1933 Cunningham Tire Fitment Guide

1933 Cunningham vehicles use two tire sizes: 700-20 and 700-19, and both are associated with the Cunningham 8. The 700-20 size mounts on a 20-inch rim, while 700-19 mounts on a 19-inch rim. For 700-20, published rim-width ranges include 3.75 to 4.00 inches on some Firestone products and 5.00 to 5.50 inches on some BFGoodrich products. For 700-19, published rim-width guidance appears at 3.75 to 4.00 inches on some Firestone offerings.

That means year and make alone are not enough to choose a tire for a 1933 Cunningham. You need to confirm which wheel diameter is actually on the car, then compare the tire's listed rim-width range against the wheel before making a final choice. On a car that may have seen decades of restoration work, wheel diameter and wheel type should always be verified at the car, not assumed from model name alone.

On a 1933 Cunningham tire, 700-20 is a numeric bias-ply size. The leading number identifies the tire's nominal section-width class in period sizing practice, and the final number identifies the wheel diameter in inches, so this tire is built for a 20-inch rim. All currently listed 700-20 options for 1933 Cunningham are bias-ply tires, which is consistent with the era of the car.

For a buyer, the key point is that 700-20 is not interchangeable with 700-19 just because the numbers look similar. The 20-inch rim requirement comes first, and after that you can compare sidewall style, published load rating, and the wheel-width range shown for the individual tire. That keeps a prewar luxury car like a 1933 Cunningham visually correct and mechanically sensible without jumping between mismatched wheel diameters.

No. The 1933 Cunningham range represented here centers on the Cunningham 8, and that single model appears with both 700-20 and 700-19 fitments. Both are bias-ply sizes, but they do not share the same rim diameter, so they are not interchangeable choices on the same wheel. The distinction is wheel-based rather than a matter of choosing between radial and bias-ply construction.

That matters because many collector cars have been restored, rebodied, or updated over the years, especially in the upper luxury classes where coachwork and chassis histories can vary. On a 1933 Cunningham, the correct approach is to identify the actual wheels on the car first and only then narrow the tire search to the proper size. Once that is settled, sidewall appearance becomes the next meaningful decision.

1933 Cunningham tires are offered in several sidewall styles depending on size. In 700-20, available styles include blackwall, wide whitewall, and double-whitewall. In 700-19, available styles include blackwall and double-whitewall. Those choices let an owner tailor the car either toward a more restrained factory-era look or toward the bolder whitewall presentation often associated with high-end prewar restorations.

The right sidewall style depends on how your 1933 Cunningham is being presented. A formal sedan or a car restored with conservative period taste may look more natural on blackwalls, while a show-oriented car may suit a whitewall or double-whitewall treatment better. Before deciding, compare the tire to period photos of similarly bodied Cunningham cars and, if the car will be judged, check event or marque guidance for acceptable presentation.

Three brands appear in 1933 Cunningham tire fitments: Firestone, BFGoodrich, and Lester. The 700-20 size is available from Firestone and BFGoodrich, while the 700-19 size is available from Firestone and Lester. All listed options are bias-ply tires, which fits the construction type expected for a 1933 luxury automobile.

Brand choice on a 1933 Cunningham often comes down to which size your car uses, followed by sidewall preference and wheel compatibility. Firestone offers the broadest spread across both sizes, while BFGoodrich is represented in 700-20 and Lester in 700-19. If you are trying to balance restoration character with the specific look of the car, compare each brand within the correct size rather than shopping across sizes first.

Within the 700-20 fitment for 1933 Cunningham, Firestone Balloon and BFGoodrich Silvertown Classic Bias Ply differ in sidewall offerings, published wheel-width range, weight, and listed load figures. Firestone Balloon appears with wide whitewall and double-whitewall styles, a 3.75 to 4.00 inch rim-width range, and listed capacities of 1930 pounds at 40 psi. BFGoodrich Silvertown Classic Bias Ply appears in wide whitewall and blackwall styles, a 5.00 to 5.50 inch rim-width range, and listed capacities of 1700 pounds at 36 psi or 1980 pounds at 42 psi depending on the tire.

