1940 Hudson Tire Fitment Guide

1940 Hudson vehicles use three tire sizes: 550-16, 600-16, and 650-16. The 40 Series uses 550-16, the 40 Deluxe, 41 Super, and 44 Series use 600-16, and the 47 Country Club uses 650-16. All three sizes mount on 16-inch rims, but their wheel-width needs are not the same. The 550-16 products shown include rim-width ranges of 3.25 to 4.00 inches, 600-16 includes 4.00 to 4.50 inches, and 650-16 includes 4.50 to 5.00 inches.

That means a 1940 Hudson owner should confirm more than just the year and make before choosing tires. Start by identifying the exact model, then verify the wheel you actually have on the car, especially if it may have been changed during an earlier restoration. Staying with the correct size preserves the car's proportions, helps the tire sit properly on the wheel, and reduces the risk of choosing a product that belongs to a different Hudson model from the same year.

A 550-16 tire on a 1940 Hudson is an older numeric bias-ply size. The 550 portion is the nominal section width expressed in the traditional prewar style, and the 16 identifies the wheel diameter in inches. On this year of Hudson, 550-16 is the model-specific size used on the 40 Series. Available versions appear in blackwall and wide whitewall styles, and some products add a speed symbol such as L, which corresponds to 75 mph.

Modern buyers often expect a metric-style size, but a 1940 Hudson still lives in the older numeric world. The key is not to translate it loosely into a newer size without checking the actual wheel and intended restoration goal. If your car is a 40 Series, 550-16 keeps the fitment in the proper family for that model, while sidewall style becomes the main appearance decision once the size itself is settled.

No, 1940 Hudson models do not all use the same tire size. The 40 Series uses 550-16, the 40 Deluxe, 41 Super, and 44 Series share 600-16, and the 47 Country Club uses 650-16. Even though every one of those sizes fits a 16-inch rim, they represent different section widths and different wheel-width ranges within the Hudson lineup.

That variation matters because a buyer cannot select tires for a 1940 Hudson by year alone with confidence. The model name is the first filter, and the wheel on the car is the second. This is especially important on restored prewar cars, where wheel swaps, later replacement parts, or mixed spare-tire setups sometimes enter the picture. Verifying both points keeps you from ordering a narrower or wider fitment that belongs to a different Hudson model.

1940 Hudson tire choices include both blackwall and wide whitewall styles, depending on size and brand. The 600-16 offerings appear in blackwall and wide whitewall form, 550-16 also appears in both, and 650-16 does as well. That gives buyers a broad visual range across the correct model-specific sizes without leaving the period-appropriate bias-ply category used on prewar Hudsons.

Sidewall style changes the personality of a 1940 Hudson more than many owners expect. Blackwalls usually suit a restrained, practical look, while wide whitewalls emphasize the upscale prewar presentation many restorers want on show-oriented cars. The right choice depends on how your Hudson is being presented and what is historically appropriate for its trim level, body style, and market appearance, so it is smart to compare surviving photos or consult a Hudson marque specialist.

1940 Hudson tire options come from several brands across the three sizes. The 600-16 size is available from BFGoodrich, Coker Classic, Avon, and Firestone. The 550-16 size is available from Excelsior, Avon, BFGoodrich, and Firestone. The 650-16 size is available from BFGoodrich, Coker Classic, Firestone, and Garfield.

Brand choice on a 1940 Hudson usually comes down to appearance details, series character, and the specific features tied to a given product in the correct size. Some owners focus on whitewall width and a classic American look, while others prefer a simpler blackwall presentation. Once you have the right size for your model, compare the available brands within that size rather than assuming every brand offers the same sidewall style, load figure, or speed marking.

For a 1940 Hudson in 600-16, BFGoodrich and Firestone both offer classic bias-ply construction with wide whitewall styling, a 16-inch rim diameter, and the same listed maximum load figure of 1400 at 32 psi. Their rim-width range is also the same at 4.00 to 4.50 inches. The listed weight differs, with the BFGoodrich example at 21 pounds and the Firestone example at 24 pounds.

