1937 Dodge Tire Fitment Guide

1937 Dodge vehicles in this range use two tire sizes: 600-16 and 650-16, both in bias-ply construction. Both sizes apply to the 1937 Dodge D 5, and both mount on 16-inch wheels. The typical rim width range for 600-16 is 4.00 to 4.50 inches, while 650-16 products are commonly matched to 4.50 to 5.00 inch rims where that specification is provided.

That means the first step with a 1937 Dodge is confirming which of the two original-style sizes belongs on your particular car and whether the wheel width matches the tire you want to use. Since both sizes share the same rim diameter, buyers are often comparing stance and correctness within the D 5 family rather than trying to solve a completely different wheel fitment.

A 600-16 on a 1937 Dodge is a traditional numeric bias-ply size. The 6.00 figure is the nominal section width in inches, and the 16 identifies the wheel diameter in inches. Unlike a modern metric radial size, it does not include an aspect-ratio figure in the code, and the construction style is understood from the tire itself rather than from an R in the size.

That older sizing format matters because it points you toward period-correct prewar tire construction and proportions. If your 1937 Dodge is supposed to run 600-16, the next comparison is usually brand, tread style, and blackwall versus wide whitewall appearance, not a switch into a modern metric sizing system.

No. Within the 1937 Dodge range covered here, the D 5 appears with both 600-16 and 650-16 tire fitments rather than one single size for every application. Both are 16-inch bias-ply sizes, but they are not interchangeable by assumption simply because they share the same make, year, and model core.

That is why buyers should verify the car's current wheel width, compare it against the tire's approved rim-width range, and review how the car is being restored before picking a size. A 1937 Dodge can look meaningfully different on the smaller versus larger original-style fitment, so size choice affects both accuracy and presentation.

The right choice for a 1937 Dodge depends first on which size belongs to your D 5 application, because both 600-16 and 650-16 were used and both are bias-ply 16-inch tires. A 600-16 is the narrower of the two numeric sizes, while a 650-16 has a wider nominal section width. Since both stay within original-style bias-ply construction, the comparison is about correct fitment and visual proportion rather than a construction upgrade from bias-ply to radial.

If your goal is faithful restoration, choose the size that matches the car's intended setup and wheel width rather than selecting by appearance alone. If you are comparing the two on a driver, keep in mind that wheel width range and body clearance should be confirmed before making the jump to the larger 650-16.

1937 Dodge tires are available in both blackwall and wide whitewall styles across the two fitted sizes. The 600-16 range includes blackwall and wide whitewall offerings, and the 650-16 range does as well. That gives prewar Dodge owners a choice between a more restrained utility look and a dressier period presentation.

For a restoration, sidewall style should match how your particular 1937 Dodge is being presented rather than being treated as a purely cosmetic afterthought. Many owners prefer blackwalls for a simpler factory-type appearance, while wide whitewalls are often chosen when a richer late-1930s visual statement is part of the build.

Several brands cover 1937 Dodge fitments. In 600-16, available brands include BFGoodrich, Coker Classic, Firestone, and Avon. In 650-16, available brands include BFGoodrich, Coker Classic, Firestone, and Garfield. All of the listed fitments stay within the bias-ply category for this year and make.

That brand spread gives 1937 Dodge owners room to choose among different tread personalities and sidewall presentations while staying in the proper vintage sizing family. Once the correct size is confirmed, the most useful comparison is usually between blackwall and whitewall presentation, plus any differences in rated load capacity and approved rim-width range.

Rim width depends on the size chosen for a 1937 Dodge. The 600-16 tires commonly list an approved rim width range of 4.00 to 4.50 inches, while 650-16 tires commonly list 4.50 to 5.00 inches. Both sizes use a 16-inch rim diameter, but width support changes with the wider tire.

That is important because a shared 16-inch diameter does not automatically mean every original wheel is equally suitable for both sizes. Before selecting a tire for a 1937 Dodge, measure the wheel or confirm its actual width so the tire sits correctly and the sidewall profile remains as intended.

The listed 1937 Dodge tire offerings are presented as bias-ply products, but tube marking is not shown consistently across every product name and size string. Since prewar Dodge wheels were commonly tube-type in service, tube use should be confirmed against the specific wheel design and the exact tire you plan to run rather than assumed from size alone.

That check matters most if your 1937 Dodge still uses original-style wheels, lock rings, or restored rims with vintage construction details. Matching the tire, tube, flap if needed, and valve hardware to the wheel is part of a correct setup and is worth sorting out before mounting day instead of after the tires arrive.

A 1937 Dodge can use both 600-16 and 650-16 on 16-inch wheels, so the wheel diameter requirement is shared. The key difference is width: 600-16 products commonly suit 4.00 to 4.50 inch rims, while 650-16 products commonly suit 4.50 to 5.00 inch rims where those specifications are listed.

That means some original 1937 Dodge wheels may physically share the correct diameter for both sizes while still favoring one size over the other because of width. If you are moving from 600-16 to 650-16, verify the wheel width first so the larger tire is supported correctly and does not create a compromised fit.

