1946 Chrysler Tire Fitment Guide

1946 Chrysler vehicles in this group use two bias-ply tire sizes: 700-15 and 6.50-15. New Yorker and Saratoga models use 700-15, while Royal and Windsor C38 models can use either 6.50-15 or 700-15. Both sizes mount on 15-inch rims, and the listed 700-15 passenger-car products are built for rim widths from 5.00 to 5.50 inches.

That means a 1946 Chrysler owner should start by identifying the model before choosing a tire. If you have a New Yorker or Saratoga, the path is straightforward because 700-15 is the applicable size here. If you have a Royal or Windsor C38, you may need to compare the wheel on the car, any surviving factory references, and the look you want before settling on 6.50-15 or 700-15.

On a 1946 Chrysler, 700-15 is a numeric bias-ply tire size. The 700 portion identifies the nominal section width class used in period sizing, and the 15 identifies the wheel diameter in inches. In the products offered for this size, it appears as a traditional bias-ply tire with blackwall and wide whitewall versions, all intended for 15-inch rims.

A modern buyer can think of 700-15 as a period size code rather than a direct one-to-one equivalent to later metric sizing. That matters because the tire should be selected as a correct vintage-format replacement, not converted casually to a modern size by width alone. On a 1946 Chrysler, 700-15 is also the most broadly used size because it applies to both New Yorker and Saratoga and also appears on Royal and Windsor C38.

No. The 1946 Chrysler range covered here does share 700-15 across all model groups, but Royal and Windsor C38 models also have 6.50-15 as an applicable size. New Yorker and Saratoga stay with 700-15 only, so the overlap is partial rather than complete across the make.

That difference is important because a year-and-make search alone does not completely narrow the tire choice for every 1946 Chrysler. Owners of Royal and Windsor C38 cars should confirm the exact model and compare the wheel and existing tire markings before choosing. Owners of New Yorker and Saratoga models can move more directly to selecting the sidewall style and brand they want within the 700-15 fitment.

For a 1946 Chrysler, that choice depends first on model. New Yorker and Saratoga models use 700-15, while Royal and Windsor C38 models may use either 6.50-15 or 700-15. Since both sizes here are bias-ply and both use 15-inch rims, the decision is not a bias-versus-radial question; it is mainly about matching the correct fitment for the specific Chrysler model and wheel setup.

If you own a Royal or Windsor C38, compare the tire size currently on the car, the wheel dimensions, and the restoration goal before committing to one size. A car being kept close to established model fitment should stay within the size associated with that model, while a car already set up around 700-15 may be best served by remaining there. New Yorker and Saratoga owners can focus directly on 700-15 choices.

1946 Chrysler tires in the listed 700-15 size are available in both blackwall and wide whitewall form. Firestone offers blackwall and a 4.125-inch wide whitewall, BFGoodrich offers a 4.125-inch wide whitewall, and STA appears in blackwall form. Those sidewall choices give buyers a clear visual split between a more restrained service appearance and the fuller whitewall look often associated with upscale postwar American cars.

For a 1946 Chrysler, sidewall style can change the car's character even when the tire size stays the same. A wide whitewall usually suits a higher-end restoration theme and emphasizes the formal Chrysler look of the period, while a blackwall can feel more understated and practical. If appearance matters as much as fitment, decide on the sidewall style early so you can narrow the field before comparing brand and series.

The listed brands serving 1946 Chrysler fitments are Firestone, BFGoodrich, and STA. In the 700-15 size, Firestone and BFGoodrich are represented with classic passenger-car bias-ply offerings, while STA appears with its Traxion line in the same nominal size. All of the listed products shown for 700-15 use bias-ply construction and fit 15-inch rims.

That brand mix gives a 1946 Chrysler owner a choice between traditional passenger-car presentations and a more specialized vintage-style offering. The right pick usually comes down to the sidewall look you want and how closely you are trying to match the visual character of a postwar Chrysler. Once the brand field is narrowed, compare the tire's sidewall style, load information where shown, and wheel-width compatibility before final selection.

