1940 Chevrolet Tire Fitment Guide

1940 Chevrolet Deluxe and 1940 Chevrolet Master models use the same 600-16 tire size. That size mounts on a 16-inch wheel, and the available products shown for it include rim-width guidance of 4.00 to 4.50 inches on applicable offerings. Because both model lines share the same size, there is no split fitment at the year-and-make level between Deluxe and Master.

That shared fitment makes model identification less critical than it would be on a mixed-size year, but it still helps when choosing the final look of the car. Once 600-16 is confirmed on the wheel, the next decision is usually sidewall appearance and product character, especially for restorations where a blackwall and a wide whitewall can change the car’s presentation considerably.

A 600-16 marking is a traditional numeric bias-ply tire size. The 6.00 portion refers to the nominal section width, while the 16 identifies the wheel diameter in inches. On 1940 Chevrolet applications, it represents a period-correct sizing convention from the prewar era, and the available tires in this fitment are bias-ply products rather than modern metric radials.

Understanding that code helps you avoid comparing it too literally to newer P-metric sizing. A 600-16 is best approached as an original-style fitment standard, so the practical comparison is between one 600-16 product and another in terms of sidewall style, brand, and rated characteristics, rather than trying to reinterpret it as a modern width-and-aspect-ratio tire.

Yes. Both the 1940 Chevrolet Deluxe and 1940 Chevrolet Master use 600-16 tires in the fitment covered here. That means the year’s two main passenger-car model lines share the same basic tire size and 16-inch wheel diameter, even though the cars differ in trim level and market positioning.

For a buyer, that simplifies the search considerably. Instead of sorting through multiple model-specific sizes, you can focus on whether the car is being restored for authenticity, presented with a period-style whitewall, or kept in a more understated blackwall configuration, then confirm that the actual wheels still match the original 16-inch fitment.

1940 Chevrolet tires in 600-16 are available in both blackwall and wide whitewall styles. The blackwall choices include products from Coker Classic and Avon, while wide whitewall examples include BFGoodrich and Firestone. All of the listed options remain within the same basic bias-ply fitment, so the sidewall treatment changes the appearance more than the size itself.

That distinction matters because a 1940 Chevrolet can take on a noticeably different personality depending on sidewall style. Blackwalls suit a simpler, more utilitarian presentation, while wide whitewalls often align with a fuller period look that many restorers prefer on prewar American passenger cars. If authenticity is a priority, match the sidewall style to the way your particular car is being restored and shown.

Available 600-16 tires for 1940 Chevrolet come from BFGoodrich, Coker Classic, Avon, and Firestone. Those brands cover both blackwall and wide whitewall presentations within the same bias-ply size, giving owners several ways to stay within the proper fitment while choosing a look and product family that suits the car.

Brand choice on a 1940 Chevrolet is often less about changing size and more about matching the car’s intended character. Some owners want a familiar American-brand restoration look, while others may prefer a more understated blackwall option. Comparing the sidewall style, load rating, and any speed marking on the exact tire is the best way to narrow the field once the 600-16 size is confirmed.

BFGoodrich and Firestone both offer 600-16 bias-ply tires for 1940 Chevrolet in a wide whitewall configuration, and both list a maximum load of 1400 pounds at 32 psi with a rim-width range of 4.00 to 4.50 inches. The visible difference in the examples shown is the whitewall width, with BFGoodrich listed as a 3.50-inch whitewall and Firestone as a 3.25-inch whitewall.

That makes the choice largely a matter of presentation rather than basic fitment. On a restored 1940 Chevrolet, a slightly wider or narrower whitewall can change the stance and visual balance of the car, especially when paired with the vehicle’s trim level and wheel treatment. If your goal is a specific showroom-era look, compare the whitewall proportion to period photos of similar cars.

For 1940 Chevrolet tires in 600-16, the listed rim-width guidance on applicable products is 4.00 to 4.50 inches. The tires mount on 16-inch wheels, and that width range is the key wheel measurement supplied alongside several of the available bias-ply offerings in this size.

That means wheel condition and actual rim width deserve a quick check before final selection, especially on cars that may have had wheels swapped over the decades. A correct 16-inch diameter is only part of the picture. Confirming that the wheel falls within the stated width range helps preserve intended tire shape and keeps the fitment aligned with the tire maker’s published application range.

1940 Chevrolet uses one tire size in this fitment group, so there is no same-year size spread to compare against the original wheels. The shared fitment is 600-16, which means the original-style 16-inch wheels are the correct diameter for the tires covered here, provided the wheels remain in proper condition and match the expected width range.

On an unrestored car, that condition check matters just as much as the nominal size. Original wheels should be inspected for damage, corrosion, previous repairs, and true running before mounting new tires. If the car has replacement wheels, confirm both the 16-inch diameter and wheel width so the tire choice stays aligned with the wheel actually on the vehicle.

A stored 1940 Chevrolet benefits from a cool, dry environment away from direct sunlight, electric motors, furnaces, welders, and other ozone-producing equipment that can age rubber. Bias-ply tires also appreciate regular movement or periodic repositioning because collector cars that sit in one spot for long periods can develop temporary flat spotting more readily than a frequently driven car.

Keeping the tires properly inflated during storage helps the carcass hold its shape, and a clean floor surface is better than damp concrete or contaminated ground. If the car will be parked for an extended season, many owners either move it occasionally or support the vehicle in a way that reduces prolonged static load. The goal is preserving both the rubber and the tire’s shape until the next driving season.

