1936 Plymouth Tire Fitment Guide

1936 Plymouth vehicles use two different tire sizes depending on model. The 1936 Plymouth P1 uses 5.25-17, while the 1936 Plymouth P2 uses 600-16. Both are bias-ply sizes, but they do not share the same rim diameter, since the P1 uses a 17-inch wheel and the P2 uses a 16-inch wheel. For the 600-16 size, listed products fit 16-inch rims and several specify a 4.00- to 4.50-inch rim-width range.

That means year and make alone are not enough to choose correctly for a 1936 Plymouth. Start by confirming whether your car is a P1 or P2, then verify the actual wheel diameter on the car before selecting a tire. Many prewar cars have changed hands, wheels, or restoration choices over the decades, so matching the tire to the wheel you actually have is more useful than assuming every 1936 Plymouth used the same size.

On a 1936 Plymouth, 5.25-17 is a traditional numeric bias-ply size. The 5.25 portion refers to the nominal section width in inches, and the 17 identifies the wheel diameter in inches. It is an older prewar sizing convention rather than a modern metric radial code, and on 1936 Plymouth applications it is associated with the P1 model.

A buyer looking at 5.25-17 should think in terms of maintaining the correct prewar type of fitment rather than trying to compare it directly to a modern P-metric replacement. The most important checks are the wheel diameter, the actual model, and the overall restoration goal. If your car is a P1 and still uses its proper 17-inch wheel setup, 5.25-17 is the size family you should be researching.

No, 1936 Plymouth models do not all use the same tire size. The P1 uses 5.25-17, while the P2 uses 600-16. Both sizes are bias-ply, but the wheel diameters differ by a full inch, so these are separate fitments rather than minor variations within the same wheel package.

That difference matters because a tire intended for a 16-inch wheel cannot be mounted on a 17-inch wheel, and vice versa. If you are restoring a car from incomplete parts or mixed components, take the time to confirm the model identification and the wheel diameter before narrowing down sidewall style or brand preference. On a 1936 Plymouth, correct model identification is the first fitment step.

1936 Plymouth tire sidewall choices vary by size. In 600-16, available products include blackwall and wide whitewall versions, with blackwall offerings from Coker Classic and Avon and wide whitewall offerings from BFGoodrich and Firestone. That fits well with how prewar American cars are often restored, since both restrained blackwall and more dressy whitewall presentations can suit a 1930s Plymouth depending on the car’s intended look.

Sidewall style mainly changes the car’s appearance rather than its basic fitment. A blackwall usually supports a simpler, more utilitarian period look, while a wide whitewall pushes the presentation toward a fuller dress restoration style that many owners prefer on 1930s American sedans and coupes. If authenticity matters for show judging, compare your car against factory literature, marque references, and the specific standard used by the event where the car will be displayed.

Available 1936 Plymouth tire brands in the 600-16 size include BFGoodrich, Coker Classic, Avon, and Firestone. All of the listed offerings for that size are bias-ply, but they differ in series, sidewall styling, and some product details such as listed load figures and rim-width guidance. That gives 1936 Plymouth P2 owners a useful range of period-style choices without leaving the correct size family.

Brand selection on a prewar Plymouth often comes down to how you want the finished car to present and which product details matter most to you. Some owners lean toward a classic American brand identity, while others focus on a specific sidewall appearance or a particular series character. Once the model and size are confirmed, compare tires within that exact size rather than trying to substitute a brand from a different fitment.

For a 1936 Plymouth P2 in 600-16, the available BFGoodrich and Firestone products are wide whitewall bias-ply tires, while the Coker Classic and Avon products are blackwall bias-ply tires. BFGoodrich and Firestone list 1400 pounds at 32 psi, Coker Classic also lists 1400 pounds at 32 psi, and Avon lists 1,433 pounds in a 600H16 93H format. Several of the American-style 600-16 offerings also specify a 4.00- to 4.50-inch rim-width range.

