1910 Packard Tire Fitment Guide

1910 Packard vehicles use four antique bias-ply sizes across two models. The Model Eighteen uses 34X3.5 and 34X4, both mounting on 26-inch rims where products are offered in 34X4. The Model Thirty uses 36X4 on a 28-inch rim and 36X4.5 on a 27-inch rim. These are model-specific fitments rather than a shared Packard size for the whole year.

That distinction matters because a 1910 Packard owner needs to identify the exact model before choosing a tire size. Once the model is confirmed, match the actual wheel to the corresponding tire code rather than assuming all 34-inch or all 36-inch tires interchange. On early Packards, small differences in section width and rim diameter are part of the fitment, so the safest approach is to verify the wheel before final selection.

On a 1910 Packard, 34X4 is an antique diameter-by-section tire size. The first number, 34, refers to the tire's overall diameter in inches, while the second number, 4, is the nominal section width. It is a bias-ply high-pressure brass-era size, and in the 1910 Packard lineup it applies to the Model Eighteen on a 26-inch rim rather than to every Packard model.

Modern buyers often expect the last number in a size code to be the wheel diameter, but that is not how these early sizes work. On brass-era fitments, the code and the rim diameter are separate pieces of information, which is why confirming the actual wheel matters so much. If your Model Eighteen is set up for 34X4, look for a tire built specifically around that antique fitment rather than trying to translate it loosely into a later size system.

No, 1910 Packard models do not all use the same tire size. The Model Eighteen uses 34X3.5 or 34X4, while the Model Thirty uses 36X4 or 36X4.5. The larger Model Thirty also uses different rim diameters depending on which of its two sizes is fitted, so there is no single year-wide Packard tire choice.

That means year and make alone are not enough to choose correctly. If you are unsure which Packard you have, start by confirming whether it is a Model Eighteen or Model Thirty and then inspect the wheel and any surviving tire markings. Once you narrow the car to the right model, the tire search becomes much more straightforward and avoids mixing smaller Eighteen fitments with the larger Thirty chassis.

1910 Packard tires are available in several brass-era sidewall treatments depending on size. In 34X4, the choices include blackwall and wide whitewall. In 36X4, blackwall, all white, and wide whitewall styles appear. In 36X4.5, blackwall and all white versions are available. All of these are bias-ply offerings suited to early Packard fitments.

Sidewall style affects the visual character of the car as much as the fitment itself. A blackwall generally delivers the most restrained period look, while white sidewall treatments create a brighter, more formal appearance that many brass-era restorations favor. If the car is being prepared for judging, confirm the expected sidewall style with a Packard club or event standard, because era-appropriate appearance can matter alongside size and construction.

Several established vintage tire brands cover 1910 Packard fitments where products are offered. The 34X4 size includes Michelin, BFGoodrich, Firestone, and Universal Vintage Tire. The 36X4 size includes Firestone, Diamond, BFGoodrich, and Universal Vintage Tire. The 36X4.5 size includes Firestone, BFGoodrich, and Universal Vintage Tire. All of these offerings are bias-ply tires built around early high-pressure applications.

Brand choice usually comes down to the combination of size availability, sidewall appearance, and the character of the series being reproduced. Some owners prioritize a well-known historic name on the sidewall, while others focus first on finding the right visual treatment for the car. Once the correct size is confirmed, compare brands within that size instead of comparing across the full Packard range, because the Model Eighteen and Model Thirty do not share the same fitments.

For 1910 Packard applications where both are offered, Firestone High Pressure and BFGoodrich Silvertown Cord differ mainly in sidewall presentation and published load details rather than basic fitment type. In 34X4, Firestone appears as a blackwall with a listed load of 1102 at 60 psi, while BFGoodrich is offered as a wide whitewall. In 36X4, Firestone is a blackwall with 1050 at 60 psi, while BFGoodrich appears as a wide whitewall with 1000 at 60 psi. In 36X4.5, both brands are available as blackwalls, with Firestone listing 1252 at 60 psi and BFGoodrich listing 1250 at 65 psi.

