1926 Rickenbacker Tire Fitment Guide

1926 Rickenbacker vehicles use four size references across two model groups. The 6 Cyl. uses 31X5.25 and 525-21, while the 8 Cyl. uses 33X6.00 and 600-21. All of those sizes are bias-ply fitments built around a 21-inch rim diameter, but the actual tire family is larger on the 8 Cyl. than on the 6 Cyl. Available rim-width guidance appears on the service sizes: 525-21 products cover 2.50-3.00 inches on some Firestone tires and 3.50-4.00 inches on the listed Excelsior, while 600-21 BFGoodrich products cover 3.00-3.75 inches.

The practical takeaway is that a 1926 Rickenbacker owner needs to identify the engine-series model first, not just the year and make. Once that is settled, the antique size and the numeric size should be treated as the same general fitment family for that model, with the numeric code usually being the easier path when selecting an actual replacement tire. Wheel width matters too, especially on a car this old, because different products in the same nominal size can call for different rim-width ranges.

31X5.25 is an antique diameter-by-section tire code used on the 1926 Rickenbacker 6 Cyl. In that style of sizing, the first number is the tire's approximate overall diameter in inches and the second number is the nominal section width in inches. It is not a modern width-to-wheel formula, and it does not read like a later metric or radial size. On a 1926 car, that kind of marking is exactly what many restorers expect to see in period literature and fitment references.

That older style of code mainly helps you confirm that you are looking at the correct original-era size family for the six-cylinder car. When it comes time to choose an actual replacement, many owners move from the antique-style listing to the available 525-21 service size because that is how current reproduction offerings are commonly cataloged. If your car is being judged for authenticity, the antique notation is still worth understanding because it supports a more accurate restoration conversation.

525-21 and 600-21 are numeric bias-ply tire sizes used on 1926 Rickenbacker vehicles. In this convention, 5.25 or 6.00 represents the nominal section width in inches, and 21 is the wheel diameter in inches. The smaller 525-21 belongs to the 6 Cyl., while the larger 600-21 belongs to the 8 Cyl. Both remain firmly in the pre-war bias-ply world rather than the later alphanumeric or metric systems that arrived much later.

For a buyer, the important point is that the final number is the wheel diameter and the first number separates the smaller six-cylinder fitment from the larger eight-cylinder fitment. That makes these size codes more than just alternate labels; they define which product group you should be looking at. If your car already has replacement tires installed, reading the sidewall can be the quickest way to determine whether a previous owner fitted the size family that matches your specific Rickenbacker model.

No, 1926 Rickenbacker models do not all use the same tire size. The 6 Cyl. uses 31X5.25 or 525-21, and the 8 Cyl. uses 33X6.00 or 600-21. All four references mount on 21-inch wheels, but the tire dimensions themselves are different between the two model groups. That split is typical of the era, when larger and more prestigious cars often carried larger section widths and taller overall tire dimensions.

That distinction matters because a 21-inch rim diameter alone is not enough to identify the correct tire for a 1926 Rickenbacker. If you order only by wheel diameter, you could still end up in the wrong size family. The best approach is to confirm the model designation on the car, then compare any surviving tire markings, wheel measurements, and restoration records so the tire's proportions stay appropriate to the chassis and the car's overall appearance.

1926 Rickenbacker tires are available in both blackwall and wide whitewall styles, depending on size and brand. In 525-21 for the 6 Cyl., Firestone offers both blackwall and a 3.00-inch whitewall, while Excelsior is offered as a blackwall. In 600-21 for the 8 Cyl., BFGoodrich offers both blackwall and a 3.50-inch whitewall, and Lester is available as a blackwall. That gives owners a real visual choice even though all of the products remain bias-ply construction.