Those differences make the comparison more about appearance and product character than about changing the basic fitment of a 1936 Plymouth P2. A wide whitewall shifts the car toward a more formal, dressier presentation, while a blackwall keeps the look simpler and more understated. If you are comparing these choices closely, match the sidewall style to your restoration goal first, then confirm the wheel and any product-specific markings before making a final decision.

Rim-width guidance is available for 1936 Plymouth products in the 600-16 size. Several 600-16 offerings specify a 4.00- to 4.50-inch rim-width range on a 16-inch wheel. That guidance applies to the products where it is listed and gives P2 owners a practical reference point when checking original-style or replacement wheels.

Rim width matters because even when the diameter is correct, the wheel still needs to support the tire properly. Before choosing a 600-16 tire for a 1936 Plymouth P2, measure or verify the wheel you plan to use rather than assuming any 16-inch wheel is automatically suitable. For the P1’s 5.25-17 fitment, the key first step is still confirming the correct 17-inch wheel on the car.

1936 Plymouth fitments are all bias-ply, but inner-tube requirements should be confirmed against the specific tire and wheel combination you plan to use. The available 600-16 product descriptions do not present a uniform tube marking across every option, so tube status should be treated as product-specific rather than assumed to be identical for every tire in the size. On a prewar wheel, tube use is often part of the overall wheel and tire setup.

That makes it important to check the exact sidewall marking and to consider the condition and design of the wheel itself before final assembly. Restored original wheels, lock-ring or drop-center variations, and decades of prior repairs can all affect how a 1936 Plymouth should be fitted. If your car is being prepared for regular driving, confirm the intended setup with the tire manufacturer’s guidance and a shop familiar with vintage wheels.

A 1936 Plymouth should be stored in a cool, dry space away from direct sunlight, electric motors, welders, furnaces, and other ozone-producing equipment that can age rubber prematurely. Bias-ply tires on low-use collector cars can also develop temporary flat-spotting more readily when they sit in one position for long periods. Clean floors, stable temperatures, and protection from standing moisture all help preserve both the tires and the wheels.

If the car will sit for months, keep the tires properly inflated and move the car periodically so the same section of casing is not always carrying the load. Some owners also use stands to reduce static loading during long-term storage, though the suspension should still be supported correctly. Good storage habits on a 1936 Plymouth are less about mileage and more about limiting age-related rubber deterioration.

Tire life on a 1936 Plymouth is usually determined more by age, storage conditions, and inspection results than by miles driven. Collector-car tires are commonly evaluated once they reach roughly five to seven years of age, and many owners begin serious replacement consideration as they approach ten years, even if the tread still looks good. The DOT date code and the tire’s actual condition matter more than appearance alone.

That is especially true for prewar cars that may spend much of their time parked indoors and only come out for short drives or events. A tire can look acceptable at a glance yet still be aging internally or developing sidewall cracking. When assessing a 1936 Plymouth, treat the calendar age of the tire as a major maintenance factor and not just the amount of tread remaining.

Tires on a 1936 Plymouth should be inspected before every drive and again before any longer outing. Look closely for sidewall cracking, tread separation, cuts, bulges, uneven wear, and signs that the tire is losing pressure between uses. On a prewar car, it is also wise to inspect valve stems and the spare, since a roadside issue is often made worse by a spare that has aged in place for years.

Regular inspection is one of the simplest ways to keep a 1936 Plymouth enjoyable and dependable on occasional drives. Because collector cars are used less often, problems can develop quietly while the car is parked rather than while it is accumulating mileage. A quick walk-around and hand check before each outing can catch age-related issues early, well before they turn into a failure on the road.

A 1936 Plymouth P1 would have been fitted in the era when bias-ply construction was standard, and its listed size here is 5.25-17. That combination is fully consistent with a mid-1930s American Plymouth, which would have left the factory on period bias-ply tires rather than modern radial construction. Original brand choice could vary by production arrangements and market, so the most reliable path for exact show-level confirmation is comparison with period literature and Plymouth marque resources.

