1938 Studebaker Tire Fitment Guide

1938 Studebaker vehicles use two tire sizes across the range: 600-16 and 650-16. The 600-16 size fits the 1938 Studebaker 6 Cyl. and 1938 Studebaker Commander, while the 650-16 size fits the 1938 Studebaker President. Both sizes mount on 16-inch rims, but they are not interchangeable across all models simply because the rim diameter matches. Rim width guidance differs by size as well, with 600-16 products commonly suited to 4.00- to 4.50-inch rims and 650-16 products commonly suited to 4.50- to 5.00-inch rims where listed.

The practical takeaway is that year and make alone are not enough for 1938 Studebaker tire selection. You should identify whether your car is a 6 Cyl., Commander, or President first, then confirm that the wheel width matches the size you plan to run. That approach keeps the tire choice tied to the correct model and helps avoid confusion created by the shared 16-inch rim diameter across the lineup.

On a 1938 Studebaker tire, 600-16 is a numeric bias-ply size. The 6.00 portion refers to the nominal section width in inches, and the 16 refers to the rim diameter in inches. That style of sizing is typical of the period and differs from later alphanumeric or metric sizing systems. On 1938 Studebaker applications, 600-16 belongs to the 6 Cyl. and Commander models rather than the President.

Understanding that code helps you separate period sizing language from later radial conventions. If your 1938 Studebaker is a 6 Cyl. or Commander, 600-16 puts you in the correct original-type size family, after which the next decisions are usually brand choice and whether you want a blackwall or wide whitewall appearance. It is also wise to confirm the wheel width before final selection, since many 600-16 products are intended for a narrower rim range than 650-16.

No, all 1938 Studebaker models do not use the same tire size. The 1938 Studebaker 6 Cyl. and 1938 Studebaker Commander use 600-16, while the 1938 Studebaker President uses 650-16. All three models remain in the 16-inch rim diameter family, but the President’s larger tire size sets it apart from the other two cars. That difference reflects the split between Studebaker’s mainstream and senior offerings for the year.

For buyers and restorers, that means model identification comes before tire shopping. A 16-inch rim marking on the wheel does not by itself tell you whether the car should be on 600-16 or 650-16. Once the model is confirmed, the remaining choices become much simpler, because both sizes are offered as bias-ply tires with vintage-appropriate blackwall and whitewall options depending on the look you want.

1938 Studebaker tires are available in both blackwall and wide whitewall styles across the sizes used for the year. In 600-16, blackwall options appear alongside wide whitewalls from brands such as BFGoodrich and Firestone. In 650-16, blackwall and wide whitewall choices are also available, including whitewall offerings from BFGoodrich and Garfield. That gives owners of both the junior and senior Studebaker models room to tailor the car’s appearance without stepping outside the correct size family.

The visual choice should follow the personality of the car and the kind of restoration you are building. Blackwalls often suit a more restrained, practical presentation, while wide whitewalls emphasize the prewar luxury and touring character many owners want from a late-1930s American car. If your goal is event judging, compare the sidewall look you choose against period photos, factory literature, or marque-club guidance for your exact body style and market.

Several brands cover 1938 Studebaker applications. In 600-16, available brands include BFGoodrich, Coker Classic, Avon, and Firestone. In 650-16, the brand lineup includes BFGoodrich, Coker Classic, Firestone, and Garfield. All of those offerings fall within the bias-ply construction family used on 1938 Studebaker models, but the visual presentation and some product details vary from one line to another.

Brand choice is usually less about changing the basic fitment and more about selecting the look and character you want for the car. One owner may prefer a traditional domestic-brand whitewall for a show-oriented President, while another may choose a blackwall for a more understated Commander or 6 Cyl. Once the correct size is established, compare the available brand options within that size for sidewall style, load information, and wheel-width compatibility.

For 1938 Studebaker fitments, Silvertown Classic Bias Ply and Coker Classic Bias Ply differ mainly in presentation and some listed specifications rather than in their basic vintage construction. In 600-16, Silvertown is offered as a wide whitewall with a 1,400-pound load rating at 32 psi and a listed weight of 21 pounds, while Coker Classic appears as a blackwall with the same 1,400-pound rating at 32 psi and a listed weight of 20 pounds. In 650-16, Silvertown again appears as a wide whitewall, while Coker Classic is offered as a blackwall.

