1940 Graham Tire Fitment Guide

1940 Graham vehicles use two different tire sizes depending on model. The Special 60 uses 600-16, while the Supercharger uses 6.25-16. Both are bias-ply fitments and both mount on 16-inch wheels. For 600-16, the available fitments shown here are intended for 4.00- to 4.50-inch rim widths, which gives a useful reference point when checking original wheels on a Special 60.

That means a 1940 Graham owner should identify the exact model before going any further, because year and make alone do not narrow the fitment enough. Once the model is confirmed, the next step is matching the tire to the actual wheel on the car and deciding what sidewall appearance best suits the restoration. On prewar cars, many buyers also verify the existing spare and wheel set at the same time so the full car stays consistent.

On a 1940 Graham, 600-16 is a traditional numeric bias-ply size. The 600 portion refers to the nominal section width class, and the 16 identifies a 16-inch wheel diameter. On the 1940 Graham line, that size belongs to the Special 60 rather than the Supercharger. Available examples include blackwall and wide whitewall versions, and one listed 600-size product also uses an H speed rating designation in its sidewall marking.

That size code matters because it is part fitment reference and part era cue. A modern buyer who sees 600-16 should think of a prewar-style bias-ply tire for a 16-inch wheel, not a modern metric radial equivalent. If your Graham is a Special 60, staying with the correct numeric size helps preserve the car’s stance and presentation while keeping your search focused on products built for that wheel diameter.

No, 1940 Graham models do not all use the same tire size. The Special 60 uses 600-16, while the Supercharger uses 6.25-16. Both sizes are bias-ply and both fit 16-inch wheels, but they are still different fitments tied to different models within the 1940 Graham range.

That distinction is especially important on a lesser-seen make like Graham, where a car may have changed hands many times and may already be wearing replacement tires. If the car’s body identification, trim, or paperwork confirms one model, use that as your starting point and then compare it to the wheels actually on the car. Treat the mounted tire as a clue, but let the model identification and wheel confirmation guide the final choice.

1940 Graham tires in the 600-16 size are offered in both blackwall and wide whitewall styles. BFGoodrich and Firestone examples include wide whitewalls, while Coker Classic and Avon examples in the listed 600-size offerings appear as blackwalls. That gives Special 60 owners more than one visual direction within the same basic size and construction type.

Sidewall appearance changes the character of a prewar car as much as the wheel cover or trim finish. Buyers restoring a formal or highly detailed presentation often lean toward a whitewall look that suits the period, while a blackwall can be right for a plainer, more restrained presentation. The best choice is the one that matches the way your particular 1940 Graham is being restored, shown, or driven rather than assuming one sidewall treatment fits every car.

Four brands appear in the currently available 600-16 fitment for 1940 Graham vehicles: BFGoodrich, Coker Classic, Firestone, and Avon. All of those listed products are bias-ply constructions sized for a 16-inch wheel, with a mix of blackwall and wide whitewall sidewall treatments. That gives 1940 Graham Special 60 owners a useful range of period-style choices within one size.

Brand choice on a collector car usually comes down to the presentation you want, the sidewall style that looks right on the vehicle, and whether you prefer a more American prewar appearance or a different period-flavored option. On a car as uncommon as a Graham, many owners also try to keep a consistent brand and sidewall treatment across all five tires. That visual consistency often matters as much as the name on the sidewall.

For 1940 Graham vehicles using 600-16, the listed BFGoodrich and Firestone options are both bias-ply tires with wide whitewall sidewalls, 16-inch rim diameter, and the same 4.00- to 4.50-inch rim width range. Each is shown with a maximum load capacity of 1400 pounds at 32 psi. One measurable difference in the listed specifications is weight, with the BFGoodrich at 21 pounds and the Firestone at 24 pounds.

Those similarities mean the decision between the two is less about fitment and more about details that matter to the owner, such as brand preference, sidewall styling character, and how closely the tire matches the visual theme of the car. When two tires share the same size and basic load specification, appearance and restoration goals usually become the deciding factors. It is still wise to verify the wheel width on the car before settling on either version.

For 1940 Graham vehicles using the 600-16 size, the listed tire options fit 4.00- to 4.50-inch rim widths on a 16-inch wheel. That range applies to the BFGoodrich, Coker Classic, and Firestone 600-16 products shown here. The key point is that wheel diameter and wheel width both matter when matching a prewar bias-ply tire to an original-style wheel.

A 1940 Graham owner should physically verify the wheel before choosing a tire, especially if the car has been restored, modified, or assembled from mixed parts over the years. Prewar cars can accumulate replacement wheels that look correct at a glance but differ in width. Checking the wheel early helps avoid problems with tire profile, bead seating, and the overall stance once the tire is mounted.

1940 Graham tires in both listed sizes mount on 16-inch wheels, so there is shared wheel diameter across the Special 60 and Supercharger fitments. That does not automatically mean every original wheel is interchangeable between the two sizes, because width and model-specific wheel details still need to be checked before assuming a swap is appropriate.

For a buyer or restorer, that means the 16-inch diameter is only the first checkpoint. The safer approach is to confirm which model the car is, inspect the wheel currently fitted to it, and compare that wheel to the tire’s approved rim range where available. On a prewar Graham, preserving the right stance and avoiding unnecessary mounting issues usually starts with wheel verification rather than trying to generalize across the whole make.

A 1940 Graham should be stored in a cool, dry, dark space with the tires protected from direct sunlight, electric motors, battery chargers, and other ozone-producing sources. Because both listed 1940 Graham fitments are bias-ply, they are more prone to temporary flat-spotting during long static storage than a modern radial would be. Keeping the car clean and the tires properly inflated before storage helps reduce stress on the casing.

