1936 Nash Tire Fitment Guide

1936 Nash vehicles use three different tire sizes depending on model: the Light 6 uses 600-16, the Advanced 6 uses 6.25-16, and the Advanced 8 uses 650-16. All three are 16-inch bias-ply fitments rather than one universal size for the entire Nash line. Where current product specifications are listed, 600-16 fits 4.00- to 4.50-inch rims and 650-16 fits 4.50- to 5.00-inch rims.

That means the first step is identifying the exact model, not just the year and make. Even though every size mounts on a 16-inch wheel, section width changes between the Light 6, Advanced 6, and Advanced 8, so the right tire is tied to the car's position in the lineup. If your car has been restored before, compare the wheel and existing size marking before settling on a replacement.

On a 1936 Nash, 600-16 is a numeric bias-ply size. The 600 portion identifies the nominal tire width class, while 16 is the wheel diameter in inches. On the Nash lineup, that size belongs to the Light 6 and appears in both blackwall and wide whitewall product offerings, with available examples including traditional 600-16 markings and an H-rated 600H16 93H variation.

For a buyer, the important point is that 600-16 is a prewar bias-ply fitment, not a modern metric radial equivalent. It should be matched to the proper 16-inch wheel and to the Light 6 model specifically. Once the size is confirmed, the remaining choice is usually appearance and brand character, especially if you are deciding between a plain blackwall driver look and a wider whitewall restoration look.

No, 1936 Nash models do not all use the same tire size. The Light 6 uses 600-16, the Advanced 6 uses 6.25-16, and the Advanced 8 uses 650-16. Each size is tied to a specific model core, even though all of them are bias-ply tires built for 16-inch wheels.

That separation matters because a prewar Nash buyer often encounters cars that have changed hands, changed wheels, or been restored over many decades. If you start with year and make alone, it is easy to end up comparing the wrong size. Confirm the model designation on the car first, then compare the wheel and tire markings so you can narrow your search to the correct fitment path.

1936 Nash tires are available in both blackwall and wide whitewall styles within the currently listed 600-16 and 650-16 product ranges. The 650-16 size includes blackwall and wide whitewall offerings from BFGoodrich, Coker Classic, Firestone, and Garfield, while the 600-16 size includes blackwall and wide whitewall offerings from Avon, BFGoodrich, Coker Classic, and Firestone. Those sidewall choices let the same basic fitment take on a noticeably different visual character.

For many prewar restorations, sidewall treatment is as important visually as the size itself. A blackwall can suit a more restrained, utilitarian appearance, while a wide whitewall often aligns with the fuller upscale look many collectors expect from mid-1930s American cars. If originality matters for judging, compare your chosen sidewall style to period photos, surviving originals, or marque-club guidance for your specific Nash model.

Several brands appear in the currently listed tire options for 1936 Nash vehicles. In 650-16, the available brands are BFGoodrich, Coker Classic, Firestone, and Garfield. In 600-16, the available brands are Avon, BFGoodrich, Coker Classic, and Firestone. All of the listed options for these sizes are bias-ply tires, which suits the prewar character of the cars they fit.

Brand choice on a 1936 Nash often comes down to how you want the finished car to look and how closely you want the tire's styling to echo period American tire design. Some buyers focus on a familiar heritage name, while others care more about sidewall treatment or tread personality. Once the size is settled, compare the available brands within that size rather than assuming every brand is offered across the entire Nash range.

In 650-16 for the 1936 Nash, both BFGoodrich and Firestone appear as bias-ply options with a 16-inch rim diameter, a 4.50- to 5.00-inch rim-width range, and a listed maximum load of 1580 pounds at 32 psi. The visible distinction in the listed examples is sidewall presentation: the BFGoodrich example is a 3.75-inch whitewall, while the Firestone example appears as a blackwall. Their listed weights are close as well, at 24 pounds for BFGoodrich and 23 pounds for Firestone.

That makes the choice less about basic fitment and more about the look you want on an Advanced 8. If you are aiming for a dressier prewar appearance, a whitewall presentation changes the personality of the car immediately. If you want a more understated look, the blackwall Firestone stays within the same size, rim-width range, and load rating while giving the car a different visual tone.

Rim-width guidance is listed for two of the 1936 Nash sizes. The 600-16 tires shown are paired with a 4.00- to 4.50-inch rim-width range, while the 650-16 tires shown are paired with a 4.50- to 5.00-inch rim-width range. Both sizes use a 16-inch rim diameter, but they are not meant to be treated as identical simply because they share the same wheel diameter.

That difference is important when a car has replacement wheels or when a long-ago restoration mixed parts between models. A tire can share the correct 16-inch diameter and still be poorly matched to the wheel if the rim width is outside the intended range. Before finalizing a tire, inspect the actual wheel on the car and confirm it aligns with the size you intend to run.

Original 1936 Nash wheels can only be treated as interchangeable across sizes after you confirm both diameter and width. All three Nash sizes for this year use a 16-inch rim diameter, so they share that basic mounting dimension. Even so, the listed rim-width ranges differ between 600-16 and 650-16, which means wheel width still matters within the common 16-inch family.

That is why a wheel from one 1936 Nash model should not automatically be assumed correct for another model's tire size. The Light 6 and Advanced 8 may both use 16-inch wheels, but the tire section-width class and wheel-width expectations are different. If your car has swapped wheels, measure the rim before choosing a tire rather than relying on the wheel's age or appearance alone.

A 1936 Nash should be stored in a cool, dry, dark space away from direct sunlight, electric motors, furnaces, welders, or other ozone-producing equipment that can age rubber. Keep the tires properly inflated, avoid prolonged contact with standing moisture, and move the car periodically so one section of the tread is not carrying the load for months at a time. Bias-ply tires are especially prone to temporary flat-spotting after long static storage.