That means the choice often comes down to restoration appearance first and secondary spec differences second. If you want a bright period-style whitewall look, the Silvertown line fits that direction in these Studebaker sizes. If your car calls for a simpler blackwall presentation, the Coker Classic line may align more naturally with that goal. Before deciding, keep the comparison within the correct size for your model instead of crossing between 600-16 and 650-16.

Rim width depends on which tire size your 1938 Studebaker uses. In 600-16, listed fitments commonly call for a 4.00- to 4.50-inch rim width. In 650-16, listed fitments commonly call for a 4.50- to 5.00-inch rim width. Both sizes use 16-inch rim diameter, but the larger 650-16 tire generally wants a wider wheel than the 600-16 size.

That distinction matters any time wheels have been swapped over the years. A 1938 Studebaker President should not be assumed to use the same wheel width as a 6 Cyl. or Commander simply because the rim diameter is 16 inches. Measure the actual wheel or verify it through a trusted marque source before mounting tires, especially on a car with an unknown restoration history or mixed parts.

Original 1938 Studebaker wheels can remain within the same 16-inch diameter family across all three models, because both 600-16 and 650-16 are 16-inch tire sizes. That said, rim diameter compatibility does not automatically mean the same wheel width is suitable for both sizes. The 600-16 products commonly fit 4.00- to 4.50-inch rims, while 650-16 products commonly fit 4.50- to 5.00-inch rims where wheel-width guidance is listed.

In practical terms, a wheel that accepts one size by diameter may still be wrong for the other by width. If your car has its original wheels, confirm they match the correct model and size family before mounting tires. That is especially important on cars that have gone through decades of service, restoration, or parts swapping, where senior-model and junior-model components may have been mixed.

A 1938 Studebaker should be stored in a cool, dry, dark space away from direct sunlight, electric motors, battery chargers, welders, and other ozone-producing equipment that can age rubber prematurely. Because 1938 Studebaker fitments are bias-ply, long static storage can also encourage flat-spotting more readily than many later radial designs. Clean, dry floors and stable temperatures are better for the tires than damp concrete, frequent temperature swings, or outdoor covers that trap moisture.

If the car will sit for extended periods, increase your attention to inflation maintenance and move the car periodically so the load does not rest on the same footprint for months at a time. Some owners also use stands to reduce sustained load during long-term storage, while still keeping the suspension supported appropriately. After storage, drive gently at first to let any temporary flat-spotting work itself out before normal use.

Tires on a 1938 Studebaker should be judged more by age and condition than by mileage alone. On collector cars, a common rule is to begin evaluating tires closely once they reach the five- to seven-year range and to treat around ten years as a serious replacement point regardless of tread depth. The DOT date code on the tire helps establish age, and sidewall cracking, hardening, impact damage, or persistent air loss can shorten the service life well before the tread is worn down.

That matters because many prewar cars accumulate very few miles yet still age their tires through time, storage conditions, and infrequent use. A 1938 Studebaker that only goes to shows can still need fresh rubber even if the tread looks generous. When evaluating older tires, consider how the car is actually used, how long the tires have been on it, and whether the rubber still inspires confidence for the sort of driving you plan to do.

Tires on a 1938 Studebaker should be inspected before every drive and again before any longer outing. Look closely for sidewall cracking, cuts, bulges, uneven wear, embedded debris, and signs that the tire is losing pressure between uses. Since collector cars often sit, it is also smart to watch for age-related dryness and for valve stem condition, even when the car has not covered many miles. A quick walkaround is not enough if the car has been parked for weeks or months.

A hands-on inspection becomes especially important before tours, club drives, or highway runs where a prewar car will be under load for longer periods than around-town use. Check the spare as carefully as the road tires, because an old or underinflated spare may not be much help when you need it. Making inspection part of every drive routine often catches small issues before they turn into roadside problems.

A 1938 Studebaker 6 Cyl. would originally have used bias-ply tires, and the size associated with that model is 600-16. That aligns with normal American passenger-car practice of the late 1930s, when bias-ply construction was standard and modern radial fitments were still decades away from becoming common in the United States. Original-equipment branding could vary by market and supply, so the key restoration points are the correct size family, the correct period construction type, and an era-appropriate sidewall appearance.