That comparison means the two lines should not be treated as cosmetic variations only. On a 1933 Cunningham, wheel width and desired sidewall appearance can steer you toward one series or the other even before you think about brand preference. Matching the tire's published rim-width range to the actual wheel is especially important on prewar cars, where wheel types and restoration choices may differ from one surviving example to another.

Rim-width guidance for 1933 Cunningham tires varies by size and by product line. In 700-20, some Firestone tires call for 3.75 to 4.00 inch rims, while some BFGoodrich tires call for 5.00 to 5.50 inch rims. In 700-19, published examples include 3.75 to 4.00 inch rims on certain Firestone products. The important point is that the same nominal tire size does not always carry the same approved wheel-width range across different tire lines.

That is why wheel measurement matters before choosing a tire for a 1933 Cunningham. If your car has original wheels, restored wheels, or replacement rims from an earlier restoration, confirm the actual width at the bead seat and compare it with the tire you are considering. Doing that prevents fitment problems that can affect profile shape, steering feel, and the way the tire sits on the wheel.

The listed 1933 Cunningham tires are bias-ply products in prewar sizes, and no tubeless markings appear in the available fitments. On cars from this era, inner tubes are commonly part of the complete tire-and-wheel setup, especially when the vehicle retains original-style rims. Tube use should match the wheel design and the tire's intended application rather than being treated as an afterthought.

For a 1933 Cunningham, the practical step is to inspect the wheels and confirm whether they are tube-type in construction before finalizing the setup. Tube condition, flap requirements where applicable, and valve-stem condition all matter on a long-stored collector car. If the car has been restored with non-original wheels, verify the wheel and tire combination together rather than assuming all 1933 fitments are handled the same way.

A 1933 Cunningham should be stored in a cool, dry, dark space away from direct sunlight, electric motors, battery chargers, furnaces, and other ozone-producing equipment that can accelerate rubber cracking. Keep the tires clean, maintain inflation, and move the car periodically so the same contact patch is not carrying the load for months at a time. Bias-ply tires are especially prone to developing temporary flat spotting when they sit in one position for long periods.

If a 1933 Cunningham will remain parked for an extended season, many owners reduce stress by rolling the car occasionally or supporting it in a way that lessens constant load on the tires. That is particularly useful on a heavy prewar luxury car. Storage habits have a real effect on how the tires look, how smoothly they round out again, and how well they preserve an expensive restoration.

On a 1933 Cunningham, tire age matters more than mileage because collector cars often travel relatively few miles each year. A good rule is to evaluate tires closely once they reach the five-to-seven-year range and to treat around ten years as the point where replacement deserves serious consideration, even if tread depth still looks generous. The DOT date code, along with visible condition, helps determine the tire's true service age.

That approach is especially important on a 1933 Cunningham because long periods of static storage can age a tire without wearing it out in the usual sense. Whitewalls, blackwalls, and bias-ply constructions can all harden or crack with time. If the car is driven only for tours, events, or short seasonal outings, age-based replacement is still the safer benchmark than trying to judge tire life by miles alone.

Tires on a 1933 Cunningham should be inspected before every drive and again before any longer tour or event. Look for sidewall cracking, weather checking, cuts, bulges, tread separation signs, uneven wear, and slow pressure loss. On a prewar setup, valve stems and any tube-related hardware deserve attention as well because age can affect those components even when the car is used gently.

Frequent inspection makes sense because a 1933 Cunningham is a heavy, valuable, and relatively low-use automobile whose tires may age between outings rather than wear out in constant service. A brief walkaround before departure can reveal issues that were not visible when the car was parked. It is also wise to inspect the spare, since many collector cars still carry an old spare that no longer matches the serviceability of the road tires.

A 1933 Cunningham 8 would have been built in the bias-ply era, so bias-ply construction is the historically appropriate starting point. The available fitments here are 700-20 and 700-19, both in bias-ply form, which aligns with what a car of this age and class would have used when new. Original-equipment brand could vary by market, body style, delivery arrangement, or later period service replacement history.

