1960 Studebaker Silver Hawk Tires

The 1960 Studebaker Silver Hawk uses a 670-15 tire size. This is a vintage numeric bias-ply fitment and it rides on a 15-inch rim, making it the core size to match before comparing brands, sidewall treatments, or alternative constructions.

That simple size answer is only the first step on a collector car. Once 670-15 is confirmed, attention should shift to wheel width, the car’s current wheel setup, and whether the goal is a traditional bias-ply presentation or a radial-equivalent alternative. Cars that have been modified with different wheels or suspension changes should be measured carefully rather than assuming the original-size label tells the whole story.

The 1960 Studebaker Silver Hawk uses a 15-inch rim with its primary 670-15 tire fitment. That rim diameter is built directly into the tire size itself, with the final number in 670-15 indicating the wheel diameter in inches.

Rim diameter still needs to be verified on the actual car, especially if it has gone through restoration or later wheel changes. Diameter is only part of the picture, since wheel width also affects which tires are appropriate. Confirming both dimensions helps narrow the choice between available bias-ply products and any radial-equivalent option being considered for a different driving or appearance goal.

On a 1960 Studebaker Silver Hawk, 670-15 is a vintage numeric bias-ply size. The 670 refers to a nominal section width of roughly 6.70 inches, and the 15 identifies the rim diameter in inches rather than any modern aspect-ratio style measurement.

That older sizing format matters because it does not translate visually the same way as a modern metric radial marking. Buyers looking at 195R15, P205/75R15, P215/70R15, or 670R15 should treat those as radial equivalents rather than the original primary fitment. The best approach is to confirm the car’s wheels and decide whether the priority is traditional construction, a specific sidewall look, or a radial-style road setup.

For the 1960 Studebaker Silver Hawk, 670-15 is the primary bias-ply tire size. The available products in that size are bias-ply offerings, which keeps the car in the traditional construction style associated with this vintage numeric fitment.

That distinction matters because a buyer may see both the original-style size and several radial equivalents tied to the same vehicle. Staying with 670-15 bias-ply preserves the original sizing format and classic tire profile, while moving to a radial alternative requires checking the actual wheel dimensions and vehicle clearance. Construction choice also affects how the car presents visually, especially with whitewall versus blackwall selections.

Radial equivalents for 670-15 include 195R15 as an 80-series metric radial, P205/75R15 as a P-metric 75-series radial, P215/70R15 as a P-metric 70-series radial, and 670R15 as a bias-look radial equivalent. These options give the 1960 Studebaker Silver Hawk owner several ways to compare a radial-format alternative against the original bias-ply size.

Each of those equivalents should be treated as an alternative to evaluate rather than an automatic replacement. The recommended rim-width range for the equivalent group is 5 to 7 inches, and the actual car still needs a wheel-width, dimension, and clearance check before conversion. That is especially important on older cars that may have replacement wheels, suspension work, or body tolerances that differ from stock.

A 670R15 bias-look radial equivalent is available for the 1960 Studebaker Silver Hawk. That option is meant to give a more traditional visual character than a later-style metric radial while still being considered within the radial-equivalent group rather than the original bias-ply construction.

This can be useful for owners who want a vintage presentation without staying strictly with bias-ply tires, but it still needs the same fitment review as any other radial alternative. Wheel width, tire dimensions, and clearance around steering and suspension should be confirmed first. It is also worth deciding whether the car is being restored for period-style authenticity or prepared for regular road use with a different construction approach.

Start with the fact that 670-15 is the correct primary size and that the available tires are bias-ply products on a 15-inch rim fitment. From there, selection comes down to the car’s intended use, wheel-width compatibility, sidewall appearance, and whether the goal is a traditional period-style presentation or a setup that may later lead to radial-equivalent comparison.

Brand and tire-series differences matter mainly as buying choices within that same vintage size, not as a reason to move away from correct fitment. Comparing rim-width specifications, load figures where shown, and visual details such as blackwall, narrow whitewall, or wide whitewall will usually narrow the field quickly. On a collector car, the right choice is often the one that matches both the wheel setup and the restoration direction.

