1964 Studebaker 8 Cyl. Tires

The 1964 Studebaker 8 Cyl. uses two primary bias-ply tire sizes: 6.50-15 and 670-15. Both are 15-inch rim sizes, but they do not apply the same way across the covered sub-models. The Base model can use either size path, while the Convertible 8 Cyl. uses 670-15.

That means the first step is identifying the exact sub-model and then confirming the wheels currently on the car. Many collector cars have been changed over the years, so checking the existing rim diameter, wheel width, and the tire size already mounted helps prevent ordering a tire that suits the model line but not the specific car in front of you.

The tire fitments associated with the 1964 Studebaker 8 Cyl. are built around a 15-inch rim diameter. Both 6.50-15 and 670-15 use that same 15-inch wheel diameter, so the main fitment split is not rim diameter but the specific tire size assigned to the sub-model.

Rim diameter is only one part of the decision, especially on an older car. It is still wise to verify the actual wheel on the vehicle, since replacement wheels or later modifications can change the setup. Wheel width also matters when comparing available tires, particularly if you are considering a different construction or a radial equivalent for 670-15.

No. The 1964 Studebaker 8 Cyl. Base is associated with both 6.50-15 and 670-15 bias-ply sizes, while the 1964 Studebaker 8 Cyl. Convertible 8 Cyl. uses 670-15. The covered sub-models therefore do not all share a single tire size, even though they do share the same 15-inch rim diameter.

That difference matters because it changes the selection process. A Convertible owner can focus directly on 670-15 options, including whitewall styles and radial equivalents, while a Base-model owner should first confirm which wheel and tire setup the car actually has. That simple check helps narrow the choice before comparing brands, sidewalls, or construction alternatives.

For the 1964 Studebaker 8 Cyl., 670-15 is a primary bias-ply tire size. The available product range in this fitment is built around bias-ply construction, which matches the traditional sizing and look many owners want on a mid-1960s Studebaker.

That does not mean every owner has to stay with bias-ply, but it does define the original-style fitment path. If road manners, driving habits, or long-distance use lead you toward a radial alternative, the wheel dimensions and vehicle clearance should be checked carefully before conversion, especially on a car that may have non-original wheels or suspension changes.

Radial equivalents for 670-15 include 195R15, P205/75R15, and P215/70R15, along with 670R15 as a bias-look radial equivalent. Those options span Euro-metric radial sizing, P-metric radial sizing in two profile families, and a radial intended to preserve a more traditional visual character.

Each one should be treated as an alternative rather than an automatic substitute. The recommended rim-width range tied to these equivalents is 5-7 inches, and the actual wheel width, tire dimensions, steering clearance, and fender clearance still need to be confirmed on the car. That is especially important if the Studebaker has aftermarket wheels or a changed ride height.

Start by confirming the exact primary size on the car, then compare the intended radial equivalent against the wheel diameter and wheel width. On a 670-15 application, radial alternatives exist, but the tire and wheel package still has to suit the actual Studebaker setup rather than just the nominal size conversion.

Clearance at the fender, suspension, and steering components deserves attention before making the change. It also helps to inspect the suspension and steering condition, since a collector car with worn bushings or alignment issues can behave differently after a construction change. A radial conversion should support the car’s use, not simply follow the closest-looking size.

The most important factors are confirming that 670-15 is the correct fitment for the car, staying with bias-ply or evaluating a radial equivalent, and deciding what kind of appearance you want. In this size, choices include blackwall, narrow whitewall, and wide whitewall tires across several classic-series offerings.

After size and construction, compare the product details that affect compatibility and character, such as rim-width specification, load figure where stated, and the visual style of the sidewall. A Studebaker aimed at restoration display may call for one presentation, while a car intended for regular road use may lead you to look more closely at the available equivalent paths.

In 670-15, the available sidewall styles include blackwall, narrow whitewall, and wide whitewall. That gives the 1964 Studebaker 8 Cyl. owner room to tailor the car’s appearance from a more understated look to a more pronounced period-style whitewall presentation without changing the primary tire size.

The right sidewall choice depends on the car’s finish, trim, and the visual direction of the restoration or driver build. Whitewall width also changes the car’s stance and character more than many buyers expect. Since sidewall style does not override basic fitment, confirm the correct size and wheel details first, then use the sidewall treatment to refine the final look.

The 670-15 fitment is available from Firestone, BFGoodrich, Goodyear, US Royal, Universal Vintage Tire, Coker Classic, Excelsior, Avon, and STA. Those brands cover several classic bias-ply series, so the Studebaker owner is not limited to one visual style or one period-inspired tire family in this size.

Brand choice should come after confirming fitment and deciding what matters most for the car. Some buyers focus on a particular sidewall treatment, others want a certain vintage series name, and some need to compare rim-width or load specifications more closely. The strongest approach is to narrow the field by size, construction, and appearance before comparing the remaining brand options.

A period-style 1964 Studebaker 8 Cyl. build starts with the correct primary size for the specific sub-model and a bias-ply construction. That points the choice toward 6.50-15 or 670-15 as applicable, with 670-15 offering a wide range of classic-series tires in blackwall, narrow whitewall, and wide whitewall presentations.

The final choice depends on how closely the car is being restored and what appearance you want it to project. For many owners, the sidewall treatment is just as important visually as the size itself. If exact originality matters beyond general period style, compare the tire choice against marque-specific references and the car’s individual history before settling on one look.

Construction changes the appearance as well as the driving character. A bias-ply tire gives the 1964 Studebaker 8 Cyl. the traditional sizing language and vintage presentation associated with the era, while a radial equivalent can change the visual impression even when it remains close in general fitment intent.

That matters most on a restoration where the tire is part of the car’s stance and personality. A buyer trying to preserve a mid-1960s look will often stay with bias-ply or consider a bias-look radial rather than a more modern-looking metric option. Matching the construction choice to the restoration goal usually produces a more satisfying result than choosing by size alone.

Yes. Modifications such as aftermarket wheels, changes in wheel width, altered ride height, suspension work, or body changes can all affect tire fitment on a 1964 Studebaker 8 Cyl. Even when the nominal size is correct for the model, the car’s current configuration can change how much room is available around the tire.

That is especially important when comparing 670-15 bias-ply tires with radial equivalents, since wheel compatibility and clearance still need to be confirmed. A car that has been lowered or fitted with different wheels should be measured rather than assumed. Checking lock-to-lock steering clearance and rear-fender space can prevent problems that only appear once the vehicle is back on the road.

Before road use, inspect the wheels, valve stems, lug hardware, and the surrounding suspension and steering components in addition to the tires themselves. Make sure the tires are mounted on the correct 15-inch rims, check for proper inflation, and confirm that nothing rubs at full steering travel or normal suspension movement.

A collector-era Studebaker also deserves a broader look before any serious drive. Examine old brake components, look for loose wheel bearings, and verify that the alignment is reasonably sound. New tires cannot compensate for worn chassis parts, and catching those issues early helps the car drive more consistently while protecting the investment you just made in the tire change.

670-15 tires on a collector 1964 Studebaker 8 Cyl. should be checked regularly for inflation, tread wear, sidewall cracking, cuts, bulges, and signs of air loss. Even a car that sees light mileage can age its tires over time, so visual condition matters just as much as miles driven.

Storage conditions make a difference on seldom-driven cars. Keeping the Studebaker away from prolonged sunlight, moisture, heat, and ozone sources helps preserve the tires between drives. It is also smart to inspect them before longer outings rather than only at service intervals, since collector vehicles often sit for extended periods and can develop issues that are easy to miss.