For an owner restoring a 1933 Cunningham 8, the smartest path is to confirm the car's wheel diameter and then compare period photos, surviving paperwork, and marque-club knowledge before locking in sidewall style. On rare luxury cars, details can differ from one surviving example to another. Bias-ply construction is the broad historical constant; the exact visual presentation should follow the history of your individual car as closely as possible.

Correct tire fitment matters a great deal when showing a 1933 Cunningham because tire size, construction type, and sidewall treatment all affect the car's authenticity and overall presentation. Judges and knowledgeable enthusiasts notice whether the wheel diameter is right, whether the tire has the proper prewar bias-ply look, and whether the sidewall style suits the car's era and class. A visibly incorrect size can alter stance and undermine an otherwise careful restoration.

For a 1933 Cunningham prepared for concours or marque events, tire choice should support the exact story the car is telling. A conservative restoration may call for one sidewall treatment, while a more formal or highly trimmed car may justify another. Event standards vary, so after confirming the proper 19-inch or 20-inch fitment, compare your choice against club judging guidance and period imagery rather than relying on appearance alone.

For the 1933 Cunningham, blackwall, wide whitewall, and double-whitewall options appear depending on size. In 700-20, you can find blackwall, wide whitewall, and double-whitewall choices, while 700-19 includes blackwall and double-whitewall options. All remain bias-ply tires, so the difference is visual presentation rather than a shift into a modern construction type.

That visual choice has a strong effect on how a 1933 Cunningham reads as a restored luxury car. Blackwalls tend to look restrained and formal, while whitewall styles emphasize elegance and period presence. When authenticity matters, use period photographs of comparable Cunningham body styles and consult marque specialists, since the most convincing sidewall treatment is the one that fits the car's original character rather than simply the boldest look available.

1933 Cunningham tires can be suitable for highway use when they are in good condition, correctly fitted, properly inflated, and used within the expectations of a prewar bias-ply tire. The available sizes here are bias-ply 700-20 and 700-19 products, and no modern speed-rating markings are shown for them. On a car of this age, safe road use depends as much on the condition of the chassis, brakes, steering, and wheels as it does on the tires themselves.

For real-world driving, a 1933 Cunningham should be treated as a prewar luxury automobile, not a modern high-speed car. Even if the tire is healthy, the vehicle's age, weight, suspension design, and braking system set the operating envelope. Highway use is most sensible when the car has been thoroughly inspected, the tires are age-appropriate and pressure-checked, and the driver plans around the car's era-correct capabilities rather than modern traffic assumptions.

Inflation pressure for 1933 Cunningham tires depends on the specific tire size and product. Published examples include 700-20 tires rated at 1930 pounds at 40 psi, 1980 pounds at 42 psi, or 1700 pounds at 36 psi, while 700-19 tires appear with listed capacities around 1570 to 1585 pounds at 36 psi. Those figures are tire ratings, not blanket instructions to run every product at the same pressure.

The best practice is to start with the vehicle's factory guidance if you have it, then compare that with the tire manufacturer's rating for the exact product on the car. Do not transfer a pressure figure from 700-20 to 700-19, or from one brand line to another, just because the tires look similar. On a 1933 Cunningham, correct pressure affects ride, steering effort, and how the car carries its considerable weight.

Before a longer drive in a 1933 Cunningham, inspect each tire for cracking, cuts, bulges, exposed fabric, uneven wear, and proper inflation. Check valve stems, verify that the spare is usable, and make sure the tire size on the car matches the wheel diameter actually fitted. Because these are prewar bias-ply fitments, it is also wise to look for signs of age hardening or long-term flat spotting after storage.

That tire inspection should be part of a broader pre-drive routine on a 1933 Cunningham that includes brakes, steering play, wheel fasteners, and fluid levels. A prewar luxury car can feel composed on the road, but only when every system is working as intended. Spending a few extra minutes before departure is far easier than troubleshooting a tire or wheel problem once a rare and valuable car is already out on tour.