1964 Studebaker 6 Cyl. Tires

The 1964 Studebaker 6 Cyl. uses three primary bias-ply tire sizes: 6.50-15, 600-15, and 670-15. All of them are 15-inch fitments, but they do not apply across every covered configuration in the same way, so the correct size depends on the exact sub-model and the wheel setup currently on the car.

That means the real first step is confirming whether the car is a Base or Convertible and then checking the wheels already installed. Many collector cars have been changed over the years, so matching the tire to the actual wheel diameter and the intended appearance is just as important as recognizing the original-style size notation.

The covered tire fitments for a 1964 Studebaker 6 Cyl. are all built around a 15-inch rim diameter. That includes 6.50-15, 600-15, and 670-15, so the wheel diameter stays consistent even though the tire size itself can vary by sub-model.

Rim diameter is only part of the check, especially on an older car. Wheel width also matters when comparing available tires or considering a radial equivalent, and an aftermarket wheel can change what works safely and cleanly. A quick confirmation of the wheel stamp or direct measurement helps avoid selecting the right diameter in the wrong overall fitment.

No. The covered 1964 Studebaker 6 Cyl. sub-models do not all share the same tire sizes. The Base is associated with 6.50-15 and 600-15, while the Convertible is associated with 6.50-15 and 670-15, so there is some overlap but not a single size that defines every covered configuration by itself.

That is why sub-model identification matters before looking at brands or sidewall styles. Even when two versions share the same rim diameter, the tire size can still differ, and that affects both appearance and possible radial-equivalent choices. Checking the car’s actual wheels and current tire markings is a sensible extra step on any Studebaker that has been restored or modified.

For the 1964 Studebaker 6 Cyl., 670-15 is a primary bias-ply tire size. It is offered in traditional bias-ply form across several brands and sidewall treatments, and it also has separate radial-equivalent options for owners who want to compare a more modern construction while staying close to the original sizing intent.

That distinction matters because a 670-15 bias-ply and a 670-15-style radial alternative are not the same construction, even when the naming looks familiar. The choice affects both appearance and setup considerations, so wheel width, overall dimensions, and clearance should be reviewed carefully before changing construction on a Studebaker with an older suspension and wheel combination.

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. The recommended rim-width range attached to these equivalents is 5 to 7 inches.

Those options give the 1964 Studebaker 6 Cyl. several ways to approach a radial conversion, from a conventional metric radial to a bias-look radial that keeps a more traditional visual impression. Even so, an equivalent should be treated as an alternative rather than an automatic replacement, so wheel compatibility and body or steering clearance still need to be checked on the car itself.

Start by confirming the Studebaker’s actual primary tire size, the wheel diameter, and the wheel width that is currently on the car. Then compare only the radial-equivalent sizes available for that primary fitment, such as the 600-15 and 670-15 alternatives, rather than assuming any 15-inch radial will serve the same role.

A careful conversion also means checking suspension condition, steering clearance, and fender clearance, especially if the car has replacement wheels or any stance changes. Construction choice can affect the way the car sits and responds, so the smartest approach is to match the radial candidate to the intended use of the car instead of treating the change as purely cosmetic.

The first consideration is making sure 670-15 is the correct primary size for the specific 1964 Studebaker 6 Cyl. being fitted. Once that is confirmed, the meaningful differences are brand, tire series, sidewall style, and wheel-width compatibility, since 670-15 appears in blackwall, narrow whitewall, and wide whitewall forms across several classic bias-ply product lines.

A buyer choosing 670-15 should think about the car’s purpose as much as the size itself. A restrained blackwall can suit a simpler driver presentation, while different whitewall widths change the visual character noticeably. Rim-width recommendations and load specifications are also worth comparing, particularly when the wheels are not known to be original to the car.

Tires for the 1964 Studebaker 6 Cyl. are available in blackwall, narrow whitewall, and wide whitewall styles, depending on the size selected. The 600-15 offerings include blackwall and wide whitewall choices, while 670-15 opens up a broader range that includes all three sidewall treatments across multiple brands and series.

