1939 Studebaker Tire Fitment Guide

1939 Studebaker vehicles use two different tire sizes, and the fitment depends on the model. The 1939 Studebaker Commander uses 600-16, while the 1939 Studebaker President uses 650-16. Both are bias-ply sizes and both mount on 16-inch rims. The 600-16 products shown for 1939 Studebaker fit 4.00- to 4.50-inch rim widths, while the 650-16 products shown fit 4.50- to 5.00-inch rim widths where that range is specified.

That means a 1939 Studebaker owner should start by identifying the model before choosing anything else. Even though both sizes share the same rim diameter, the two applications are not interchangeable as a year-make-wide recommendation. Commander owners should stay within the 600-16 group, and President owners should stay within the 650-16 group unless they are working with a well-researched special application and have confirmed wheel dimensions separately.

On a 1939 Studebaker, 600-16 is a numeric bias-ply tire size. The "600" portion identifies the tire's nominal section width in the older numeric system, and the "16" identifies the wheel diameter in inches. For 1939 Studebaker applications, 600-16 belongs to the Commander and fits a 16-inch rim, with listed rim-width compatibility of 4.00 to 4.50 inches on the products that specify it.

Modern buyers sometimes expect a size code to include an aspect ratio, but older numeric bias-ply sizing does not work that way. On a 1939 Studebaker Commander, the important takeaway is that 600-16 is the original-style format for the model and should be matched against the actual wheel before final selection. Once the size is confirmed, the next choices are usually brand and whether you want a blackwall or wide whitewall appearance.

No, 1939 Studebaker models do not all use the same tire size. The Commander uses 600-16, while the President uses 650-16. Both are 16-inch bias-ply applications, but the President's size is larger and uses a wider listed rim-width range on the products that publish one.

That difference matters because many prewar cars within the same make can look related while using different tire dimensions. A buyer working from year and make alone could easily end up comparing the right construction but the wrong size. If the car is already restored, checking the sidewall markings on the existing tires and verifying the wheel width gives extra confidence before moving on to brand and sidewall style.

1939 Studebaker tires are available in both blackwall and wide whitewall styles, depending on size and brand. In 600-16 for the Commander, blackwall and wide whitewall options appear from brands including Coker Classic, BFGoodrich, Firestone, and Avon. In 650-16 for the President, blackwall and wide whitewall versions appear from brands including Coker Classic, BFGoodrich, Firestone, and Garfield.

Sidewall choice is largely a matter of restoration presentation once the correct size is established. Blackwalls suit a more restrained, utilitarian prewar look, while wide whitewalls create a more formal period appearance that many owners want on senior-era American cars. If the car is being restored for judged showing, the safest path is to compare the tire's sidewall style with period photos, factory literature, and the standards used by the marque club or event.

Several brands offer tires for 1939 Studebaker applications. The 600-16 Commander size is available from BFGoodrich, Coker Classic, Avon, and Firestone. The 650-16 President size is available from BFGoodrich, Coker Classic, Firestone, and Garfield. All of the listed choices for these two Studebaker sizes are bias-ply tires rather than modern radial replacements.

That brand spread gives 1939 Studebaker owners room to choose the look and product character they want without leaving the original-style construction family. Some owners focus on traditional American collector-tire names, while others may prefer a particular tread or sidewall presentation. Once the correct size is set, comparing the available brands within that size is the practical next step instead of trying to compare Commander and President sizes against each other.

For 1939 Studebaker applications, BFGoodrich and Firestone both appear in original-style bias-ply sizes, but they differ in the combinations offered by size and sidewall treatment. In 600-16, BFGoodrich appears as a 3.50-inch whitewall with a listed 1400-pound load capacity at 32 psi and a 21-pound weight, while Firestone appears as a 3.25-inch whitewall with the same listed load figure at 32 psi and a 24-pound weight. In 650-16, BFGoodrich appears as a 3.75-inch whitewall and Firestone appears as a blackwall, with both showing 1580 pounds at 32 psi where load data is published.