On a 1940 Chevrolet, tire age usually matters more than mileage because many surviving cars are driven sparingly. A sensible rule is to evaluate tires closely once they reach roughly five to seven years of service and to treat around ten years as a point where replacement deserves serious consideration regardless of remaining tread. The DOT date code on the tire helps establish age.

That approach is especially important on collector cars that may appear lightly used but spend long stretches parked. Rubber hardens, sidewalls age, and internal structure can decline even when tread wear is minimal. If the car is new to you, confirming the age of all five tires, including the spare, is one of the smartest early checks you can make before adding road miles.

Tires on a 1940 Chevrolet should be inspected before every drive and again before any extended outing. Look for sidewall cracking, tread separation, cuts, bulges, uneven wear, and any sign that the tire is losing pressure between uses. Because many collector cars spend time parked, a pre-drive inspection catches age-related issues that may not be obvious from a quick glance in the garage.

A longer trip deserves a more thorough check that includes the spare, wheel hardware, and valve stem condition. Pay attention to how the car feels in the first few miles as well, since vibration, pull, or unusual harshness can signal a tire or wheel problem. Regular inspection is simple preventive maintenance, but on a prewar-era car it is also part of responsible road preparation.

A 1940 Chevrolet Deluxe would have been fitted in the bias-ply era, and the fitment covered here is 600-16. That matches the period construction type expected on an American passenger car of 1940, long before radial tires became the normal factory standard. Original-equipment branding could vary by market and supplier, so the most dependable baseline is correct size, correct construction, and an era-appropriate sidewall treatment.

For a restoration, that means starting with a 600-16 bias-ply tire and then refining the choice according to the car’s presentation. Some owners pursue a blackwall look, while others want a wide whitewall to match period style more closely. If your car is being judged or restored to a very specific build standard, compare against marque references and Chevrolet club resources for body-style and market nuance.

Correct tire fitment matters a great deal when showing a 1940 Chevrolet because judges and knowledgeable enthusiasts notice size, construction type, and sidewall style immediately. A 600-16 bias-ply tire aligns with the era, while an obviously modern construction or a sidewall treatment that clashes with the car’s restoration theme can stand out even on an otherwise well-finished vehicle.

That does not mean every show expects the exact same presentation, but authenticity standards usually reward a tire that looks appropriate to 1940 Chevrolet practice. Before finalizing a set, think about whether the car is being restored as a driver, a local-show car, or a more serious judged entry. Marque clubs and event rulebooks are the best references for class-specific expectations.

Coker Classic and Avon both offer 600-size fitments for 1940 Chevrolet, but they differ in presentation and published details. The Coker Classic example shown is a 600-16 blackwall bias-ply tire with a maximum load of 1400 pounds at 32 psi, a 4.00 to 4.50 inch rim-width range, and a listed weight of 20 pounds. The Avon offering is a 600H16 93H blackwall bias-ply tire with a listed maximum load of 1,433 pounds, a listed weight of 24 pounds, and an H speed rating.

For a restorer, that means the choice is not simply brand preference. One tire follows the traditional 600-16 numeric presentation closely, while the Avon adds a more specialized marking and a published speed rating that some owners may find attractive. If the car’s mission is authenticity first, compare the sidewall appearance and markings carefully before deciding which best suits the restoration.

1940 Chevrolet tires in the available 600-size offerings can be suitable for highway use when they are in good condition, correctly inflated, and used within their stated ratings. One listed example, the Avon 600H16 93H, carries an H speed rating, which corresponds to 130 mph, while other 600-16 options are presented without that same visible speed-letter format. In practical use, the car’s own prewar braking, suspension, and chassis limits are usually the more relevant factor at normal road speeds.

Safe highway use depends on the whole vehicle, not just the tire. A freshly inspected tire mounted on a sound wheel is only part of the equation on a 1940 Chevrolet. Before regular highway driving, make sure the steering, alignment, brakes, wheel bearings, and suspension are in equally sound condition so the tire can do its job on a car built to a very different era of road manners.

Inflation pressure on 1940 Chevrolet tires should follow the specific tire maker’s rated limits and the vehicle’s original guidance rather than a one-number-fits-all assumption. Among the 600-16 offerings shown, several list a maximum load of 1400 pounds at 32 psi, while the Avon 600H16 example lists a maximum load of 1,433 pounds. Those figures describe the tire’s rated capacity point, not automatically the day-to-day pressure every car should run.

The right approach is to begin with the original Chevrolet recommendation for the vehicle and then make sure that number remains appropriate for the exact reproduction tire selected. Do not transfer a pressure figure casually from one product line to another simply because the size appears similar. Matching the tire’s construction and the car’s weight distribution matters more than chasing the highest printed pressure.

Before a longer drive in a 1940 Chevrolet, inspect every tire for cracking, cuts, bulges, uneven wear, and stable air pressure, and do the same for the spare. Check that the wheels are sound and that the valve stems are in good condition, then look beyond the tires to the rest of the car: brakes, steering, cooling system, fluids, belts, and lighting all deserve attention on a prewar vehicle.

A longer trip puts sustained heat and load into components that may seem fine on a short local run. Even when the 600-16 tires themselves look healthy, an aged wheel, marginal brake system, or neglected chassis can cut a trip short. Treat the tire inspection as one part of a broader touring-prep routine, and make the first miles of any longer outing a gentle shakedown rather than an immediate high-speed run.