The right sidewall style usually comes down to how the car is being presented. A blackwall tends to suit a more restrained or utilitarian pre-war look, while a wide whitewall creates a more formal appearance that many restored luxury-era American cars wear well. If authenticity matters, compare your choice against period photos, surviving cars, and marque-club guidance, since trim level, body style, and the way the car was originally delivered can influence what looks most correct.

Four brands appear across the available 1926 Rickenbacker tire sizes: Firestone and Excelsior in 525-21, plus Lester and BFGoodrich in 600-21. All of them are offered in bias-ply construction appropriate to the era of the car. Firestone and BFGoodrich each bring both blackwall and wide whitewall options in their respective sizes, while Excelsior and Lester appear here as blackwall offerings. Brand choice therefore depends partly on which Rickenbacker model you own and partly on the sidewall presentation you want.

A useful way to narrow the field is to start with your model-specific size, then compare the brand choices within that size rather than trying to compare all four brands at once. The 6 Cyl. owner is choosing among Firestone and Excelsior options in 525-21, while the 8 Cyl. owner is choosing among Lester and BFGoodrich options in 600-21. Once the correct size family is set, visual style, rim-width compatibility, and any listed load information become more meaningful selection points.

In 525-21 for the 1926 Rickenbacker 6 Cyl., Firestone and Excelsior differ in sidewall options, weight, and listed rim-width range. Firestone appears in both blackwall and 3.00-inch whitewall forms, with weights of 24 and 26 pounds and a listed rim-width range of 2.50-3.00 inches, plus a maximum load figure of 1120 pounds at 36 psi. The Excelsior Comp H is listed as a blackwall at 20 pounds with a wider listed rim-width range of 3.50-4.00 inches. All are bias-ply tires, but they are not identical in how they are configured.

That means the decision is not just about brand name. If you want a whitewall presentation, the Firestone option is the direct path in this size. If your wheel width falls into the wider range shown for the Excelsior, that may become the more relevant fitment conversation. On a car from 1926, small specification differences like sidewall treatment, casing weight, and wheel compatibility can affect both restoration accuracy and how straightforward the installation will be.

Rim-width guidance is available on the current service sizes for 1926 Rickenbacker tires. In 525-21, Firestone products call for 2.50-3.00-inch rims, while the listed Excelsior 500/525-21 is matched to 3.50-4.00-inch rims. In 600-21, the BFGoodrich products are listed for 3.00-3.75-inch rims. All of the fitments use a 21-inch rim diameter, but width still varies enough that it should be checked before a tire is chosen.

That variation is especially important on pre-war cars because wheels may have been changed over the decades, and a previous restoration does not always mean the wheels stayed original. Measure the actual wheel or confirm its specification before deciding between products within the same nominal tire size. On a 1926 Rickenbacker, getting the width right helps preserve proper tire shape and avoids forcing a tire onto a rim range it was not intended to use.

The listed 1926 Rickenbacker products do not carry tube-type or tubeless markings in the size descriptions shown here. Because these are pre-war 21-inch bias-ply applications, tube fitment is commonly part of the conversation, especially with original-style wheels, but the exact requirement should be confirmed against the wheel construction and the specific tire's sidewall marking. That matters more on a 1926 car than on a later drop-center tubeless design, because wheel type can be just as important as tire construction.

The safest approach is to inspect the actual wheel before mounting tires and treat the product specification as part of the final confirmation process. If the car retains original or original-style rims, many restorers also inspect flap, tube, and valve-stem condition at the same time rather than looking at the tire in isolation. Sorting that out up front is better than assuming all pre-war tires are handled exactly the same way.

Original 1926 Rickenbacker wheels can only be used with tire sizes that match both the model and the wheel's dimensions. Every listed size for 1926 Rickenbacker uses a 21-inch rim diameter, so the diameter is shared across the six-cylinder and eight-cylinder cars. Even so, the 6 Cyl. and 8 Cyl. do not use the same tire size family, and the available products show different rim-width ranges within those families. That means diameter compatibility does not automatically settle the full fitment question.