For 1946 Chrysler vehicles using 700-15, the listed passenger-car products fit 15-inch rims with approved widths from 5.00 to 5.50 inches. That range appears consistently across the Firestone and BFGoodrich 700-15 offerings shown here. The key dimensional constant is the 15-inch rim diameter, which is shared by both 700-15 and 6.50-15 fitments across the covered Chrysler models.

Rim width matters because a vintage tire should be mounted on a wheel that supports its intended profile and sidewall shape. If your 1946 Chrysler still has original-style wheels, confirm the actual width before mounting a new set rather than assuming every 15-inch wheel is the same. That is especially worthwhile on Royal and Windsor C38 cars, where the size choice spans more than one fitment path.

The listed 1946 Chrysler 700-15 products are not marked with tube-type or tubeless notation in the size field, so tube choice should be confirmed against the specific tire and wheel combination being used. On a postwar Chrysler, that question often depends as much on the wheel design and condition as on the tire itself. Bias-ply restorations commonly involve tube use when the wheel requires it, but the actual sidewall marking should be checked before assembly.

For practical setup, inspect the wheel carefully for corrosion, pitting, or bead-seat issues and match the assembly method to the product you select. If the tire is tube-type, use the correct tube and flap arrangement where required. If the wheel has been restored or changed over the years, verify compatibility with the tire manufacturer or a knowledgeable vintage tire installer instead of relying on assumption.

Both 6.50-15 and 700-15 for 1946 Chrysler fit 15-inch rims, so the wheel diameter itself is common across the covered model range. That means an original 15-inch Chrysler wheel is at least in the correct diameter family for either size. The remaining question is whether the specific wheel width and condition are suitable for the tire being considered.

A shared rim diameter does not automatically make every original wheel interchangeable across every tire choice. Owners should confirm the wheel width, inspect for age-related damage, and make sure the wheel matches the model's intended fitment before mounting a set. That matters most on Royal and Windsor C38 cars, where both 6.50-15 and 700-15 enter the conversation and wheel details can help settle the choice.

A 1946 Chrysler should be stored away from direct sunlight, electric motors, furnaces, welders, and other ozone-producing equipment that can age sidewalls prematurely. Keep the car on a dry surface, maintain proper inflation, and move it periodically so one contact patch is not carrying the load in the same place for months at a time. Bias-ply tires are especially prone to temporary flat-spotting after long static storage.

If the car will sit for an extended season, many collectors either roll it occasionally or support it in a way that reduces continuous load on the tires without letting the suspension hang unnaturally. Clean, cool, and dark storage conditions make a meaningful difference on a low-use postwar Chrysler. Good storage habits preserve both the tire casing and the sidewall appearance, which matters on a car where visual authenticity is part of the appeal.

On a 1946 Chrysler, tire age is usually more important than mileage because many collector cars are driven infrequently. A sensible rule is to evaluate tires closely once they reach the five- to seven-year range and to treat around ten years from the date code as the point where replacement deserves serious consideration, even if tread depth still looks acceptable. Time, storage conditions, and heat cycles all matter.

That approach helps avoid keeping old-looking-good tires on a car that may still see occasional highway use. Check the date code on each tire, and do not assume that a lightly used set is automatically a healthy one. A postwar Chrysler places steady load on its tires, and age-related hardening or cracking can show up long before the tread appears worn enough to force a change.

Tires on a 1946 Chrysler should be checked before every drive and again before any longer outing. Look for sidewall cracking, tread separation, bulges, irregular wear, embedded debris, and pressure loss. Because many collector cars spend more time parked than driven, visual condition and air retention tell you more than odometer mileage ever will.

A more thorough inspection every few months is wise, even during storage, especially if the car sits on wide whitewalls that you want to keep clean and free from staining. If your wheel-and-tire setup uses tubes, include valve stems and any signs of slow leakage in the inspection routine. Catching a small issue early is far easier than discovering it after the car has been loaded for a tour or club event.

