1931 Stutz Tire Fitment Guide

1931 Stutz vehicles use three different tire sizes depending on model: 600-19 for the LA, 650-20 for the MA, and 700-20 for the MB. These are all numeric bias-ply sizes, but they do not interchange across the full 1931 Stutz range because the LA uses a 19-inch rim while the MA and MB use 20-inch rims. Rim width guidance is available on many 20-inch products, ranging from 3.00 to 5.00 inches for 650-20 and from 3.75 to 5.50 inches for 700-20 depending on the specific tire.

That means year and make alone are not enough for a confident tire choice on a 1931 Stutz. Start by confirming whether your car is an LA, MA, or MB, then confirm the actual wheel diameter on the car before narrowing by sidewall style or brand. If your Stutz has been restored, re-bodied, or fitted with non-original wheels at some point in its life, checking the wheel itself is especially worthwhile before moving ahead.

On a 1931 Stutz, 600-19 is a numeric bias-ply tire size. The first number represents a nominal section width of 6.00 inches, while the second number identifies a 19-inch rim diameter. For 1931 Stutz fitment, that size belongs to the LA model specifically rather than to the MA or MB.

Modern buyers sometimes mistake older numeric sizes for direct modern metric equivalents, but prewar sizing should be matched by the correct vintage size family first. If you own a 1931 Stutz LA, 600-19 keeps you in the proper numeric bias-ply pattern and on the correct rim diameter. Once that is settled, the next decision becomes cosmetic, such as whether the available whitewall treatment suits the look of your particular restoration.

No, 1931 Stutz models do not all use the same tire size. The LA uses 600-19, the MA uses 650-20, and the MB uses 700-20. All three are bias-ply numeric sizes, but the fitment changes by model and includes both 19-inch and 20-inch rim diameters across the lineup.

That model-specific spread is typical of upscale prewar marques, where chassis and body differences often carried distinct tire requirements. If you are buying for a 1931 Stutz without first identifying the exact model, you can easily land on the wrong rim diameter or a size intended for a different chassis. The safest approach is to verify the model designation on the vehicle and then compare the mounted wheels to the intended size before making a final selection.

1931 Stutz tire sidewall choices vary by size. The 600-19 LA fitment is available in a wide whitewall, the 650-20 MA fitment is offered in blackwall and wide whitewall versions, and the 700-20 MB fitment is available in blackwall, wide whitewall, and double-whitewall styles. All of these offerings remain within bias-ply construction, which is appropriate to the period of the car.

Sidewall style matters because it changes the visual character of a prewar Stutz even when the size stays correct. Blackwalls can suit a more restrained or utilitarian presentation, while wide whitewalls and double whitewalls create a richer luxury-car look associated with high-style coachbuilt and premium American cars of the era. If authenticity is important for your car’s body style or intended presentation, compare the sidewall treatment to period photos and marque references before deciding.

Several brands cover 1931 Stutz fitments. Lester is available in 600-19 for the LA, Firestone, Denman, and Deka appear in 650-20 for the MA, and Firestone plus BFGoodrich are offered in 700-20 for the MB. Every listed option for these sizes uses bias-ply construction, which aligns with the prewar era of the cars themselves.

Brand choice on a 1931 Stutz usually comes down to which model you own, which sidewall style you want, and whether the product character fits your restoration goals. Firestone and BFGoodrich are often favored by collectors looking for strong period presentation, while truck-oriented offerings in 650-20 may appeal where a blackwall commercial-style look is appropriate. Staying within the correct size for your model is more important than trying to force a preferred brand from another Stutz fitment.

On 1931 Stutz MB applications in 700-20, Firestone and BFGoodrich differ in sidewall style choices, rim width range, weight, and listed load-pressure pairings. Firestone offers balloon-style wide whitewall and double-whitewall versions with a 3.75 to 4.00 inch rim width range and a 1930-pound load rating at 40 psi, while BFGoodrich offers wide whitewall and blackwall versions with a 5.00 to 5.50 inch rim width range and load figures of 1980 pounds at 42 psi or 1700 pounds at 36 psi depending on the tire.