A six-cylinder wheel should not be assumed correct for an eight-cylinder tire simply because both are 21-inch applications. Verify which model the wheel belongs to, measure the wheel width, and compare that measurement to the intended product's rim-width range. On many collector cars, original wheels, spare wheels, and replacement wheels can get mixed over time, so checking each wheel individually is a smart step before mounting a complete set.

A 1926 Rickenbacker should be stored in a cool, dry, dark space away from direct sunlight, electric motors, battery chargers, welders, and other ozone-producing equipment. Bias-ply tires, like the ones used on 1926 Rickenbacker applications, can develop flat-spotting and age-related sidewall cracking more readily when they sit in one position for long periods. Clean floors, stable temperature, and proper inflation all help reduce stress on the casing during storage. If the car will sit for months, occasional rolling or supporting the vehicle to reduce static load can be beneficial.

Storage habits matter as much as mileage on a collector car that sees infrequent use. Keep the tires off damp soil or bare concrete when possible, avoid petroleum-based dressings, and inspect the sidewalls before the first drive of each season. If the car is stored with a mounted spare, give that tire the same attention as the four on the ground, because age, ozone, and temperature affect the spare even when it never touches the road.

Tires on a 1926 Rickenbacker are usually judged more by age and condition than by mileage. A sensible collector-car rule is to begin careful evaluation around five to seven years and to treat roughly ten years as a point where replacement deserves serious consideration, even if tread wear looks modest. The DOT-style dating habits collectors use on newer tires still matter, but visual condition, storage history, and how the car has been driven are equally important on reproduction bias-ply tires. Low annual mileage does not stop rubber from aging.

That age-based mindset prevents a common mistake with rarely driven classics: assuming a tire is healthy because the tread still looks deep. Check date codes where applicable, compare the condition of all five tires if a spare is carried, and pay attention to hardening, cracking, or a change in ride feel. On a pre-war car, replacing aging tires before they look completely worn out is usually a better preservation decision than trying to extract every last year from them.

Tires on a 1926 Rickenbacker should be inspected before every drive and again before any longer outing. Look for sidewall cracking, tread separation, cuts, bulges, exposed cord, and signs that the tire is no longer holding pressure consistently. Bias-ply tires on lightly used collector cars can age quietly, so a car that drove well last month can still deserve a close look today. If the wheel and tire setup uses tubes, valve-stem condition deserves attention too.

A pre-drive inspection is especially important on a 1926 car because the tire is only one part of an older running system that may have spent long periods in storage. Walk around the car, check inflation with a reliable gauge, and examine the spare along with the tires on the ground. Building that habit reduces surprises and gives you time to catch small age-related issues before they become roadside problems.

A 1926 Rickenbacker 6 Cyl. would originally have been fitted with bias-ply tires, because that was standard practice in the pre-war American market. The size family for the six-cylinder car is represented here as 31X5.25 and 525-21, which reflect original-era and service-style ways of identifying the same general fitment group. No original-equipment brand should be assumed from that alone. For a car restored to a specific delivery market or body style, marque references remain the best way to confirm exactly how the car would have left the factory or dealer.

For most restorers, the practical lesson is that construction type and size family matter first. Staying with a bias-ply tire in the correct six-cylinder dimensions preserves the stance and period character expected of a 1926 Rickenbacker. Once that baseline is set, sidewall style becomes the next authenticity decision, and that is where period photos, surviving examples, and club knowledge can help separate a generally appropriate tire from one that is truly right for your particular car.

Correct tire fitment matters on a 1926 Rickenbacker because pre-war judging often pays close attention to size, construction, and visual presentation. A six-cylinder car wearing the larger eight-cylinder size family, or an eight-cylinder car wearing the smaller six-cylinder dimensions, can look immediately out of scale even to casual observers. Sidewall style can matter as well, since blackwalls and wide whitewalls create very different period impressions. On a Full Classic-era automobile, tires are part of the car's visual proportions, not just its driveline hardware.

