1936 Packard Tire Fitment Guide

1936 Packard vehicles use three different tire sizes, and each one is tied to a specific model line. The 1936 Packard 12 Cyl. uses 750-17, the 1936 Packard 120 Series uses 700-16, and the 1936 Packard 1400 Series uses 700-17. The 12 Cyl. and 1400 Series both mount on 17-inch rims, while the 120 Series uses a 16-inch rim. Rim-width figures in current offerings vary by size and product, with examples including 4-inch rims on several 750-17 and 700-17 tires and 4.50- to 5.50-inch recommendations on some 700-16 tires.

That means year and make alone are not enough to choose the right tire for a 1936 Packard. Buyers should identify the exact model first, then confirm the wheel diameter already on the car before narrowing by sidewall style or brand. On prewar Packards, wheels may have been changed over the decades, so checking the actual rim against the intended model fitment is a sensible final step before selecting a tire.

On a 1936 Packard, 700-16 is a numeric bias-ply tire size. The 700 portion is the period-style nominal section-width designation, and the 16 identifies the wheel diameter in inches. For 1936 Packard applications, that size belongs to the 120 Series and is offered in traditional bias-ply construction rather than a modern metric radial format.

Seeing a numeric size like 700-16 tells you that you are dealing with a prewar sizing system, so the code will not read like a modern P-metric tire. That matters because buyers sometimes try to compare numeric sizes directly to modern radial sizes by width alone, which can be misleading. On a 1936 Packard 120 Series, the safer path is to stay with the correct numeric size and verify that the wheel matches the 16-inch fitment.

No, 1936 Packard models do not share one universal tire size. The 12 Cyl. uses 750-17, the 120 Series uses 700-16, and the 1400 Series uses 700-17. Even among the two senior Packard lines that use 17-inch rims, the actual tire size still changes by model.

That distinction is especially important on cars that have been restored, upgraded, or assembled from long-term projects. A 17-inch wheel alone does not automatically mean the same tire size is correct across all 1936 Packard models. If you are unsure which series your car is, confirm the model identification before choosing between 750-17 and 700-17, since the wrong size can alter both appearance and proper fitment.

1936 Packard tires are available in several period-appropriate sidewall styles depending on the size. The 750-17 and 700-17 sizes are offered in blackwall, double-whitewall, and wide whitewall versions, while 700-16 appears in blackwall and wide whitewall form. Those choices let buyers tailor the car’s appearance to a more formal luxury presentation or a plainer touring look without changing the base size.

For a prewar Packard, sidewall treatment has a strong visual effect because it changes the car’s stance and overall elegance even when the wheel diameter remains correct. Show-focused restorations often pay close attention to whether a blackwall or whitewall best matches the car’s intended presentation and market style. If authenticity matters, compare your chosen sidewall look against period photos, club guidance, and the way your particular Packard is being restored.

Several brands cover 1936 Packard fitments. The 750-17 size is available from Firestone and BFGoodrich, the 700-16 size appears from Lester, Avon, BFGoodrich, and Firestone, and the 700-17 size is offered by Firestone and Ensign. All of the listed tires for these sizes use bias-ply construction, which is consistent with the era of the vehicle.

Brand choice on a 1936 Packard often comes down to appearance details, series preference, and the exact size your model requires rather than a change in construction type. Some buyers gravitate toward a particular historic brand name for restoration character, while others focus on which sidewall treatment is available in the correct size. Once the model and size are confirmed, compare the brands within that fitment instead of trying to cross-shop across different Packard series.

For the 1936 Packard 12 Cyl., both Firestone Balloon and BFGoodrich Silvertown Classic Bias Ply tires are available in 750-17, but they are not identical in presentation or listed specifications. Firestone offers blackwall and double-whitewall versions with a listed 4-inch rim fitment and load ratings up to 1870 pounds at 40 psi. BFGoodrich appears in blackwall and wide whitewall form, with one listed wide whitewall example carrying a 5.50- to 6.00-inch rim recommendation and a 1646-pound rating at 36 psi.

That makes the comparison less about one being universally better and more about matching the product to the wheel and appearance you want on your Packard. A buyer with narrower wheels and a Firestone visual preference may lean one way, while someone seeking a wide whitewall Silvertown look may prefer the BFGoodrich option. Confirm the actual wheel width on the car before selecting between those series, since the listed rim recommendations are not the same.