Sidewall style is one of the biggest visual decisions on a mid-1960s Studebaker because it changes the car’s personality without changing the wheel itself. A whitewall usually gives a more formal or restoration-oriented look, while blackwall keeps the presentation more understated. The right choice depends on the exact car, the era-inspired look you want, and the size your sub-model actually uses.

Available brands for the 1964 Studebaker 6 Cyl. include BFGoodrich, Firestone, US Royal, Coker Classic, Universal Vintage Tire, Excelsior, Avon, Goodyear, and STA. Brand choice depends partly on size, since 600-15 has a narrower product spread while 670-15 carries the broadest range of bias-ply options and sidewall treatments.

The practical way to compare brands is by looking at the size you need first, then narrowing the field by sidewall style, tire series, and wheel-width suitability. On a collector Studebaker, appearance often matters just as much as the name on the sidewall, so brand selection usually works best as part of the overall fitment and presentation decision.

A period-style 1964 Studebaker 6 Cyl. usually starts with the correct primary bias-ply size for the exact sub-model, then narrows to the sidewall treatment that suits the car’s intended presentation. That may mean a blackwall for a plainer, more restrained look or one of the available whitewall styles for a more formal mid-1960s appearance.

Because this Studebaker can use more than one primary size depending on configuration, getting the fitment right comes before comparing appearance details. Buyers pursuing a highly exact restoration should also cross-check historical references specific to their car, since a tire can be convincingly period-style without automatically being the exact tire presentation delivered when new.

On a restored 1964 Studebaker 6 Cyl., bias-ply construction preserves the traditional tire profile and visual character associated with the car’s original era. Radial alternatives, where available for 600-15 and 670-15, can change the look depending on the exact equivalent chosen, especially when moving from a vintage numeric size into metric or P-metric markings.

That is why construction is both a driving and styling decision on a collector Studebaker. A bias-look radial can help bridge that gap on 670-15 by keeping a more traditional presentation, but it still needs the same fitment checks as any other alternative. Owners balancing road use and appearance often decide construction only after the size and wheel setup are settled.

Yes. Modifications can change tire fitment on a 1964 Studebaker 6 Cyl. even when the car still uses a 15-inch wheel. Aftermarket wheels, altered wheel width, suspension changes, ride-height changes, or bodywork differences can all affect which of the primary sizes works properly and whether a radial-equivalent option has enough room.

That is especially important on collector cars that may have gone through several owners and restorations. Measuring the actual wheel, checking sidewall clearance, and turning the steering from lock to lock can reveal conflicts before a tire is mounted. A tire that suits one Studebaker setup may need closer scrutiny on another that no longer sits exactly as built.

Before road use, inspect the wheels for correct diameter and sound condition, verify proper inflation, and make sure the tires clear the fenders and steering components. It also makes sense to look over suspension and steering wear points, since a fresh set of tires on a 1964 Studebaker 6 Cyl. will only perform as intended if the rest of the front-end hardware is in good order.

A short, careful test drive is a smart follow-up after installation. Watch for rubbing, unusual pull, vibration, or inconsistent tracking, particularly if the car is newly restored or has not been driven often. Older collector cars can hide wheel or alignment issues, so checking the whole setup early helps protect both the new tires and the vehicle.

670-15 tires on a collector 1964 Studebaker 6 Cyl. should be kept properly inflated and inspected regularly for cuts, bulges, cracking, uneven tread wear, and slow air loss. On a car that spends long periods parked, it is also wise to pay attention to storage conditions, since heat, direct sunlight, moisture, and ozone exposure all work against tire life.

Routine maintenance matters even more on a low-mileage hobby car because age and environment can become bigger factors than tread wear. Moving the car periodically, keeping the tires clean, and checking them before longer drives helps catch issues early. Any sign of sidewall damage or persistent pressure loss deserves closer inspection before the Studebaker goes back on the road.