1934 Studebaker Tire Fitment Guide

1934 Studebaker vehicles use five bias-ply tire sizes across the model range: 6.00-17, 700-16, 650-16, 550-17, and 6.50-17. Commander uses 6.00-17 and 700-16, Dictator uses 650-16 and 550-17, and President uses 6.50-17 and 700-16. Rim diameters therefore span both 16-inch and 17-inch wheels, not one universal wheel size for the entire make.

That means the right starting point is your exact model and the wheel diameter actually on the car. Where rim-width guidance appears in available tire offerings, 700-16 commonly fits 4.50- to 5.50-inch rims and 650-16 commonly fits 4.50- to 5.00-inch rims. If your car has been restored, upgraded, or mixed from parts over the years, checking the wheel before choosing a size is more important than assuming every 1934 Studebaker used the same tire.

On a 1934 Studebaker, 700-16 is a numeric bias-ply size. The 7.00 figure is the nominal section width in inches, and the 16 is the wheel diameter in inches. In the 1934 Studebaker range, that size applies to Commander and President models and is offered in classic bias-ply construction with blackwall and wide whitewall sidewall styles.

For a buyer, 700-16 matters because it is the shared 16-inch size between two different 1934 Studebaker models, but it is still not universal across the whole make. If your car is a Commander or President, this may be the correct direction, yet you still need to confirm whether your individual car is on 16-inch wheels rather than one of the 17-inch alternatives used elsewhere in the lineup.

No, 1934 Studebaker models do not all use the same tire size. The Dictator has its own 650-16 and 550-17 fitments, the Commander uses 6.00-17 and 700-16, and the President uses 6.50-17 and 700-16. Only 700-16 is shared, and it is shared only by Commander and President rather than by every Studebaker model for the year.

That variation is typical of a 1930s make with several models positioned at different price and size levels. It also means a year-and-make search is only the first step for 1934 Studebaker owners. Before settling on a tire, identify the model and inspect the wheel diameter on the car, especially if the car has been restored long ago or has had wheels swapped during its lifetime.

1934 Studebaker tire offerings include blackwall, wide whitewall, and, in 550-17, double-whitewall styles. The 700-16 size is available in blackwall and wide whitewall, 650-16 is also available in blackwall and wide whitewall, and 550-17 adds a double-whitewall option alongside blackwall and wide whitewall. All of these offerings are bias-ply tires, which keeps the overall appearance appropriate to the period.

For a restoration-minded owner, sidewall style can change the car's visual character almost as much as the wheel itself. Blackwalls generally suit a more understated factory-era look, while whitewalls reflect a dressier presentation common on many 1930s American cars. If the car is being judged, confirm what your specific body style, market presentation, and event standards expect before choosing between blackwall and whitewall treatments.

Available brands for 1934 Studebaker fitments include Lester, Avon, BFGoodrich, Firestone, Coker Classic, and Garfield. In 700-16, the brands shown are Lester, Avon, BFGoodrich, and Firestone. In 650-16, the brands shown are BFGoodrich, Coker Classic, Firestone, and Garfield. In 550-17, BFGoodrich is represented in the available products.

Brand choice on a collector car usually comes down to balancing appearance, historical flavor, and the exact sidewall treatment you want in the correct size. Some sizes have far more brand variety than others, so the decision may be broad in 650-16 and narrower in 550-17. Once the correct size is confirmed, compare the available sidewall style and any listed load or rim-width details rather than picking by brand name alone.

In 650-16 for the 1934 Studebaker, both BFGoodrich and Firestone are offered as bias-ply tires and both list a maximum load of 1,580 pounds at 32 psi with a 4.50- to 5.00-inch rim width range. The BFGoodrich example shown is a wide whitewall version weighing 24 pounds, while the Firestone example shown is a blackwall version weighing 23 pounds. The key difference here is sidewall presentation more than basic fitment parameters.

That makes the choice less about changing the underlying size and more about matching the car's look and restoration intent. A blackwall usually creates a more restrained appearance, while a wide whitewall gives the car a more formal 1930s presentation. If your Dictator is being restored to a specific style or period photograph, compare the sidewall treatment first and then confirm the wheel falls within the listed rim-width range.

Rim-width guidance appears for some 1934 Studebaker sizes rather than for every size. In 700-16, listed fitments include a 4.50- to 5.50-inch rim width range. In 650-16, listed fitments include a 4.50- to 5.00-inch rim width range. The 550-17 products shown do not list a rim-width range alongside the available offerings.

Rim width matters because an old wheel can be the correct diameter but still be a poor match for a specific tire if the width is wrong. Measure the wheel you plan to use, not just the spare or a loose rim in the shop. On a 1934 Studebaker that has changed hands many times, confirming both rim diameter and width before mounting helps avoid an expensive mismatch and preserves the tire's intended profile.

The available 1934 Studebaker tire listings shown here do not carry tube-type or tubeless markings in the size descriptions, so the practical assumption for these 1930s bias-ply applications is to verify the specific tire and wheel combination before installation. Cars of this era commonly used tube-type wheel and tire setups, especially on original-style artillery or steel wheels, but the exact requirement should be confirmed on the tire sidewall marking and the wheel design being used.

That check matters because tube use is not just a tire decision; it is also a wheel decision. A vintage wheel's bead seat, rivet construction, and condition all affect whether tube use is appropriate. Before fitting tires to a 1934 Studebaker, inspect the wheel carefully, replace aged valve hardware, and match the tube decision to the actual tire marking and wheel condition rather than relying on era assumptions alone.

A 1934 Studebaker should be stored away from direct sunlight, electric motors, battery chargers, furnaces, and other ozone-producing equipment that accelerates sidewall aging. Keep the floor area dry, maintain proper inflation, and move the car periodically so the same portion of the tire is not carrying the load for months at a time. Bias-ply tires are especially prone to temporary flat-spotting when they sit.