The practical takeaway is to choose first by the exact size your Packard requires and then by the sidewall look and specification style you prefer within that size. A restorer focused on exterior presentation may lean one direction, while another owner may prefer the product whose published pressure and load format aligns with their setup research. Keep the comparison inside a single size family, because a series difference does not override the wheel and model requirements.

No rim width range is listed here for 1910 Packard tire products, but rim diameter is clear by size. The 34X4 products mount on 26-inch rims, 36X4 products mount on 28-inch rims, and 36X4.5 products mount on 27-inch rims. The 34X3.5 fitment belongs to the Model Eighteen alongside 34X4, so it should be treated as its own antique fitment rather than assumed to interchange by width alone.

On a brass-era Packard, the important setup step is confirming the wheel's actual diameter and matching it to the proper antique tire code. Early tire sizing does not behave like later metric or alphanumeric systems, and section width changes can affect the correct application. Before finalizing a selection, compare the existing wheel and any surviving tire markings, and if the car has been restored before, verify that the current wheels match the intended factory-style setup.

The available 1910 Packard tires are brass-era bias-ply designs, but the individual products here do not carry a clear tube-type or tubeless marker in the size description. On vehicles from 1910, tube use is part of the normal period-correct wheel and tire system, especially with demountable and clincher-era applications associated with high-pressure tires. That makes inner-tube planning a normal part of the fitting conversation even when the tire listing itself is focused on the casing.

Before installation, confirm the wheel type and the specific tire's sidewall marking so the tube and flap setup matches the rim and service style. This is especially important on early luxury cars like a 1910 Packard, where correct assembly affects both authenticity and road manners. If your car is a long-restored survivor or wears replacement wheels from an earlier restoration, verify the wheel construction before treating any tire as a simple stand-alone replacement.

A 1910 Packard should be stored in a cool, dry, dark space away from direct sunlight, electric motors, welders, battery chargers, and other ozone-producing equipment. Brass-era bias-ply tires are especially sensitive to long static storage, and they can develop flat-spotting and sidewall checking more readily than later radials. Keep the tires clean, maintain inflation, and avoid letting the car sit for long periods on damp concrete if moisture control is poor.

If the Packard will be parked for an extended season, move it periodically or support it in a way that reduces constant load on one footprint. Owners who prepare a car for tours often combine proper storage with a pre-season inspection rather than assuming little-used tires remain ready indefinitely. Good storage habits preserve both the tire casing and the visual finish, which matters on a brass-era car where the tires are a visible part of the restoration.

On a 1910 Packard, tire age is usually a more important limit than mileage. Collector-car tires should be evaluated regularly once they reach roughly five to seven years of service, and many owners treat around ten years as the point where replacement deserves serious consideration even if tread wear is light. The date code and the tire's physical condition matter more than odometer distance on a low-use brass-era automobile.

That approach is especially sensible on an early Packard because the car may be driven infrequently, yet still asked to carry substantial weight on tall, narrow tires. Replace aging tires before visible deterioration becomes severe, and do not rely on appearance alone if the tires have spent years in service. A fresh-looking sidewall can still conceal age-related hardening that changes ride quality and road confidence.

Tires on a 1910 Packard should be inspected before every drive and again before any longer outing. Look for sidewall cracking, cuts, exposed fabric, uneven wear, bulges, and any sign that the tire is losing pressure. On an early tube-era setup, it is also wise to check valve stems, tube-related hardware, and the spare with the same care as the four tires on the ground.

Frequent inspection matters because a brass-era Packard often sees occasional use rather than daily mileage, and long gaps between drives can hide developing problems. A brief walk-around before departure is usually enough to catch obvious issues early. If the car has been stored or trailered, add a pressure check and a visual inspection of the tire beads and sidewalls before trusting the tires on the road.

The 1910 Packard Model Eighteen used antique high-pressure bias-ply tires, not later radial or postwar numeric sizing. Within the Model Eighteen range, the relevant sizes are 34X3.5 and 34X4. That is fully in keeping with brass-era practice, when tall, narrow bias-ply tires were standard across luxury and touring automobiles. Original-equipment branding could vary by market and period supply, so size and construction are the first authenticity markers to get right.