Those differences make wheel specification especially important on an MB. A car set up for a narrower 20-inch rim may point you toward one family of products, while a wider rim may point toward another. Once wheel width is confirmed, the decision often becomes a matter of sidewall appearance and how closely you want the tire’s visual profile to complement the car’s restoration style.

Rim width guidance varies by size on 1931 Stutz tires. For 650-20 MA fitments, listed products call for a 3.00 to 5.00 inch rim width. For 700-20 MB fitments, some products fit 3.75 to 4.00 inch rims while others fit 5.00 to 5.50 inch rims, so the acceptable range depends on the exact tire chosen. The 600-19 LA option here does not carry a rim-width listing in its available product.

That wide spread in 700-20 is a reminder that size alone does not finish the fitment question on a prewar car. Before selecting a tire, measure the wheel or confirm the wheel specification through your restoration records so the tire’s approved rim-width range matches what is actually on the car. That is especially important if your Stutz has replacement wheels, custom coachwork history, or a long chain of previous restorations.

The available 1931 Stutz products are presented as bias-ply vintage sizes, but the tire markings shown here do not identify tube-type or tubeless status by size code. On a prewar Stutz, tube use is commonly tied not only to the tire but also to the wheel design, especially with older rim constructions that were never intended for modern tubeless service.

For that reason, the right approach is to check the specific tire’s sidewall marking and confirm it against the wheel you plan to use. If your car still carries original-style artillery or wire wheels, or wheels restored to original specification, a tube setup is often part of the conversation even when the tire itself looks straightforward. Verifying the wheel condition, flap needs, and valve-stem arrangement before mounting avoids preventable problems later.

A 1931 Stutz should be stored in a cool, dry, dark space away from direct sunlight, electric motors, battery chargers, furnaces, and other ozone sources that can age rubber. Keep the tires clean, maintain proper inflation, and move the car occasionally so the same footprint is not loaded in one spot for months at a time. Bias-ply tires can develop temporary flat-spotting more readily during long static storage, especially on a heavy prewar automobile.

If the car will sit for an extended season, many collectors reduce stress on the tires by rolling the car periodically or supporting it in a way that does not leave full operating weight on one contact patch continuously. The goal is not just tread preservation but protecting sidewalls and carcass shape on a vehicle that may see infrequent but important use. A proper storage routine pays off in smoother driving and better appearance when the car returns to the road.

Tires on a 1931 Stutz are usually judged more by age and condition than by mileage. Collector-car tires should be evaluated regularly once they reach the five- to seven-year range, and many owners begin serious replacement consideration by around ten years regardless of tread depth. The DOT date code, if present on the tire, helps establish age more reliably than a restoration invoice alone.

That matters because a lightly driven prewar Stutz can still be riding on old rubber that looks presentable from a distance. Sidewall checking, hardening of the compound, stored flat-spotting, and long-term environmental exposure all affect serviceability even when miles are low. If your car is intended for tours, judged events, or longer road outings, age-based planning is smarter than waiting for visible tread wear to force the decision.

Tires on a 1931 Stutz should be inspected before every drive and again before any extended outing. Look closely for sidewall cracking, cuts, bulges, irregular tread wear, embedded debris, and signs of pressure loss. On a prewar collector car, it is also wise to inspect valve stems and the spare, because a car that sees limited road time can still develop age-related failures.

A brief walkaround is often enough to catch issues before they become a roadside problem. Prewar cars put a great deal of visual emphasis on their tires, but the mechanical consequences matter just as much, especially when long periods of storage are followed by immediate driving. Regular inspection also helps you notice whether a tire is wearing in a way that points to alignment, wheel, or suspension concerns that deserve attention beyond the tire itself.

A 1931 Stutz LA would originally have been a bias-ply car, and the LA fitment in this year-make group is 600-19. That matches the construction type expected for an American luxury automobile from 1931, when radial passenger-car fitments were still far in the future. The exact sidewall treatment and brand used when new could vary by body style, market, and owner preference, so size and construction are the first points to anchor correctly.