Rim-width recommendations vary by 1936 Packard tire size and by product. In 700-16, listed fitments include 4.50- to 5.50-inch rims on some BFGoodrich and Firestone tires. In 700-17, examples include 4-inch rims on Firestone products and 3.5- to 4.0-inch rims on the Ensign B5. In 750-17, some Firestone tires list a 4-inch rim while one BFGoodrich wide whitewall example lists a 5.50- to 6.00-inch rim range.

Those differences matter because the same nominal tire size can appear with different wheel recommendations depending on brand and series. Before choosing a 1936 Packard tire, measure or confirm the actual rim width on the car rather than assuming every tire in the same size fits the same wheel equally well. That step is especially helpful on cars that may have had wheel changes or mixed spare-wheel setups over the years.

The listed 1936 Packard tires do not carry tube-type or tubeless markings in the size descriptions, so tube requirements should be confirmed against the actual wheel design and the specific tire you are considering. On prewar Packards, many original-style wheel setups commonly involve tube use because of the wheel construction and the era of the car. That makes the wheel itself just as important as the tire size when answering the tube question.

The practical takeaway is to inspect the wheel before finalizing a tire choice, especially if the car still runs original-style artillery or steel wheels. A restoration shop or marque specialist can usually tell quickly whether your wheels should run tubes, rim bands, or a particular valve-stem setup. Handling that detail correctly helps preserve reliability and avoids turning a straightforward tire change into a mounting problem.

Original 1936 Packard wheels cannot be treated as universal across all three sizes, because the Packard range uses both 16-inch and 17-inch fitments and the 17-inch applications are split between two different tire sizes. The 120 Series uses 700-16, while the 12 Cyl. uses 750-17 and the 1400 Series uses 700-17. Wheel diameter has to match the tire size exactly, and rim-width recommendations also change by product.

A buyer should think in terms of model-specific wheels rather than a single 1936 Packard wheel standard. If you own a 17-inch senior Packard, you still need to verify whether the car calls for 700-17 or 750-17 before choosing a tire. That is especially important if the car has a replacement spare, swapped wheels, or a long restoration history where parts from different Packard series may have been mixed.

A stored 1936 Packard should be kept in a cool, dry, dark space away from direct sunlight, electric motors, welders, and other ozone sources that can age rubber. Bias-ply tires, like the fitments used on 1936 Packard models, are especially prone to flat-spotting when they sit in one position for long periods. Keeping the car clean, maintaining proper inflation, and moving it periodically can reduce stress on the casing during storage.

For longer layups, many collectors either roll the car occasionally or support it in a way that reduces sustained load on one patch of tread. If the car remains on its tires, avoid storing it on damp floors and check pressure regularly so the casing does not settle underinflated. Those simple habits help preserve both the tire’s shape and the refined ride quality expected from a prewar Packard.

Tires on a 1936 Packard should be judged more by age and condition than by mileage. Collector vehicles often accumulate few miles, so the rubber can age out before the tread is worn down. A good working rule is to inspect tires carefully once they reach the five- to seven-year range and to treat about ten years as a point where replacement deserves serious consideration, even if the tires still look presentable.

That approach is especially relevant on a prewar Packard because long periods of storage can hide aging that does not show up as obvious tread wear. Sidewall cracking, hardening, vibration, and changes in how the tire holds pressure all matter more than odometer numbers. Checking the date code on the tire and comparing it with the car’s actual use pattern will give a clearer picture than mileage alone.

Tires on a 1936 Packard should be inspected before every drive and again before any extended outing. Look for sidewall cracking, tread separation, punctures, uneven wear, low pressure, and any sign of impact damage or bulging. Because prewar cars often spend time parked between drives, a brief inspection each time the car comes out is one of the best ways to catch age-related problems early.

A longer tour deserves a more thorough check that includes the spare, valve stems, and wheel condition along with the mounted tires. Bias-ply tires can develop storage flat spots that may disappear after driving, but any persistent vibration should be investigated rather than ignored. Making inspection part of your regular routine is a simple habit that supports both safety and enjoyment on an older Packard.