For most restorers, the key authenticity points are getting the correct size family, the correct construction type, and a sidewall treatment that suits the car’s build style and event goals. If your P1 still carries 17-inch wheels, staying within the 5.25-17 prewar bias-ply fitment is the right direction. Buyers chasing top-level originality should also compare wheel details, trim level, and judging rules before finalizing a tire choice.

Correct tire fitment matters a great deal when showing a 1936 Plymouth, especially in events that judge originality. Size, construction type, and sidewall appearance all affect whether the car presents as era-correct, and a visibly modern substitution can stand out quickly on a prewar body style. On a 1936 Plymouth, using the P1’s 5.25-17 or the P2’s 600-16 in proper bias-ply form is much closer to authentic presentation than mixing sizes across models.

What counts as acceptable can still vary from one club or judging body to another. Some events are mainly concerned with overall period character, while others scrutinize whitewall width, brand presentation, and whether the construction matches what the car would have used when new. Before preparing a 1936 Plymouth for competition, review the judging standard for that event and compare the finished look against trusted marque references.

A 1936 Plymouth P2 belongs to the same prewar bias-ply era, and the listed fitment here is 600-16. That means a proper restoration stays within the 600-16 size family and uses a bias-ply construction that matches the period character of the car. Available examples in that size include both blackwall and wide whitewall presentations, which can support different restoration directions while still keeping the tire within a correct prewar format.

Choosing among those period-style options depends on how your particular P2 is being restored and what references you are following. Some owners prefer the cleaner, simpler look of a blackwall, while others want the visual emphasis of a wide whitewall to match a dressier build. If the goal is authenticity at the highest level, compare your tire choice against original sales material, surviving cars, and Plymouth-focused club guidance.

1936 Plymouth tires can be suitable for highway use when they are in good condition, properly fitted, and used within their intended design limits. The available fitments here are bias-ply, and one 600-16 option carries an H speed rating, which corresponds to a 130 mph ceiling for that specific tire. In normal collector-car use, the practical limits of a 1936 Plymouth’s brakes, steering, suspension, and overall prewar design are often more relevant than the tire’s absolute speed ceiling.

Safety on the road depends less on chasing high-speed capability and more on matching the correct size to the car, maintaining proper inflation, and inspecting the tires before use. A well-sorted 1936 Plymouth driven conservatively and maintained carefully can be enjoyable on modern roads, but it should still be treated like a prewar automobile. Leave generous following distance, avoid long high-speed runs if the car is unproven, and make sure the spare is as roadworthy as the tires on the ground.

For 1936 Plymouth 600-16 products, several available tires list a maximum load of 1400 pounds at 32 psi, while another 600H16 product lists a maximum load of 1,433 pounds. Those figures describe the tire’s rated capacity at the stated pressure and should not be treated as a blanket factory inflation recommendation for every 1936 Plymouth application. Inflation for the car itself should be guided by the owner’s manual or period service information, then checked against the selected tire’s own marking and manufacturer guidance.

That distinction matters because pressure affects ride, wear, steering feel, and how the tire carries the vehicle’s load. A pressure figure tied to one 600-16 product should not automatically be transferred to a different size or assumed to apply to a 5.25-17 P1 fitment. Start with the vehicle recommendation when available, verify the tire’s rated limits, and adjust only within the bounds appropriate to that exact tire and wheel combination.

Before a longer drive in a 1936 Plymouth, inspect each tire for cracking, cuts, bulges, tread damage, uneven wear, and proper inflation. Check the valve stems, the spare, and the wheel condition, especially on a car that has spent years in storage or recently returned to service. Tires are only one part of the picture on a prewar Plymouth, so brakes, wheel bearings, cooling system, and steering should be included in the same pre-drive routine.

A longer trip is when small issues become larger ones, particularly on a car built in the 1930s. Even if the tires look attractive on a freshly restored Plymouth, age, storage history, and setup details still matter. Give the car a short local test drive first, listen for vibration or pull, and confirm that the tires hold pressure consistently before asking the car to cover sustained distance.