For restoration work, getting back to the right numeric size and bias-ply construction usually matters more than chasing a single assumed original brand. If your LA is headed for marque judging or a high-level historical restoration, period photography, factory literature, and Stutz club resources can help refine whether a blackwall or whitewall presentation suits the car. That extra step is worthwhile because prewar luxury cars are often judged as much by overall visual harmony as by raw specification.

Correct tire fitment matters a great deal when showing a 1931 Stutz. Judges and knowledgeable enthusiasts will notice whether the car carries the right size for its model, whether the construction type suits the era, and whether the sidewall style looks appropriate to the way the car is being presented. A 600-19 LA, 650-20 MA, and 700-20 MB each have their own fitment path, so using another model’s size can stand out immediately.

What gets flagged depends on the event, but common issues include the wrong numeric size, an overly modern visual profile, or a sidewall treatment that does not fit the car’s restoration theme. Even outside formal judging, correct tire fitment contributes to stance, wheel-arch proportion, and the visual authority a Stutz should carry. For event-specific standards, compare your planned tire choice against the rules and guidance used by the club or concours organizing the show.

For the 1931 Stutz MA in 650-20, Firestone and Denman differ in styling emphasis and in how much technical detail is published with the tire. Firestone offers both blackwall and wide whitewall versions, includes a listed rim width range of 3.00 to 5.00 inches, and shows a maximum load of 2120 pounds at 60 psi on its 650-20 products. Denman appears in a blackwall 650-20 form with a bias-ply truck-oriented series character and without the same breadth of sidewall styling choices.

That makes the choice partly a matter of presentation and partly one of wheel compatibility research. If your MA restoration calls for a brighter luxury-car look, the whitewall Firestone path may better suit the car’s visual presence. If you prefer a more restrained blackwall appearance, comparing the wheel width on the car against the published fitment range is still the smart first step before settling on any one 650-20 product family.

1931 Stutz tires can be suitable for normal road use when they are the correct size, in sound condition, and matched to wheels that meet the tire’s requirements. The available fitments here are all bias-ply designs, which are true to the era and behave differently from modern radials in steering feel, tracking, and response to road crown. No speed ratings are shown for these products, so prudent operation should reflect both the tire design and the realities of a high-value prewar automobile.

On a 1931 Stutz, the broader mechanical condition of the car is often as important as the tire itself before any sustained highway use. Brakes, steering components, wheel bearings, suspension condition, and alignment all influence how confidently the car will travel at speed. A well-sorted Stutz on fresh, correctly fitted tires can be a satisfying touring car, but the road plan should respect the era of the machine rather than assume modern-car behavior.

Inflation pressure on 1931 Stutz tires should start with the car’s factory guidance and then be checked against the specific tire’s own maximum load and pressure information where it is published. Among the available products, some 650-20 tires list 2120 pounds at 60 psi, while 700-20 products list figures including 1930 pounds at 40 psi, 1980 pounds at 42 psi, and 1700 pounds at 36 psi depending on the tire. Those figures are not interchangeable across sizes or across different product families within the same size.

The practical takeaway is to avoid copying one pressure number from another Stutz model or another tire just because the construction looks similar. Use the original vehicle literature as your baseline for running pressure, then compare it with the tire maker’s published limits for the exact tire on the car. That approach preserves ride quality, load support, and casing health far better than guessing from appearance alone.

Before a longer drive in a 1931 Stutz, inspect all five tires for cracking, cuts, bulges, abnormal wear, and proper inflation, and make sure the spare is just as serviceable as the four on the ground. Look closely at valve stems, wheel condition, and any signs that an older tire has begun separating or losing air after storage. On a prewar car, tire preparation is only one part of the larger readiness check.

A sensible touring routine also includes checking brakes, steering free play, fluids, cooling system condition, and whether the tools and jack actually fit the wheels on the car. Because 1931 Stutz models use different tire sizes by chassis, it is especially important that the spare matches the fitment your LA, MA, or MB actually requires. Spending a little more time in the garage reduces the chance that a tire issue becomes the event that cuts the trip short.