If the car will sit for an extended season, many collectors either roll it occasionally or support it in a way that reduces constant load on the tires without leaving the suspension hanging awkwardly. A storage routine like that helps preserve both the tire shape and the driving feel when the car returns to the road. It also gives you regular opportunities to catch weathering before it becomes severe.

Tires on a 1936 Nash should be judged more by age and condition than by mileage. Collector cars often cover few miles, yet the rubber, casing, and sidewall still age over time. A practical rule is to evaluate them closely once they reach the five- to seven-year range and to treat around ten years as a point where replacement deserves serious consideration, even if the tread still looks usable.

The best way to anchor that decision is by checking the tire's age marking and comparing it with the tire's actual condition. Cracking, hardening, repeated air loss, bulges, and persistent flat-spot behavior all matter more than odometer mileage on a prewar car. If the car is driven only occasionally, age can sneak up faster than wear, so regular review is part of responsible ownership.

Tires on a 1936 Nash should be inspected before every drive and again before any longer outing. Look closely for sidewall cracking, tread separation, cuts, bulges, embedded debris, and pressure loss that might point to a slow leak. On an older collector car, it is also wise to inspect the spare so it is not forgotten until the day it is actually needed.

A pre-drive walkaround is especially important on a car that may sit for long intervals between uses. Prewar bias-ply tires can look acceptable from a distance while hiding age-related distress at the bead or sidewall. Turning the steering to inspect both front tires fully, then checking the rear sidewalls and valve stems, gives you a much better sense of whether the car is ready for the road.

The 1936 Nash Light 6 uses a 600-16 tire size, and for a car of this era the original fitment pattern would have been bias-ply rather than radial. That aligns with the products available for the size today, which remain bias-ply offerings in blackwall and wide whitewall styles. The exact factory-delivered sidewall appearance could vary by market presentation, dealer preference, or how the car was specified when new.

For a restoration, the safest path is to start with the correct 600-16 size and period-correct bias-ply construction, then refine the sidewall style to match your car's intended presentation. If the car is being judged, consult Nash club resources, factory literature, and period photographs to confirm whether a blackwall or whitewall better suits your specific car. That extra step matters more for authenticity than simply choosing any tire that fits the wheel.

Correct tire fitment matters a great deal when showing a 1936 Nash, especially in concours-style or authenticity-focused events. Judges and knowledgeable enthusiasts often notice whether the size matches the model, whether the construction suits the era, and whether the sidewall treatment looks appropriate for a mid-1930s American car. A Light 6 wearing the wrong section width or an Advanced 8 wearing a visibly mismatched style can stand out immediately.

That does not mean every event follows the same standard, but it does mean tires are part of the restoration story rather than an afterthought. A properly chosen bias-ply size helps preserve the car's stance, wheel-to-body proportion, and period appearance. If event scoring matters, use the correct model-specific size first, then compare sidewall style against the standards of the club or judging body involved.

In 600-16 for the 1936 Nash, BFGoodrich and Firestone both appear as bias-ply options for 16-inch wheels with a 4.00- to 4.50-inch rim-width range and a listed maximum load of 1400 pounds at 32 psi. The main listed distinction is sidewall presentation: the BFGoodrich example uses a 3.50-inch whitewall, while the Firestone example uses a 3.25-inch whitewall. Their listed weights also differ, with BFGoodrich at 21 pounds and Firestone at 24 pounds.

For a restoration-minded owner, those differences can matter even when the basic fitment does not change. Whitewall width affects the visual balance of a prewar car, especially on a smaller model like the Light 6, and some owners prefer one look over the other depending on the body style and trim. Comparing the exact sidewall treatment can be just as important as confirming the size itself when authenticity is the goal.

1936 Nash tires can be suitable for highway use when they are the correct size, in sound condition, and used within the capability of the specific product. The listed 600-16 products include an Avon 600H16 93H, where H indicates a 130 mph speed rating, while the other listed examples are traditional bias-ply products without that same explicit speed marking in the size description. Tire capability, however, is only one part of the picture on a prewar automobile.

A 1936 Nash should always be driven with the car's own mechanical limits in mind, including braking performance, steering feel, suspension condition, and the realities of 1930s road manners. On a well-sorted collector car, normal highway cruising is usually far more about overall vehicle condition than chasing the tire's theoretical upper speed ceiling. Smooth inflation, careful inspection, and realistic speeds are the better priorities.

Inflation pressure for 1936 Nash tires should begin with the factory recommendation for the car and then be checked against the tire's own rated specifications. Among the listed examples, 600-16 and 650-16 products include maximum load figures at 32 psi, with 600-16 shown at 1400 pounds at 32 psi and 650-16 shown at 1580 pounds at 32 psi on certain products. Those figures describe the tire's rated condition, not automatically the pressure you should run in every situation.

Use the owner's manual or marque reference for the car's intended operating pressure, then compare it with the tire manufacturer's guidance for the exact product you choose. Avoid borrowing a pressure figure from one size and applying it to another just because the wheel diameter matches. On a prewar car, a few pounds can make a noticeable difference in ride quality, steering effort, and tread contact.

Before a longer drive in a 1936 Nash, inspect every tire for cracking, cuts, bulges, irregular wear, and any sign that the casing has been stressed by age or storage. Check cold pressures, look over the valve stems, and make sure the spare is inflated and usable. Because these cars are often driven infrequently, a tire that looked fine at the last outing may have changed noticeably by the next one.

That tire check should be part of a broader pre-drive review that matches the age of the car. Wheel hardware, brake feel, steering play, fluid levels, and basic electrical reliability all deserve attention before a long trip. When the tires are confirmed first, you remove one of the most common weak points on an old car and make the rest of the pre-drive inspection more meaningful.