebaker Lark should begin with the correct primary bias-ply size for the exact sub-model, whether that is 600-15, 6.50-15, or 670-15. Keeping the original sizing format is the foundation, because it preserves the tall-sidewall look and overall visual balance associated with this early compact.

After size is confirmed, appearance choices usually come down to blackwall versus whitewall treatment and how formal or understated the finished car should look. When exact originality matters, the most careful approach is to compare the intended tire style against marque-specific historical references for the particular Lark configuration.

Tire construction affects the appearance of a restored 1960 Studebaker Lark because a bias-ply tire presents the car in its original sizing language, with the traditional stance and sidewall character associated with the period. That is why bias-ply remains the starting point for many restoration-oriented Lark owners.

A radial equivalent can change the way the size is expressed, even when it serves the same general fitment role on a 15-inch wheel. Buyers considering that route often balance visual tradition against modern radial construction, especially when choosing between a standard metric-style radial and a bias-look radial alternative.

Yes, modifications can affect tire fitment on a 1960 Studebaker Lark. Aftermarket wheels, wheel-width changes, altered suspension height, or body and brake changes can all influence which of the original 15-inch tire sizes still works cleanly and whether a radial equivalent has enough room.

That is especially important on a model that already has more than one primary tire size across its sub-model range. A Lark with non-original wheels should be measured rather than assumed, and clearance should be checked at full steering lock and through normal suspension travel before regular road use.

Before driving a 1960 Studebaker Lark on new tires, inspect the wheels for correct diameter and width, make sure the tires are mounted in the correct primary size, and confirm there is no interference with fenders or steering components. Tire pressure should also be set appropriately for the specific tire being used.

Collector cars benefit from a broader check before heading onto the road. Look over the suspension, steering, and alignment condition, and inspect the older spare if the car still carries one, since a single mismatched or aged tire can complicate roadside use even when the four main tires are fresh.

Tires on a collector 1960 Studebaker Lark should be maintained with regular pressure checks, visual inspection for cracking, bulges, cuts, and uneven wear, and periodic review of how the car sits after long storage. Low-mileage use does not stop rubber from aging, so condition matters as much as tread depth.

Storage habits also affect tire life on vintage cars. Keeping the Lark away from prolonged sunlight, excess heat, moisture, and ozone sources helps preserve the sidewalls, while occasional movement and routine inspection reduce the chance of discovering flat spots or air loss right before a drive.