A 1946 Chrysler New Yorker would have been fitted with bias-ply tires as standard for its era, and within the covered fitments here the applicable size is 700-15. That aligns with what buyers expect on an immediate postwar American luxury car, where bias-ply construction and period sidewall styling were the norm. Original brand selection could vary by market and production supply, so the most reliable focus is on the correct size, construction, and overall visual character.

For a restoration-minded owner, that means 700-15 bias-ply should be the starting point before narrowing down blackwall or wide whitewall appearance. If you are building the car to a particular judging standard or delivery-market specification, a Chrysler marque club or factory literature source is the right next step for confirming details beyond basic fitment. The closer the car is to show-level presentation, the more those finer distinctions matter.

Correct tire fitment does matter when a 1946 Chrysler is judged for authenticity. Size, construction type, and sidewall style all affect whether the car presents as period-correct, especially on a postwar American sedan where the tire makes up a large part of the visual profile. A modern-looking construction or an obviously incorrect sidewall treatment can stand out quickly even to non-specialist judges.

For that reason, owners preparing a 1946 Chrysler for concours or marque judging should treat the tire as part of the restoration, not as a separate convenience item. On New Yorker and Saratoga, the focus is staying with 700-15 bias-ply and choosing an appearance that suits the car. On Royal and Windsor C38, confirming whether 6.50-15 or 700-15 is the more appropriate fitment can also influence how authentic the finished car appears.

A wide whitewall is visually appropriate for many 1946 Chrysler restorations because Chrysler occupied an upper-middle to premium position in the postwar American market, and whitewalls were strongly associated with that presentation. In the listed 700-15 products, wide whitewall options are available from Firestone and BFGoodrich alongside blackwall choices. That gives owners room to tune the car's appearance while still staying within a proper vintage tire format.

The right choice depends on the exact model, trim presentation, and the look you are trying to recreate. A New Yorker restored as a formal, upscale car often benefits visually from a wide whitewall, while a more restrained or utilitarian presentation may point toward blackwall. If the car is being judged, check marque-specific standards so the sidewall treatment matches the event's expectations as closely as the tire size itself.

A properly maintained 1946 Chrysler tire in the correct size and condition can be suitable for normal road use, but safe highway driving depends on more than the tire alone. The listed fitments here are bias-ply designs, so they will deliver the steering feel and tracking behavior typical of the period rather than the response of a modern radial. On a postwar Chrysler, the car's brakes, suspension condition, wheel integrity, and overall mechanical health are just as important as the tire itself.

For practical use, the safest approach is to treat the whole car as a vintage system and drive it accordingly. Inspect the tires carefully, keep them properly inflated, and avoid assuming that modern traffic speeds automatically suit a 1946 chassis simply because the tire appears new. If your driving plans include sustained highway mileage, make sure the car is sorted mechanically and that the tire's age and condition are fully in your favor.

For 1946 Chrysler 700-15 tires, several listed passenger-car products carry a maximum load of 1700 pounds at 32 psi. That figure is a tire rating, not automatically the same thing as the ideal running pressure for every Chrysler application. Inflation should be set with the vehicle manufacturer's guidance in mind first, then checked against the tire maker's recommendations for the specific reproduction tire being used.

Use the original Chrysler literature or a trusted factory-equivalent source to establish the vehicle's intended operating pressure, then confirm that choice makes sense for the exact tire on the car. Do not transfer a pressure from 700-15 directly onto 6.50-15 without confirming the tire's own requirements. On a collector car, even a small pressure error can noticeably change ride quality, steering effort, and tread wear.

Before taking a 1946 Chrysler on a longer drive, inspect each tire for cuts, bulges, sidewall cracking, irregular wear, and correct pressure. Check the valve stems, confirm the spare is usable, and make sure every wheel is secure and free from visible damage. On an older Chrysler, a tire check should happen alongside a broader look at brakes, fluid levels, cooling system condition, and suspension health.

That combined inspection matters because a vintage touring problem is often caused by a chain of small issues rather than one obvious failure. Tires are especially important because they are the only contact patch between a heavy postwar sedan and the road. If the car has been parked for weeks or months, take a short local test drive first so you can feel for flat-spotting, pull, vibration, or pressure loss before committing to a longer trip.