1940 Packard Tire Fitment Guide

1940 Packard vehicles use three tire sizes across four model lines: 6.25-16 for the 1800 Series, 650-16 for the 1801-120, and 700-16 for the 1801-A-120 and Packard Super. All three are bias-ply sizes and all mount on 16-inch rims. Where rim-width details are available, 650-16 is shown on 4.50 to 5.00-inch rims and 700-16 on 4.50 to 5.50-inch rims.

That means the first fitment question on a 1940 Packard is model identification, not simply year and make. Once the model is confirmed, the next step is choosing the sidewall appearance and brand character within that size. If your car has been restored or modified in the past, compare the tire already on the car with the actual wheel before making a final selection.

On a 1940 Packard, 650-16 is a traditional numeric bias-ply size. The 6.50 designation refers to the tire's nominal section width, while 16 is the wheel diameter in inches. On this year Packard, that size applies to the 1801-120 and appears in blackwall and wide whitewall versions from several brands.

Numeric prewar sizes are less familiar to modern buyers because they do not read like later metric or alphanumeric tires. For a 1940 Packard 1801-120, staying with 650-16 keeps you in the proper size family for the model, while the real product-level choice becomes brand, sidewall style, and the wheel-width range required by the specific tire you choose.

No, 1940 Packard models do not all use the same tire size. The 1800 Series uses 6.25-16, the 1801-120 uses 650-16, and the 1801-A-120 and Super use 700-16. Even though all of those tires fit 16-inch rims, the sizing differs across the lineup and should not be treated as interchangeable simply because the wheel diameter matches.

That distinction matters because Packard's 1940 range covered different body families and market positions, and the tire size followed those differences. If you are shopping for a car you just acquired, verify the body or series identification plate and compare it against the wheel and existing tire before moving on to product selection. That extra step helps avoid choosing a correct-looking tire in the wrong size.

1940 Packard tires are offered in both blackwall and wide whitewall styles within the listed 650-16 and 700-16 sizes. The 650-16 range includes blackwall choices from Coker Classic and Firestone along with wide whitewall options from BFGoodrich and Garfield, while 700-16 includes blackwall offerings such as Avon and BFGoodrich and wide whitewall choices such as Lester and Firestone.

For a prewar luxury make like Packard, wide whitewalls are often the look collectors associate most strongly with formal period presentation, while blackwalls create a more restrained appearance. The right choice depends on how your particular car is being restored and how you want it to present at a glance. Period photos, surviving original cars, and marque-specific judging standards are useful references when deciding between the two.

Several brands cover 1940 Packard applications. In 650-16, the listed brands are BFGoodrich, Coker Classic, Firestone, and Garfield. In 700-16, the listed brands are Lester, Avon, BFGoodrich, and Firestone. All of the products shown for these Packard sizes are bias-ply tires, but the sidewall look and some service details vary from one brand and series to another.

That range gives Packard owners room to match the car's presentation and intended use without leaving the proper size family. One owner may prefer a classic domestic-brand look with a wide whitewall, while another may want a blackwall tire with a different tread character. Brand choice on a 1940 Packard is usually less about changing fitment than about balancing appearance, heritage feel, and the specific specs of the tire itself.

In the listed 700-16 offerings for 1940 Packard vehicles, the BFGoodrich tire is a blackwall Silvertown Classic Bias Ply with a stated maximum load of 1900 pounds at 36 psi, a 4.50 to 5.50-inch rim-width range, and a listed weight of 26 pounds. The Firestone 700-16 is a wide whitewall Classic Bias Ply with a stated maximum load of 1800 pounds at 36 psi, the same 4.50 to 5.50-inch rim-width range, and a listed weight of 29 pounds.

For most Packard owners, the deciding factor between those two is likely to be appearance first and then the supporting specs. The BFGoodrich gives you a blackwall presentation, while the Firestone delivers a fuller whitewall look that may better suit a formal prewar luxury car. Since both share the same rim-width range and nominal size, comparing the car's intended appearance is the most practical way to narrow the choice.