That means the comparison is less about one being universally preferable and more about which exact look and application you are trying to match. A Commander owner comparing BFGoodrich and Firestone in 600-16 is really deciding between whitewall width and product character within the same size. A President owner will notice that the visible sidewall treatment differs between those two brands in the listed 650-16 examples, so appearance may guide the choice as much as brand preference.

1939 Studebaker tire rim-width requirements depend on the size and therefore on the model. In 600-16, the listed compatible rim-width range is 4.00 to 4.50 inches. In 650-16, the listed compatible rim-width range is 4.50 to 5.00 inches on the products that publish that specification. Both sizes use a 16-inch rim diameter.

That shared 16-inch diameter can make the two sizes look more interchangeable than they really are, but rim width still matters to how the tire seats and presents on the wheel. Before final selection, measure the actual wheel or confirm it against original wheel specifications for your specific car. That step is especially worthwhile on an older Studebaker that may have had wheels changed during earlier repairs or restorations.

Original 1939 Studebaker wheels can use either tire size only if the wheel matches the correct 16-inch diameter and the appropriate width for that specific size. Both 600-16 and 650-16 mount on 16-inch rims, but their listed rim-width ranges differ. The 600-16 products fit 4.00- to 4.50-inch widths, while 650-16 products that specify width fit 4.50- to 5.00-inch widths.

In practical terms, that means the shared diameter does not automatically make every original Studebaker wheel suitable for both applications. A Commander wheel should be checked against the 600-16 range, and a President wheel should be checked against the 650-16 range. If the car has replacement wheels or a long restoration history, verify the wheel itself rather than assuming the current tire size is automatically correct.

A stored 1939 Studebaker should be kept in a cool, dry, dark space away from direct sunlight, electric motors, welders, battery chargers, and other ozone-producing equipment. Bias-ply tires are especially prone to flat-spotting when they sit in one position for long periods, and age-related sidewall cracking accelerates when rubber is exposed to heat and ozone. Clean floors, stable temperatures, and proper inflation help reduce avoidable stress on the tires.

For a collector car that rests for months at a time, move the car periodically or support it appropriately so the same part of the tread is not carrying the load continuously. If the car remains on its tires, maintain inflation and inspect the sidewalls before the next drive. Storage habits have a direct effect on how a prewar bias-ply tire looks, rides, and ages even when tread wear is minimal.

Tires on a 1939 Studebaker usually age out before they wear out, especially on collector cars that see limited annual mileage. A sensible rule is to begin close inspection by about five to seven years of age and to treat roughly ten years as the point where replacement deserves serious consideration regardless of tread depth. The DOT date code on the tire helps establish age, but condition matters as much as the calendar.

A prewar Studebaker may spend long periods parked, and that can make the rubber look usable even when it has hardened or developed subtle cracking. Ride quality changes, loss of flexibility, and sidewall deterioration are often more meaningful than tread wear on a hobby-driven car. If the tires are older and the car is being prepared for touring, replacement is often the more prudent move than trying to stretch a few more seasons from them.

Tires on a 1939 Studebaker should be inspected before every drive and again before any longer outing or tour. Look closely for sidewall cracking, tread damage, cuts, bulges, uneven wear, and signs that the tire is losing pressure over time. On a prewar collector car, it is also wise to check the condition of the spare so it is not overlooked until it is needed.

A brief walk-around catches problems that can develop slowly while the car is parked rather than in active use. If the car has been stored for a while, pay extra attention during the first few miles for vibration from temporary flat spotting, then recheck once the tires have rolled and warmed slightly. Regular inspection is one of the simplest ways to avoid turning a small age-related issue into a roadside problem.

A 1939 Studebaker Commander would have been fitted in bias-ply construction, and the size used here is 600-16. That matches the construction and era of the car, since radial passenger-car fitments were not the normal American standard for a prewar 1939 Studebaker. The exact original sidewall treatment could vary with model presentation, market, and owner preference, so size and construction are the first authenticity markers to get right.