The 1960 Studebaker Silver Hawk’s 670-15 tire options include blackwall, narrow whitewall, and wide whitewall styles. That gives the car a broad range of visual directions, from a restrained dark-sidewall look to a more formal whitewall presentation that suits many late-1950s and early-1960s American cars.

Sidewall choice is mainly an appearance decision once the correct size is established, but it should still be considered in the context of the overall car. Trim level, wheel covers, paint colors, and restoration theme often influence whether a blackwall or whitewall looks more appropriate. Buyers focused on historical accuracy should compare the chosen style against period photos, marque references, or vehicle-specific restoration documentation.

The 1960 Studebaker Silver Hawk’s 670-15 fitment is available from Firestone, US Royal, Coker Classic, Universal Vintage Tire, BFGoodrich, Excelsior, Avon, Goodyear, and STA. Those brands appear across several bias-ply series, with both blackwall and whitewall treatments available depending on the product line.

Choosing between brands is usually less about ranking one name over another and more about matching the tire’s appearance and specifications to the car. Series differences, rim-width compatibility, load figures where stated, and the visual character of the sidewall are often more useful comparison points. A Silver Hawk restored for shows may lead one direction, while a driver-oriented car may call for a different balance of style and practicality.

A period-style 1960 Studebaker Silver Hawk should start with the original-size 670-15 bias-ply format. That keeps the car in the proper vintage sizing language, and it also opens access to several classic bias-ply series from brands such as Firestone, US Royal, BFGoodrich, Goodyear, Universal Vintage Tire, Coker Classic, and others.

Once the size and construction are set, appearance becomes the real decision. Blackwall, narrow whitewall, and wide whitewall versions are all available, so the final choice should reflect the car’s trim, restoration theme, and how formal or sporty the finished presentation should look. For exact originality, it is smart to compare the choice against period photos, marque-club guidance, or other vehicle-specific historical references.

Tire construction changes more than road feel on a restored 1960 Studebaker Silver Hawk; it also changes the car’s visual impression. A 670-15 bias-ply keeps the car in its traditional format, while radial equivalents shift the tire into a more modern sizing and construction category even when the overall intent is still vintage.

That difference matters most when the restoration aims for a period-style stance and sidewall profile. A standard metric or P-metric radial may look different from the original-style bias-ply presentation, while a 670R15 bias-look radial can preserve more of the classic visual character. The right choice depends on whether the car’s priority is authentic-looking presentation, regular road use, or a compromise between the two.

Yes, modifications can affect tire fitment on a 1960 Studebaker Silver Hawk even when the original size is 670-15. Wheel changes, altered ride height, replacement suspension parts, brake conversions, or bodywork differences can all change the clearance picture enough to matter when selecting either a bias-ply tire or a radial equivalent.

That is why the actual car should be measured rather than relying only on the stock fitment. Wheel diameter and width are the first checks, followed by steering clearance, fender room, and any signs that the tire could contact suspension components under load or at full lock. A modified Silver Hawk may still use the original size, but it should never be assumed without verification.

Before driving a 1960 Studebaker Silver Hawk on new tires, inspect the wheels for correct diameter and sound condition, confirm proper mounting, and check the tires for consistent inflation. It is also wise to look over steering and suspension components so the car is not placing a fresh set of tires on a front end that already has looseness or alignment issues.

A short collector-car test drive should include listening for rubbing, watching how the car tracks, and rechecking pressure after the first miles. Older vehicles often reveal small issues once they are back in motion after long storage. Looking for sidewall contact, uneven tread behavior, or abnormal vibration early can prevent a simple fitment oversight from becoming a larger drivability problem.

670-15 tires on a collector 1960 Studebaker Silver Hawk should be kept at appropriate pressure for the tire and vehicle setup, inspected regularly for cracking, cuts, bulges, and uneven wear, and monitored for air loss between drives. Collector cars often sit for long periods, so tire age and storage conditions deserve as much attention as tread depth.

Good storage habits help protect any vintage-style tire, especially on a low-mileage car. Keeping the Silver Hawk away from prolonged sunlight, excess heat, moisture, and ozone sources can slow deterioration, and periodic movement can help avoid long-term flat spotting. Before any longer drive, a close visual inspection and a pressure check are simple steps that can make an older car far more confidence-inspiring.