Where published rim-width ranges are available for 1940 Packard tires, 650-16 is shown for 4.50 to 5.00-inch rims and 700-16 for 4.50 to 5.50-inch rims. All listed Packard sizes in this year use 16-inch wheels, so diameter stays consistent even though section width changes from one model line to another.

Rim width matters because the same nominal tire size can behave differently if mounted on a wheel outside the intended range. Before finalizing a tire for a 1940 Packard, measure the actual wheel or confirm it against a trusted wheel reference for your model. That is especially worthwhile on cars that may have had replacement wheels fitted decades ago during earlier restorations.

The listed 1940 Packard products do not consistently show tube-type or tubeless markings in the size descriptions, so tube requirements should be confirmed on the specific tire and wheel combination you plan to use. That matters most on prewar Packard wheels, since original wheel design and restoration condition can influence whether a tube is appropriate even when the tire itself looks similar to another product in the same size.

The practical approach is to confirm the wheel construction first and then match that to the exact tire's sidewall marking and manufacturer guidance. If your 1940 Packard still uses original-style wheels, many restorers also inspect the inside of the rim, the valve-hole condition, and the fit of any rim strip at the same time. Treat tube choice as part of the wheel-and-tire assembly, not just the tire size alone.

A 1940 Packard uses 16-inch wheels across the listed models, so the wheel diameter itself is common even though the tire sizes differ. That means original wheels may share basic diameter compatibility across the range, but the tire chosen still needs to match the correct model-specific size and the wheel's actual width.

Owners sometimes assume that a common 16-inch wheel diameter makes every 1940 Packard tire interchangeable, but width and model application still matter. A wheel that accepts one 16-inch bias-ply size may not be the ideal width for another. If your Packard has original wheels, verify the model and then compare the wheel width against the tire's published rim-width range before mounting a different size.

A stored 1940 Packard should be kept away from direct sunlight, electric motors, battery chargers, welders, and other ozone-producing equipment that can age sidewalls prematurely. Clean, dry flooring and stable temperatures are better for long-term tire condition than damp concrete or outdoor exposure. Because 1940 Packard tires in these applications are bias-ply, they can develop temporary flat-spotting more readily during long static storage than a modern radial would.

Moving the car periodically or slightly changing tire position during storage helps reduce flat spotting and stress concentration. Some collectors also use stands to reduce load during extended layups, though the suspension should be supported thoughtfully rather than left hanging improperly. If the car will sit for months, check inflation occasionally so the casing is not left underinflated while carrying the car's weight.

On a 1940 Packard, tire life is usually judged more by age and condition than by mileage, because collector cars often see limited annual use. A sensible rule is to begin evaluating vintage-use tires closely once they are around five to seven years old and to treat roughly ten years as a serious replacement consideration, regardless of tread depth. The DOT date code and the tire's storage history both matter.

That timeline is especially important on a prewar car that may spend long periods parked and then be asked to run at road speed for tours or events. A tire that still looks full-tread can still be past its best years if the rubber has hardened or cracked. Regular age tracking makes replacement planning easier and helps avoid relying on appearance alone.

Tires on a 1940 Packard should be inspected before every drive and again before any extended outing. Look for sidewall cracking, embedded debris, unusual tread wear, cuts, bulges, and any sign that the tire has been run underinflated. On a collector car, it is also wise to inspect valve stems and the spare assembly, since those may be as old as the primary road tires.

Frequent inspection matters because a low-use Packard can go weeks between drives, allowing small issues to go unnoticed until the car is back on the road. A short walk-around and pressure check take very little time and are often more valuable than judging condition by memory. If the car has been stored for a season, add a closer inspection before its first longer trip.

A 1940 Packard 1800 Series uses the 6.25-16 size within the Packard range shown here, and a bias-ply construction is the era-correct type for a 1940 Packard. Bias-ply tires were standard practice in the prewar American market, including luxury marques such as Packard. The exact sidewall appearance your individual car wore when new could vary by market expectations, dealer delivery, or owner preference over time.