For a restoration, starting with a 600-16 bias-ply tire keeps the car aligned with the way a 1939 Commander would have sat and driven in period. The next decision is whether blackwall or wide whitewall best matches the specific car you are restoring. If you are aiming for highly accurate judging, compare against factory literature, period photography, and Studebaker marque references before choosing the final sidewall style.

Correct tire fitment matters on a 1939 Studebaker because judges and knowledgeable enthusiasts notice whether the size, construction, and sidewall style suit the car's era and model level. A Commander shown on 650-16 tires, or a President shown on 600-16 tires, would stand out as an obvious mismatch. On a prewar American car, modern-looking construction cues or an incorrect sidewall presentation can also detract from an otherwise careful restoration.

That does not mean every event uses identical standards, but tire choice is part of the car's visual authenticity and stance. Owners preparing a show car should treat tires as a finishing detail rather than an afterthought, especially on a streamlined late-1930s design where proportion and sidewall appearance are easy to see. For event-specific expectations, the best checkpoint is the judging guide or club expertise tied to Studebaker and the class being entered.

A 1939 Studebaker President would also have used bias-ply tires, and the size used here is 650-16. That larger size suits the senior-model application and reflects the period-correct construction expected on an upscale prewar American car. Original-equipment branding could vary, so the essential authenticity points are the correct 650-16 size, bias-ply construction, and a sidewall style that matches the car's intended presentation.

For a restoration-minded President owner, getting into the right size family first is more important than chasing a brand name without broader confirmation. Once the 650-16 bias-ply fitment is established, the whitewall-versus-blackwall decision becomes the major visual choice. If the car is being restored to a particular delivery style or region, period photos and Studebaker club resources are the right tools for narrowing that appearance detail.

1939 Studebaker tires can be suitable for highway driving when they are the correct size, in sound condition, properly inflated, and used within their construction and speed limits. Both Studebaker sizes here are bias-ply. In the 600-16 group, at least one listed Avon product carries an H speed rating, which corresponds to a 130 mph ceiling. Other listed products emphasize traditional bias-ply construction and period appearance rather than modern high-speed tire architecture.

Real-world highway safety in a 1939 Studebaker usually depends as much on the car's own brakes, steering, suspension, and age-related mechanical condition as on the tire itself. A prewar car can cruise comfortably without approaching a tire's theoretical speed ceiling, but it still deserves conservative operation and careful inspection beforehand. If the car will be used regularly on faster roads, choose the correct size first, then compare the individual products in that size closely.

Inflation pressure for 1939 Studebaker tires should follow the vehicle's factory recommendation while staying within the tire maker's published limits for the exact tire you choose. In the listed products, 600-16 tires show load figures up to 1400 pounds at 32 psi, while 650-16 tires show up to 1580 pounds at 32 psi where that information is provided. Those figures describe the tire's rated load at that pressure, not a universal instruction to inflate every Studebaker tire identically.

The practical way to handle pressure is to start with the original Studebaker recommendation for the specific model, then compare it with the specifications for the exact reproduction tire on the car. Do not carry a pressure number from 600-16 over to 650-16, or from one product series to another, just because the rim diameter matches. Pressure affects ride quality, wear, and steering response noticeably on a bias-ply prewar car.

Before a longer drive in a 1939 Studebaker, inspect every tire for visible cracking, cuts, bulges, abnormal wear, and signs of impact damage, then confirm inflation when the tires are cold. Check the valve stems, confirm the spare is usable, and make sure the wheel and lug hardware are in good condition. On a collector car, a tire that looks fine at a glance can still deserve closer scrutiny if it has spent long periods parked.

That tire check should be one part of a broader pre-drive inspection that also includes brakes, steering play, wheel bearings, lights, fluids, and cooling-system condition. Longer trips ask more from a prewar car than a short local outing does, so a careful walk-around pays off. Tire readiness is especially important because an otherwise healthy 1939 Studebaker can still be sidelined quickly by age-related rubber issues.