If the car will sit for an extended period, move it slightly from time to time or support it appropriately so the same part of the tread is not carrying the load month after month. Owners who keep a Graham in a display garage should also avoid damp floors and cover windows if the car is exposed to steady light. A little prevention in storage does more for tire life than low annual mileage alone.

Tires on a 1940 Graham should be judged more by age and condition than by mileage, because collector cars often accumulate very few miles while the rubber continues to age. A practical rule is to start evaluating them closely once they are around five to seven years old and to treat around ten years as a serious replacement consideration, regardless of remaining tread. The DOT date code and the tire’s visible condition are more useful guides than odometer reading alone.

That matters on a prewar car because a tire can still look presentable from a few feet away yet be aging internally or developing sidewall cracking. Owners should make date-code checks part of normal seasonal maintenance, especially before touring or event driving. If the tires came with the car and their age is uncertain, replacing them is often the more sensible step than trusting appearance alone.

Tires on a 1940 Graham should be inspected before every drive, and they deserve an even closer check before a longer outing or event. Look for sidewall cracking, cuts, bulges, tread separation, uneven wear, and any sign that the tire is losing pressure between uses. On a low-use collector car, these checks are often more important than routine mileage-based service intervals.

A prewar Graham can spend weeks or months parked, so tire condition may change between drives even when the car is used gently. It is smart to inspect the spare as well, since many owners assume it is serviceable simply because it has not been used. Taking a few extra minutes around the car before driving can catch aging or storage-related issues before they turn into roadside problems.

A 1940 Graham Special 60 belongs to the prewar era, when bias-ply construction was the standard tire type on American passenger cars. The fitment used here for the Special 60 is 600-16, which is entirely in keeping with that period. Original-equipment branding could vary by market and dealer supply, so the most important authenticity points are the correct size, the proper bias-ply construction, and a sidewall treatment that suits the way the car is being restored.

For a restoration, that means the strongest starting point is to match the Special 60 to a 600-16 bias-ply tire and then refine the look with blackwall or whitewall styling as appropriate to the car. If you are preparing for judging, consult a Graham marque specialist or club resource for event-specific expectations. Those groups can help settle finer details that go beyond basic year-make-model fitment.

Correct tire fitment matters a great deal when showing a 1940 Graham, especially because size, construction type, and sidewall appearance all shape how authentic the car looks at a glance. A 600-16 tire on a Special 60 and a 6.25-16 tire on a Supercharger keep the car aligned with its proper model fitment, while bias-ply construction matches the period. A visibly mismatched size or an incorrect visual treatment can stand out quickly on a prewar automobile.

Judging standards vary, so the strictness depends on whether the car is being shown casually, regionally, or in a more formal concours setting. Owners usually get the best results by treating tire fitment as part of the overall restoration story rather than a last-minute accessory decision. If originality is the goal, verify the model first and then match the tire’s size and sidewall style to the car’s intended presentation.

For a 1940 Graham Special 60 in 600-16, the listed Coker Classic and Avon options differ in sidewall presentation and sidewall marking detail. The Coker Classic appears as a blackwall bias-ply tire rated at 1400 pounds at 32 psi with a 4.00- to 4.50-inch rim width range, while the Avon entry is also blackwall and bias-ply but is marked 600H16 93H, carrying an H speed rating up to 130 mph and a listed maximum load of 1,433 pounds.

That means the two tires can appeal to different priorities even within the same size. A restorer may focus on the visual character, period feel, and overall harmony with the car’s presentation, while another owner may appreciate the Avon’s explicit speed marking as part of the product’s design. Neither choice should be made on markings alone, though; the wheel and the intended use of the car still need to guide the final decision.

1940 Graham tires can be suitable for highway use when they are the correct size, in good condition, properly inflated, and used within their intended construction limits. The listed 600-size offerings include one H-rated product, which corresponds to a 130 mph ceiling, while the other traditional bias-ply examples use period-style sizing without a modern speed letter shown. In real-world use, a prewar Graham’s braking, suspension, steering, and overall age are usually more important limits than the tire’s maximum speed marking.

The practical takeaway is to treat the tire as one part of the whole car rather than the only safety variable. A well-sorted Graham driven at sensible road speeds is a very different situation from pushing an eighty-plus-year-old automobile to the edge of its capability. Before regular highway use, inspect the tires carefully and make sure the rest of the chassis is equally ready for sustained driving.

Pressure should be set according to the specific tire and the vehicle’s factory guidance rather than copied loosely from another size or another car. The listed 600-16 BFGoodrich, Coker Classic, and Firestone tires each show a maximum load capacity of 1400 pounds at 32 psi. That figure is a rated load-and-pressure reference for the tire, not automatically the day-to-day operating pressure your 1940 Graham should run.

The best approach is to start with the original owner’s manual or period service literature for the vehicle and then compare that guidance with the reproduction tire manufacturer’s recommendations. Owners should not transfer a pressure figure from 600-16 to 6.25-16 without confirming the proper specification for the actual tire on the car. Getting inflation right helps the car steer and ride as intended while protecting the tire from uneven wear.

Before a longer drive in a 1940 Graham, inspect each tire for cracking, cuts, bulges, unusual tread wear, and signs of pressure loss. Check the spare as carefully as the four road tires, and make sure the wheels and valve hardware are in sound condition. On a prewar collector car, tire readiness is only one part of the picture, but it is one of the easiest areas to verify before leaving home.

A longer outing is also the right time to think about the whole car’s age and operating character. Confirm that steering, brakes, wheel bearings, and suspension are in the condition you would expect for sustained road use, because those systems often become the limiting factor before the tire itself does. When the tire size is correct and the rest of the car is equally prepared, a 1940 Graham is far better positioned for a dependable tour.