For restoration work, the important first step is matching the correct size and prewar construction style to the specific model. After that, details such as blackwall versus whitewall should be checked against period photography, surviving original cars, and Packard club guidance for your body style and intended show level. That approach keeps the tire choice aligned with the car's historical character without overreaching into assumptions.

Correct tire fitment matters on a 1940 Packard because judges and knowledgeable enthusiasts often notice size, construction type, and sidewall style very quickly. A prewar Packard presented for originality is generally expected to wear an era-appropriate bias-ply tire in the proper model-specific size. A visibly incorrect size or an obviously out-of-period sidewall treatment can change the car's stance and overall authenticity.

That does not mean every event uses the same standards, but it does mean tire choice is part of the restoration story. If your Packard is being prepared for marque judging or high-level concours use, confirm the accepted standards with a Packard club or event rule book before committing to a particular look. Tire details can be small on paper but highly visible once the car is on the field.

Among the listed 650-16 tires for 1940 Packard vehicles, the BFGoodrich option is a 3.75-inch wide whitewall Silvertown Classic Bias Ply with a stated maximum load of 1580 pounds at 32 psi, a 4.50 to 5.00-inch rim-width range, and a listed weight of 24 pounds. The Firestone 650-16 is a blackwall Classic Bias Ply with the same stated maximum load of 1580 pounds at 32 psi, the same 4.50 to 5.00-inch rim-width range, and a listed weight of 23 pounds.

Since the core fitment figures are nearly the same, the most visible difference on a 1940 Packard is presentation. The BFGoodrich gives the car a broad prewar whitewall appearance, while the Firestone keeps the look more restrained and formal in blackwall form. For a show-minded restoration, that visual choice can matter as much as the size itself, especially on a car where stance and side profile are central to the overall impression.

1940 Packard tires can be suitable for normal road use when they are the correct size, properly inflated, in sound condition, and used within the capabilities of the specific product. The listed 700-16 Avon carries an L speed rating, which corresponds to a 75 mph ceiling, while the other listed Packard products shown here do not display a speed letter in the size marking provided. On a prewar Packard, the car's brakes, steering, suspension, and overall mechanical condition are often just as important as the tire itself at modern road speeds.

Highway use should be approached as a whole-vehicle question rather than a tire-only question. A well-sorted Packard on fresh, properly chosen tires can be an enjoyable road car, but it should still be driven with respect for prewar handling and stopping distances. If you plan to tour regularly, choose a tire whose rated service details fit your intended use and then make sure the rest of the car is equally ready.

Inflation pressure on a 1940 Packard should follow the vehicle's original guidance first and the tire manufacturer's rated limits second. Among the listed products, 650-16 examples are shown with maximum load figures of 1580 pounds at 32 psi, while 700-16 examples include 1800 pounds at 36 psi and 1900 pounds at 36 psi on certain products. Those figures describe the tire's rated service point and should not be treated as a blanket running pressure for every Packard model or every tire size.

The practical takeaway is to avoid borrowing a pressure figure from one size and applying it to another just because both fit 16-inch wheels. Start with the Packard recommendation for your exact model if you have it, then confirm that your chosen reproduction tire's manufacturer guidance supports that usage. Pressure choice affects ride, wear, and handling, so it deserves the same model-specific care as the size itself.

Before a longer drive in a 1940 Packard, inspect each tire for cracking, cuts, bulges, uneven wear, and proper inflation, and make sure the spare is usable as well. Check valve stems for aging and confirm that each tire is holding pressure consistently. A longer outing is also a good time to verify that the wheel hardware is secure and that the tire size on the car matches the model you believe you own.

Tires are only one part of preparing a prewar Packard for the road, but they are one of the easiest areas to assess before departure. Pair the tire inspection with a broader mechanical check that includes brakes, steering play, wheel bearings, and fluid levels. On an older touring car, preventing trouble usually comes from careful pre-drive routine rather than from any single replacement part.