For a careful restoration, treat 600-16 bias-ply as the starting point and then refine the look with either blackwall or wide whitewall depending on the presentation you want. If the goal is highly exact authenticity, compare your choice against period photos, factory literature, or guidance from Studebaker clubs familiar with 1938 cars. That extra step is worthwhile because body style, trim level, and regional delivery practice could influence what looks most convincing on a finished car.

Correct tire fitment matters a great deal when showing a 1938 Studebaker, especially in judged classes that emphasize originality. Size, construction type, and sidewall style all affect whether the car looks and presents as a proper late-1930s American automobile. A 6 Cyl. or Commander shown on 650-16 tires, or a President shown on 600-16 tires, would immediately look suspect to knowledgeable observers. Construction also matters, since bias-ply is the period-correct family for 1938 Studebaker applications.

Beyond the basic size, sidewall treatment can influence how authentic the car appears. A blackwall may suit a more restrained presentation, while a wide whitewall may better support a more upscale or glamour-oriented restoration theme. Judging standards vary by event and club, so if trophies matter, check the specific rulebook and compare your tire choice to accepted Studebaker restoration practice before finalizing the car.

For 1938 Studebaker applications in 650-16, Firestone Classic Bias Ply and Garfield Classic Bias Ply differ mainly in sidewall presentation rather than basic fitment category. The Firestone 650-16 listed here is a blackwall with a 1,580-pound load rating at 32 psi, a 4.50- to 5.00-inch rim-width range, and a listed weight of 23 pounds. The Garfield 650-16 carries the same 1,580-pound load rating at 32 psi, the same 4.50- to 5.00-inch rim-width range, and the same listed weight, but in a wide whitewall configuration.

That makes the comparison especially useful for a President owner deciding how the finished car should read visually. If the goal is a restrained, road-car look, the Firestone blackwall keeps the presentation simple. If you want a brighter prewar luxury appearance, the Garfield wide whitewall moves the car in that direction without changing the basic size family. Since both are 650-16 bias-ply tires, the choice is primarily about restoration character rather than changing the model fitment.

1938 Studebaker tires can be suitable for highway driving when they are fresh, correctly fitted, properly inflated, and used within the limits of their construction and rating. The available 1938 Studebaker sizes are bias-ply, and at least one 600-16 offering carries an H speed rating, which corresponds to a 130 mph ceiling. That rating is far beyond the normal operating range of a prewar Studebaker, so in real use the car’s braking, steering, suspension design, and overall mechanical condition are usually more relevant than the tire’s posted speed capability at ordinary highway speeds.

The practical issue is not whether a reproduction tire can survive a modern road, but whether the entire car is ready for sustained speed and distance. A well-sorted 1938 Studebaker on the correct size tires can be driven with confidence, but it should still be treated as a late-1930s automobile rather than a modern sedan. Before regular highway use, make sure the tires are matched to the model, the wheels are appropriate, and the rest of the chassis is equally prepared.

Inflation pressure for 1938 Studebaker tires should start with the factory recommendation for the car and be checked against the rating shown for the tire itself. Several 600-16 products list a maximum load of 1,400 pounds at 32 psi, while several 650-16 products list a maximum load of 1,580 pounds at 32 psi. Those figures are tire rating points, not automatic instructions to run every 1938 Studebaker at 32 psi under all conditions. Pressure should stay tied to the correct size and the actual vehicle application.

The best approach is to confirm the owner’s manual or marque reference for the original inflation recommendation, then compare it to the tire manufacturer’s guidance for the reproduction tire you are using. Avoid borrowing a pressure figure from one size to another just because both are 16-inch tires. Once the car is on the proper size, monitor wear and ride behavior over time so pressure remains appropriate for the tire and the way the car is driven.

Before taking a 1938 Studebaker on a longer drive, inspect each tire for weather cracking, cuts, bulges, unusual wear, and proper inflation, then check that the spare is equally roadworthy. Confirm that the car is wearing the correct size for its model, since the 6 Cyl. and Commander use 600-16 while the President uses 650-16. A longer outing also calls for checking wheel condition, valve stems, and the general security of the tires on the rims, especially on a collector car that may have sat unused for stretches.

Tires are only one part of the pre-drive routine on a 1938 automobile. Brake performance, steering play, cooling-system condition, fluid levels, and lighting deserve the same attention before a tour or club run. Treat the tire inspection as the first step in a broader road-readiness check, because even excellent reproduction tires cannot compensate for age-related issues elsewhere on a prewar Studebaker.