A 1936 Packard 12 Cyl. would have been associated with a bias-ply tire of the correct numeric size for the model, which in this case is 750-17. Bias-ply construction was standard for the era, so staying with a 750-17 bias-ply tire is the right general direction for an authenticity-minded restoration. The exact sidewall treatment could vary with presentation, market taste, and how the car was equipped.

For most restorers, the key points are getting the model-specific size correct and choosing a sidewall style that matches the car’s intended appearance. If your Packard is being restored for judged competition, marque clubs and period factory literature are the best places to verify finer details such as blackwall versus whitewall expectations for your body style and delivery history. That extra step helps avoid broad assumptions across the full Packard range.

Correct tire fitment matters a great deal when showing a 1936 Packard, especially in judged classes that emphasize authenticity. Judges and knowledgeable enthusiasts often notice whether the size matches the proper model line, whether the construction reflects the period, and whether the sidewall style suits the era and the car’s presentation. A 120 Series on the wrong 17-inch size or a senior Packard wearing the wrong numeric fitment can stand out immediately.

That is why restorers usually start with the correct model-specific size before they worry about finer visual details. Once the base fitment is right, sidewall style becomes part of the car’s overall period impression. If the car is headed to marque-level judging, consult the event’s standards and Packard club expertise early, since show expectations can be more exacting than general road-use preferences.

For the 1936 Packard 1400 Series, the 700-17 fitment includes Firestone Balloon and Ensign B5 offerings with some meaningful spec differences. Firestone Balloon appears in blackwall, double-whitewall, and wide whitewall versions, generally listing a 4-inch rim and a 1480-pound load capacity at 36 psi. The Ensign B5 is offered as a blackwall with a 3.5- to 4.0-inch rim range and a listed load capacity of 1901 pounds at 36 psi.

That comparison gives a restorer two different paths within the correct size: one centered more on Firestone’s broader sidewall-style range and one centered on the Ensign’s specific blackwall presentation and different wheel recommendation. Neither should be chosen by name alone. Match the tire to the wheel on the car and to the visual standard you want the 1400 Series to present, especially if authenticity is a priority.

The listed 1936 Packard tires are all bias-ply products, and none of the listed sizes include modern speed-rating letters in their size descriptions. That means highway use should be approached with the understanding that the tires reflect period-style construction and the driving character that comes with it. On a well-sorted prewar Packard, the practical limits of the car’s brakes, steering, suspension, and overall age are often just as important as the tire itself at normal road speeds.

Safe highway use comes down to condition, correct inflation, proper mounting, and realistic expectations for a 1930s automobile. A fresh, correctly fitted bias-ply tire on a thoroughly inspected Packard can be entirely appropriate for touring, but it should be driven in a manner consistent with the vehicle’s era. If extended highway travel is part of your plan, inspect the entire chassis and not just the tires before setting out.

Inflation pressure on a 1936 Packard should be matched to the exact tire size and the specific tire you are using rather than borrowed from another Packard model. Listed examples include 750-17 products rated at 1870 pounds at 40 psi and 1646 pounds at 36 psi, 700-16 products rated around 1800 to 1900 pounds at 36 psi, and 700-17 products rated from 1480 pounds at 36 psi up to 1901 pounds at 36 psi. Those figures are tire ratings, not blanket vehicle settings.

For actual running pressure, use the original Packard literature as your baseline for the car and then compare it with the tire manufacturer’s rated pressure for the reproduction tire you choose. The goal is to respect both the vehicle’s intended setup and the limits of the modern reproduction casing. Keeping each size in its own lane is important, since pressure guidance should never be transferred casually from one Packard fitment to another.

Before taking a 1936 Packard on a longer drive, inspect each tire for cracking, cuts, bulges, embedded debris, abnormal wear, and proper inflation. Check the spare as carefully as the four road tires, because a decades-old spare can look good while no longer being suitable for real service. Valve stems, wheel condition, and secure mounting hardware should also be part of the inspection routine on a prewar car.

Tires are only one part of the preparation, but they are one of the easiest things to evaluate before a tour. A Packard that has been sitting should also have its brakes, steering, cooling system, and fluid levels reviewed before covering real distance. Taking a few minutes to inspect the tires in context with the rest of the car can prevent the sort of roadside issue that turns a pleasant drive into a recovery job.