For concours-level work, think in layers: first the correct model-specific size family, then the correct bias-ply construction, then the sidewall treatment that suits the car's restoration target. Event standards can vary, so club judging guides and marque specialists are worth consulting before final decisions are made. Even outside formal judging, a correctly fitted tire helps the car sit and present the way a 1926 American luxury-era automobile is expected to look.

In 600-21 for the 1926 Rickenbacker 8 Cyl., BFGoodrich and Lester differ in sidewall offerings and the amount of published fitment detail. BFGoodrich appears in both blackwall and 3.50-inch whitewall versions, each with a listed maximum load of 1350 pounds at 36 psi and a rim-width range of 3.00-3.75 inches, with weights of 31 and 34 pounds. Lester appears here as a blackwall at 20 pounds. All are bias-ply tires for the same 21-inch wheel diameter, but they present differently both visually and in listed specifications.

That makes the choice especially relevant for a restoration-minded eight-cylinder owner. If the car calls for a formal whitewall look, the BFGoodrich range provides that path in this size, while a simpler blackwall presentation is available from both brands. Beyond appearance, the BFGoodrich entries provide clear wheel-width and load guidance that can help when confirming setup on an older car whose wheel history may not be fully straightforward.

1926 Rickenbacker tires can be suitable for normal road use when they are the correct size, in good condition, properly inflated, and matched to sound wheels and suspension, but the listed products here do not show explicit speed ratings. Because all of the available fitments are bias-ply designs for a pre-war car, road behavior will reflect the era: narrower tread profiles, more steering wander on imperfect pavement, and different responses to grooves and crown than a modern radial. On a 1926 automobile, the car's braking, steering, and chassis condition are often just as important as the tire itself.

The practical point is to drive the car within its age and configuration rather than expecting modern highway manners from a 1920s platform. Before any sustained road use, confirm tire age, inflation, wheel condition, and overall chassis health. If the car tracks properly and the tires are fresh and correctly fitted, many owners enjoy touring these cars responsibly, but the pace and following distance should always reflect the capabilities of a machine built in the mid-1920s.

Inflation pressure on a 1926 Rickenbacker should be chosen by combining the vehicle's factory guidance with the reproduction tire's own rated information. The listed 525-21 Firestone products carry a maximum load of 1120 pounds at 36 psi, and the listed 600-21 BFGoodrich products carry a maximum load of 1350 pounds at 36 psi. Those figures are tire ratings, not automatic one-size-fits-all operating pressures for every 1926 Rickenbacker setup. Pressure should always be matched to the specific size, product, and vehicle application rather than transferred across models.

Start with period factory recommendations if you have them, then compare them with the chosen tire's specifications and the car's actual use. A six-cylinder and an eight-cylinder Rickenbacker should not be treated interchangeably just because both use 21-inch rims. When in doubt, verify pressure guidance with the tire manufacturer and with marque specialists familiar with the way these cars are driven today, especially if the vehicle carries accessories or bodywork that affect weight distribution.

Before taking a 1926 Rickenbacker on a longer drive, inspect every tire for cracks, cuts, bulges, uneven wear, and signs of age hardening, then verify inflation with an accurate gauge. Check the valve stems, and if the car uses tubes, make sure the complete tire-and-tube setup has been maintained as a system rather than piecemeal. The spare deserves the same inspection as the road tires. Since these are bias-ply applications on a 1920s chassis, wheel condition and bead seating also deserve a careful look.

Treat the tires as one part of a broader pre-drive routine. On a car of this age, steering play, brake adjustment, wheel-bearing condition, and general fluid checks belong in the same preparation session. A longer drive is far more enjoyable when the tire inspection is done early enough to address issues before departure instead of reacting to them on the roadside. That extra preparation is simply part of responsible touring in a Full Classic-era automobile.