That means the choice between those two 600-16 options is less about basic fitment and more about the visual brand preference and the exact character you want in the finished restoration. Since both serve the same Hudson models and share the same wheel-width range, you can compare them as parallel period-style options. If you are matching a full set to an existing spare or aiming for a particular show presentation, the sidewall branding and whitewall details may guide the final decision.

1940 Hudson rim-width requirements vary by tire size. The 550-16 products shown fit rims from 3.25 to 4.00 inches wide, the 600-16 products shown fit 4.00 to 4.50 inch rims, and the 650-16 products shown fit 4.50 to 5.00 inch rims. All of them use a 16-inch rim diameter, but section width and proper wheel support change from one Hudson model to another.

This is one of the most important checks on a prewar car because an older restoration may no longer have its original wheels. A 16-inch diameter alone does not make every wheel interchangeable across the 1940 Hudson range. Measure the wheel width or verify it through a trusted wheel specialist before mounting tires, especially if you are moving between a 40 Series and a larger model or trying to match a replacement spare to the wheels already on the car.

Original 1940 Hudson wheels can only be used with all listed tire sizes if the wheel matches both the shared 16-inch rim diameter and the correct width range for the specific size. The 550-16, 600-16, and 650-16 sizes all fit 16-inch rims, but the wheel-width ranges step up from one size to the next. A wheel suited to 550-16 is not automatically appropriate for 650-16 just because both are 16-inch tires.

That makes wheel verification especially important on cars that have passed through multiple owners or restorations. If your Hudson still has its original model-correct wheels, staying with the factory-type size is usually the cleanest path. If the wheels have been changed, check the actual width before assuming another Hudson size will mount properly. This simple step can prevent bead seating issues, distorted tire shape, and an overall look that feels wrong for the car.

A stored 1940 Hudson should be kept in a cool, dry, dark space away from direct sunlight, electric motors, welders, furnaces, or other ozone-producing equipment that can age rubber. Because these are bias-ply fitments, they are more prone to temporary flat-spotting during long periods of inactivity than a modern radial tire would be. Clean, dry floors and stable temperatures also help preserve both the tire carcass and the sidewall finish.

For a car that sits for months at a time, it helps to move the Hudson periodically or support it in a way that reduces continuous load on one contact patch. Owners who keep wide whitewalls especially nice should avoid harsh dressings and let dirt or moisture sit on the sidewalls. Good storage habits matter as much as mileage on collector tires, since age and environment often determine service life sooner than tread wear does.

Tires on a 1940 Hudson should be judged more by age and condition than by mileage. A sensible collector-car rule is to begin evaluating them closely at around five to seven years of service and to treat roughly ten years as the point where replacement deserves serious consideration even if tread remains. The date code on the tire helps establish age, and sidewall condition, casing integrity, and storage history matter just as much as appearance from a few feet away.

That matters because many prewar cars accumulate miles very slowly, which can hide the real aging process. A tire that looks acceptable in the garage may still be past its best service window if it has hardened, cracked, or spent years under static load. If your 1940 Hudson is driven only occasionally, build inspection and age review into your seasonal routine rather than assuming low mileage automatically means the tires still have many years left.

Tires on a 1940 Hudson should be inspected before every drive and given a closer check before any extended outing. Look for sidewall cracking, cuts, bulges, uneven wear, lodged debris, and pressure loss. Since prewar fitments are bias-ply and some collector-car setups may involve tube-type service depending on wheel and tire combination, valve stems and the wheel area deserve attention along with the tire itself.

This kind of routine inspection is especially important on a car that may sit for weeks and then go straight onto the road. Small age-related problems often appear first in the sidewall and around the bead area, not just in the tread. A quick walk-around before driving your 1940 Hudson can catch issues early, protect original bodywork from a roadside failure, and make a longer trip feel far less stressful.

A 1940 Hudson 40 Deluxe uses 600-16 tires, and for a prewar Hudson of this period the original construction type would have been bias-ply rather than radial. That aligns with the reproduction tire types available in this fitment today. Sidewall style could vary with market presentation and trim expectations, so the size and construction are the first authenticity points to lock down before narrowing the appearance details.