A stored 1937 Dodge should be kept away from direct sunlight, electric motors, welders, battery chargers, and other ozone sources that accelerate sidewall cracking. Bias-ply tires also tend to flat-spot more readily during long static storage than later radial designs, especially on a heavier prewar car that sits for extended periods.

Keeping the car in a cool, dry environment, maintaining proper inflation, and rolling it periodically will help reduce flat spotting and casing stress. For longer storage, some owners place the vehicle on stands or move it enough to change the contact patch rather than leaving the same section of each tire loaded for months.

On a collector car such as a 1937 Dodge, tire age usually matters more than miles traveled. A sensible rule is to begin close inspection and evaluation once tires reach roughly five to seven years of age, with replacement becoming a serious consideration as they approach around ten years, depending on storage conditions, use, and visible condition.

The best way to judge age is by the DOT-style date information when present on the tire, along with a careful look at sidewall condition, tread integrity, and how well the casing still holds pressure. A low-mile 1937 Dodge can still need new tires if the rubber has aged out even though the tread looks lightly used.

Tires on a 1937 Dodge should be inspected before every drive and again before any longer outing at sustained road speed. Check for sidewall cracking, cuts, bulges, irregular tread wear, and pressure loss, and pay special attention to valve stems and any tube-related hardware if your wheel-and-tire setup uses tubes.

Frequent inspection is especially important on a prewar car because long periods of inactivity can hide problems until the first meaningful drive of the season. A short walk-around and pressure check takes only a few minutes and often reveals issues early enough to avoid damage to a hard-to-replace vintage wheel or fender.

A 1937 Dodge D 5 would have been fitted in bias-ply construction, which was the standard passenger-car tire type of the period. Within the D 5 range here, both 600-16 and 650-16 appear as correct-era fitments, and both preserve the look and behavior expected from a late-1930s American car.

If you are restoring a specific body style or market variation of the 1937 Dodge D 5, confirm the exact original size against factory literature, surviving wheel markings, or a Dodge marque specialist. That extra step is worthwhile because prewar fitment can vary within a model family, and show-level judging often rewards getting the size and sidewall treatment right.

Correct tire fitment absolutely matters when a 1937 Dodge is judged for authenticity. Size, construction type, and sidewall style all influence whether the car presents as properly restored for its era. On a prewar Dodge, an incorrect section width or a sidewall treatment that looks out of character can stand out quickly even to casual observers.

For serious show work, choose the size that belongs to your particular 1937 Dodge application and pair it with the sidewall appearance that matches the car's intended presentation. Event-specific standards can vary, so marque clubs and judging manuals are the right place to confirm whether your class expects blackwalls, whitewalls, or another period detail.

For a 1937 Dodge in 600-16, BFGoodrich and Firestone both offer wide whitewall bias-ply tires with a 16-inch rim diameter, a 4.00 to 4.50 inch rim-width range, and a load figure of 1,400 pounds at 32 psi on the listed examples. In 650-16, both brands appear again, with Firestone offered in blackwall and BFGoodrich in wide whitewall among the listed products, and the stated load figure reaches 1,580 pounds at 32 psi on several examples.

That means the practical difference for many 1937 Dodge owners comes down to sidewall appearance and the exact visual character they want, rather than a major change in basic fitment category. Once size is settled, compare the individual product's sidewall style, load figure, and wheel-width range to make sure the tire supports both the car and the restoration plan.

A properly fitted, properly inflated 1937 Dodge tire can be suitable for normal highway use when the tire is in good condition and matched to the wheel correctly. The listed 600-16 range even includes an Avon 600H16 with an H speed rating, which corresponds to 130 mph, although a prewar Dodge's own brakes, suspension design, steering feel, and overall mechanical condition matter far more than that rating in real-world collector use.

The important takeaway is not to treat speed rating as permission to drive a 1937 Dodge like a modern car. Safe highway operation depends on the entire vehicle being roadworthy, including wheel condition, alignment, braking performance, and steering components, along with using the correct size and maintaining the tire at proper pressure.

Several 1937 Dodge tire listings show rated load figures at 32 psi. In 600-16, multiple products carry a maximum load of about 1,400 pounds at 32 psi, while several 650-16 products list 1,580 pounds at 32 psi. Those figures describe the tire's rated capacity at that pressure and should not be treated as a blanket factory pressure recommendation for every 1937 Dodge application.

Use the vehicle's original specifications as your first reference for normal operating pressure, then compare them with the reproduction tire maker's guidance for the exact tire you are using. Pressure should always be set by the specific size and product on the car, not borrowed from another 1937 Dodge fitment that happens to share the same wheel diameter.

Before a longer outing, inspect each tire on the 1937 Dodge for cracking, cuts, bulges, embedded debris, uneven wear, and pressure loss. Check the spare as well, and look closely at valve stems and any tube-related components if your wheel setup requires tubes. On an older bias-ply fitment, also pay attention to any vibration or shape change that suggests prolonged-storage flat spotting.

That tire inspection should be part of a broader pre-drive routine that includes brakes, steering play, wheel-bearing condition, and fluid levels. A 1937 Dodge rewards careful preparation, and many road problems blamed on age are really the result of skipping basic checks on a car that may spend more time stored than driven.