If the car will be parked for a long season, many collectors either roll it occasionally or support it in a way that reduces prolonged loading on the tires. Tire cradles can also help. The goal is not only preserving tread and casing shape, but also keeping the sidewalls from aging prematurely on a car that may see only occasional use between shows, tours, or weekend drives.

On a low-use collector car like a 1934 Studebaker, tire age is usually more important than tread wear. A sound rule is to begin evaluating the tires closely once they are five to seven years old and to treat around ten years as the point where replacement deserves serious consideration even if the tread still looks usable. The DOT date code on the tire helps establish age.

Collector cars often accumulate very few miles, so an old-looking tire is not always the one at greatest risk; a visually nice tire can still be aged out. Sidewall cracking, hardening, persistent air loss, and casing distortion matter more than mileage bragging rights. If the age is creeping up and the car is expected to do more than local display duty, replacement becomes cheap insurance for preserving the car and the trip.

Tires on a 1934 Studebaker should be inspected before every drive and again before any longer outing. Look for cracking, cuts, bulges, uneven wear, and signs that the tire has been run underinflated. Pressure should be checked regularly with an accurate gauge, and the spare should be included in the routine rather than forgotten in the trunk or rear carrier.

A pre-drive tire check is especially important on a prewar car because trips are often occasional, which lets small problems go unnoticed between outings. Inspect valve stems and wheel condition at the same time, and pay attention to any new vibration or pull once underway. Catching a tire problem in the garage is far better than discovering it on a rural tour route or after the car has fully warmed up.

A 1934 Studebaker Commander would have originally used bias-ply tires, as radial passenger-car fitments were not part of normal American production practice in that era. Within the Commander range here, the listed sizes are 6.00-17 and 700-16, showing that more than one bias-ply fitment is associated with the model depending on wheel setup. No original-equipment brand should be assumed from that alone.

For restoration work, the right approach is to treat those sizes as the primary fitment paths and then confirm the exact application against the car's wheels, surviving factory literature, or Studebaker marque specialists. If the car is especially original or is being prepared for judging, body style and production-period details can matter. A club roster, sales catalog, or period service source is the best final check before committing to one Commander size.

Correct tire fitment matters on a 1934 Studebaker because judges and knowledgeable enthusiasts often notice size, construction type, and sidewall treatment right away. On a car from 1934, bias-ply construction is consistent with the period, and an incorrect size or an obviously mismatched sidewall style can stand out against otherwise careful restoration work. Whitewall width and overall visual stance also affect authenticity.

That does not mean every event applies identical standards, but it does mean tires should be chosen as part of the restoration, not as an afterthought. A touring car prepared for regular use may accept compromises that a concours car would not. Before a judged event, compare your chosen size and sidewall style with period photos and seek event-specific guidance from Studebaker clubs or marque judges familiar with 1934 cars.

In 700-16 for the 1934 Studebaker, both BFGoodrich and Firestone are bias-ply tires and both list a 4.50- to 5.50-inch rim width range. The BFGoodrich example shown carries a maximum load of 1,900 pounds at 36 psi and weighs 26 pounds, while the Firestone wide whitewall version shown carries a maximum load of 1,800 pounds at 36 psi and weighs 29 pounds. Sidewall styling also differs between the examples shown.

For authenticity-minded owners, that comparison is useful because the choice may come down to the look you want as much as the fitment itself. A blackwall and a wide whitewall can change the visual impression of a Commander or President substantially, even when the size remains 700-16. When comparing products for a show car, review both the sidewall appearance and the wheel-width match before making the final decision.

1934 Studebaker tires can be suitable for highway use when they are the correct size, in sound condition, properly inflated, and used within their construction and speed limits. The speed-rated example shown in 700-16 is the Avon 700-16C with an L rating, which corresponds to a 75 mph ceiling. The other listed sizes here are bias-ply collector tires without additional speed-letter details shown alongside the available products.

On a car from 1934, tire capability is only one part of the highway question. Brakes, steering, suspension, wheel condition, and the overall mechanical state of the car often become the more important limit at modern traffic speeds. A well-sorted Studebaker can certainly be driven, but the smartest approach is to match your speed and trip length to the age and preparation level of the entire vehicle, not just the tire alone.

Inflation pressure on a 1934 Studebaker should follow the factory recommendation for the car when available, with the tire maker's listed maximum pressure understood as a load-carrying ceiling rather than a universal everyday setting. Among the available products, 700-16 examples list 1,800 pounds at 36 psi and 1,900 pounds at 36 psi, while 650-16 examples list 1,580 pounds at 32 psi. Those numbers should not be transferred from one size to another.

The practical takeaway is to start with the vehicle's correct size, then consult the owner's literature or marque references for normal operating pressure and compare that with the reproduction tire's rating. Collector cars are sensitive to overinflation and underinflation in different ways, including harsh ride, poor contact patch, and casing stress. Keep all four tires consistent side to side unless a specialist has a compelling reason to adjust for a specific use.

Before a longer drive in a 1934 Studebaker, inspect each tire for cracking, cuts, bulges, embedded debris, abnormal wear, and pressure loss. Check that the spare is usable and inflated, and make sure the valve stems and wheel hardware are in good condition. On a car of this age, tires should be part of a broader pre-trip inspection that also includes brakes, steering, cooling, and basic fluids.

Longer trips magnify small issues that may never show up on a short cruise to a local event. A tire that seems fine around town can reveal heat-related problems, balance issues, or air retention trouble after an hour on the road. Give the car a test run close to home before committing to a tour, and recheck pressures when the car is fully prepared so the trip starts with a known baseline.