Owners aiming for a faithful restoration should treat 600-16 bias-ply as the baseline fitment for the 40 Deluxe, then compare period photos, factory literature, and Hudson marque resources to sort out whether blackwall or whitewall presentation best matches the specific car. If your Hudson has a mixed history, start with the model identification and wheel dimensions, then use club guidance to fine-tune details that may have varied by body style or sales territory.

Correct tire fitment absolutely matters when showing a 1940 Hudson, especially in restoration judging that values factory-type presentation. Judges and knowledgeable enthusiasts often notice whether the size, construction type, and sidewall style suit the specific model and era. A 40 Series on 650-16 tires, a Country Club on 550-16 tires, or a sidewall style that does not match the car's intended presentation can stand out immediately.

Even when an event is less formal, the tires influence the car's overall stance and authenticity more than many details hidden under the hood. Getting the right size for the exact model usually matters first, followed by the right sidewall look for the restoration style you are pursuing. If your goal is serious judging, compare the car against marque-club standards and period photography before making final tire and sidewall decisions.

On a 1940 Hudson, blackwall and wide whitewall tires can both be correct-looking choices depending on the model's presentation and the style of restoration. All three Hudson sizes shown here are available in blackwall and wide whitewall forms from various brands. The construction remains bias-ply either way, so the main difference is visual character rather than a change in the basic period fitment category.

A blackwall tire tends to give a more restrained, utilitarian look that often suits simpler body styles or owners who prefer understatement. A wide whitewall creates a more formal prewar appearance and can dramatically change how upscale the car feels at a glance. When restoring a 1940 Hudson for authenticity, compare the sidewall treatment to period images of your exact body style and consult Hudson specialists if you want the presentation judged against historical expectations.

1940 Hudson tires can be suitable for highway use when they are the correct size, in sound condition, and matched to the car's mechanical state. The available products are bias-ply, and some carry explicit speed ratings, including an H rating on one 600-16 option with a 130 mph ceiling and an L rating on one 550-16 option with a 75 mph ceiling. Those figures are tire limits for specific products, not a recommendation to drive a prewar Hudson anywhere near them.

In real use, the car's brakes, steering, suspension, alignment, and age-related mechanical condition usually matter more than the tire's maximum rated speed during normal highway travel. A well-sorted 1940 Hudson on fresh, properly inflated tires can be enjoyable on modern roads, but it should still be driven like a prewar automobile. Keep speeds sensible, allow extra stopping distance, and make sure the full chassis is ready for the trip rather than focusing on tire speed markings alone.

Inflation pressure for 1940 Hudson tires should follow the vehicle's original factory guidance first, with the tire maker's rated pressure used as the tire's structural reference point rather than a blanket setting for every Hudson. Among the available products, listed maximum load figures include 1400 at 32 psi for some 600-16 tires, 840 at 32 psi for one 550-16 tire, and 1580 at 32 psi for some 650-16 tires. Those figures are tied to specific tire sizes and products.

Do not transfer a pressure figure from one 1940 Hudson size to another just because they all mount on 16-inch rims. The right approach is to identify the exact size on your model, then compare the tire's own markings and manufacturer guidance with the vehicle's original recommendations. That preserves handling balance, ride quality, and tread shape while avoiding the overinflation or underinflation issues that can make an older bias-ply car feel nervous on the road.

Before taking a 1940 Hudson on a longer drive, inspect every tire for cracks, cuts, bulges, embedded debris, uneven wear, and proper inflation. Check the spare as carefully as the road tires, since many collector cars carry an older spare that has been forgotten for years. Look over the valve stems and wheel condition as well, especially on a prewar car where long storage periods and age can affect rubber parts even when the tread still looks usable.

A longer trip is also the time to think beyond the tires themselves. Make sure the Hudson's brakes, steering, cooling system, and basic electrical functions are ready for sustained use, because tire condition is only one part of roadworthiness in a 1940 automobile. If anything about the tires looks marginal, address it before the drive rather than hoping low annual mileage means they are fine. Old-car reliability starts with careful preparation, not optimism.