For a historically accurate restoration, start with the correct Model Eighteen size and then choose a sidewall style that matches the car's presentation goals. If the car is being restored for judging, consult Packard club resources or period literature to confirm whether your specific body style and restoration theme are best served by one Eighteen size or the other. Getting the tire architecture right has a major effect on the car's stance and overall authenticity.

Correct tire fitment matters a great deal when showing a 1910 Packard. On a brass-era car, judges and knowledgeable enthusiasts often notice tire size, bias-ply construction, and sidewall treatment immediately because those elements strongly affect the car's stance and period appearance. A later-style construction, an incorrect diameter, or a sidewall presentation that clashes with the restoration theme can stand out even when the rest of the car is well finished.

That does not mean every event uses the same standard, but it does mean tire choice should be part of the restoration plan rather than an afterthought. If your Packard is headed for marque judging, verify event expectations before settling on blackwall, whitewall, or all-white styling. Owners who build for touring rather than formal judging may still want an authentic visual balance, but they often have more flexibility in how strictly they follow show-field conventions.

For 1910 Packard sizes where both appear, Firestone High Pressure and Universal Vintage Tire options share the same basic brass-era bias-ply fitment concept but differ in presentation and published specification detail. In 34X4, both are offered as blackwalls, while Firestone lists a 1102 load at 60 psi and Universal focuses on the classic bias-ply format without the same published load figure. In 36X4, Firestone appears as a blackwall while Universal is offered as an all-white tire. In 36X4.5, Firestone is available in blackwall and all white, while Universal appears as a blackwall offering.

That means the comparison is less about one being a fundamentally different type of tire and more about how each product fits the restoration's visual and specification priorities. If you want a specific sidewall treatment, the available style can narrow the field quickly. If you are comparing otherwise similar options in the same size, look closely at the published pressure and load information and then match that against your intended use and restoration goals.

1910 Packard tires are available here as antique bias-ply brass-era designs, and no modern speed rating letters are listed for these products. That means they should be treated as period-style collector tires intended for the operating character of an early Packard, not as modern high-speed touring tires. On a car of this age, the vehicle's own braking, steering, suspension, and overall mechanical condition often become the practical limit before tire design alone does.

Highway use should be approached with realistic expectations and a well-sorted car. A properly fitted and well-maintained tire can be suitable for normal collector driving, but sustained speed, road heat, and the general demands of modern traffic deserve caution in any brass-era automobile. Before longer trips, make sure the tires, wheels, and the rest of the chassis are prepared for the kind of pace and distance you plan to drive.

Several 1910 Packard tire products list load-and-pressure pairings that help frame their operating range. In 34X4, Firestone lists 1102 at 60 psi. In 36X4, Firestone lists 1050 at 60 psi and BFGoodrich lists 1000 at 60 psi. In 36X4.5, Firestone lists 1252 at 60 psi and BFGoodrich lists 1250 at 65 psi. Those figures belong to those specific products and should not be transferred casually from one size to another.

Use the vehicle's original literature or marque guidance for the starting point on service pressure, then compare that with the particular tire's published load-and-pressure information. Early high-pressure tires are sensitive to underinflation and overinflation in ways that affect both ride and casing life. Keeping the pressure tied to the exact size and product on the car is more important than chasing a single universal number for all 1910 Packard applications.

Before a longer drive in a 1910 Packard, inspect each tire for cracking, cuts, bulges, tread separation, and pressure loss. Check the valve stems, the spare, and any tube-related hardware that is part of the wheel assembly. Because these are antique high-pressure bias-ply tires, also verify that the wheel and tire size still match correctly and that there is no sign of damage from prior storage or previous mounting work.

That tire inspection should be one part of a broader brass-era pre-drive routine that includes brakes, steering play, lubrication, and cooling system readiness. Early Packards can be excellent tour cars when properly prepared, but they reward careful inspection far more than modern cars do. A few minutes spent checking the tires before departure can prevent a minor issue from becoming a roadside problem once the car is loaded and underway.