1946 Nash Tire Fitment Guide

1946 Nash vehicles use two different tire sizes depending on model. The 1946 Nash Ambassador 60 uses 6.50-15, while the 1946 Nash Ambassador 600 uses 600-16. Those are both bias-ply fitments, but they do not mount on the same wheel diameter, since one is a 15-inch fitment and the other is a 16-inch fitment. For the 600-16 size, published rim width guidance includes 4.00- to 4.50-inch wheels.

That means year and make alone are not enough to choose correctly for a 1946 Nash. Start by confirming whether your car is an Ambassador 60 or Ambassador 600, then verify the wheel diameter actually on the car before selecting a tire. Many restored cars have had wheels swapped over the decades, so a quick check of the existing tire marking and wheel size is worthwhile before committing to a replacement.

On a 1946 Nash, 6.50-15 is a numeric bias-ply size. The 6.50 refers to the nominal section width in inches, and the 15 refers to the wheel diameter in inches. It is not a metric radial size and it does not use the later alphanumeric system seen on many 1960s and 1970s American cars.

For a 1946 Nash owner, that size code points you toward an era-correct bias-ply tire intended for 15-inch wheels. The key practical step is making sure your car is the Ambassador 60, because that model uses this 15-inch fitment while the Ambassador 600 does not. If your car has been modified, confirm the wheel itself rather than relying only on model-year assumptions.

No, 1946 Nash models do not all use the same tire size. The Ambassador 60 uses 6.50-15, while the Ambassador 600 uses 600-16. Both are bias-ply sizes appropriate to the era, but they belong to different models and different wheel diameters, so they are not interchangeable as a simple across-the-board year-and-make fitment.

That model split matters because many shoppers arrive knowing they have a 1946 Nash but not yet knowing which exact model line dictates the tire size. The easiest way to sort it out is by checking the vehicle identification information, body style references, and the markings on the current tire or wheel. Once the model is confirmed, the tire search becomes much more straightforward.

For 1946 Nash applications in 600-16, available sidewall styles include blackwall and wide whitewall. BFGoodrich and Firestone examples are offered with wide whitewalls, while Coker Classic and Avon examples appear in blackwall form. That gives Ambassador 600 owners a choice between a more understated service look and a more formal postwar appearance.

Sidewall style affects the look of a 1946 Nash almost as much as the wheel itself, especially on a streamlined postwar sedan with broad fender surfaces. Whitewalls are often chosen for a more upscale restoration presentation, while blackwalls can suit a simpler period look. If visual authenticity matters for judging or historical accuracy, compare your choice against period photos and marque references for your exact car.

1946 Nash tires in the 600-16 size are available from BFGoodrich, Coker Classic, Avon, and Firestone. All of those offerings are bias-ply tires, but they differ in presentation, with both blackwall and wide whitewall versions represented. That gives a 1946 Nash owner more than one path to an era-appropriate replacement depending on the look being pursued.

Brand choice on a collector car usually comes down to balancing historical appearance, sidewall style, and the exact specification of the tire you plan to run. Some owners prioritize a familiar American brand image for a U.S. postwar sedan, while others focus on the available sidewall treatment or the published load and speed details. Once the correct size is established, comparing those details brand by brand becomes much easier.

For a 1946 Nash using 600-16, the BFGoodrich and Firestone offerings shown here are both bias-ply tires with wide whitewall styling and the same published rim width range of 4.00 to 4.50 inches. Each carries a listed maximum load capacity of 1400 pounds at 32 psi. The BFGoodrich example is shown at 21 pounds, while the Firestone example is listed at 24 pounds.

That means the decision between them is less about basic fitment and more about the details that matter to the owner, such as brand preference, appearance, and how closely a given tire matches the look desired for the restoration. Since their wheel fit and load figures align closely, many buyers narrow the choice by whitewall presentation and overall period character rather than by a dramatic spec difference.

For 1946 Nash applications in 600-16, published rim width guidance is 4.00 to 4.50 inches on a 16-inch wheel. That applies to the BFGoodrich, Coker Classic, and Firestone 600-16 examples shown here. The 6.50-15 fitment used on the Ambassador 60 is a different wheel diameter, so it should be matched to the correct 15-inch wheel before any further fitment decisions are made.

Rim width matters because an otherwise correct tire size can still look or behave improperly if mounted on a wheel outside its intended range. Before fitting a 1946 Nash tire, measure the wheel or confirm the wheel specification from a trusted restoration source. That is especially important on cars that may have received replacement wheels during decades of service, storage, or prior restoration work.

The 1946 Nash sizes covered here are bias-ply fitments, but tube requirement should be confirmed against the exact tire and wheel combination you plan to use. Some reproduction and specialty tires are built for specific tube-type or tubeless service, and wheel design matters just as much as the tire itself on a car from this era. A 1946 Nash owner should check the sidewall markings and the wheel condition before final installation.

That is especially relevant on original postwar wheels, where bead-seat design, rivets, surface condition, and valve-stem arrangement can influence whether a tube is appropriate. If your 1946 Nash still wears original wheels, have them inspected for rust, pitting, and sealing condition before mounting new tires. Matching the installation method to the exact product avoids preventable air-loss and setup issues later.

A 1946 Nash should be stored in a cool, dry, dark space away from direct sunlight, electric motors, furnaces, battery chargers, and other ozone-producing equipment. Clean, properly inflated tires hold up better in storage than dirty, underinflated ones. Because the sizes used on 1946 Nash models are bias-ply, they are more prone to temporary flat-spotting during long static periods than a modern radial would be.

Move the car periodically if possible, or place it on stands in a way that does not stress the suspension or body structure if it will sit for an extended time. Keep the tires off damp ground and away from oil or solvent exposure. When a stored 1946 Nash goes back on the road, expect the tires to need a short warm-up drive to smooth out any temporary flat spots.

Tires on a 1946 Nash should be judged more by age and condition than by mileage, because collector cars often cover relatively few miles each year. A good rule is to evaluate them closely once they are around five to seven years old and to treat about ten years as the point where replacement deserves serious consideration, even if the tread still looks usable. The date code on the tire helps establish age.

That matters because a lightly driven 1946 Nash can still ride on tires that appear attractive but have aged internally. Sidewall cracking, hardening, vibration, or repeated air loss are all signs that time has become the real limit. Owners who show their cars but drive them sparingly should still keep age in mind, since low use does not stop rubber from deteriorating.

Tires on a 1946 Nash should be inspected before every drive and again before any longer outing. Look for sidewall cracking, bulges, cuts, uneven wear, embedded debris, and signs of air loss. Pressure should be checked regularly, and any car using tube-type service should also have its valve stems and overall wheel condition watched closely.

Frequent inspection is especially important on an older car because tire condition interacts with the rest of the vehicle's mechanical state. A 1946 Nash that has been sitting can develop dry rot, flat spots, or slow leaks without obvious warning from tread depth alone. Catching those problems early helps prevent roadside trouble and gives you time to address wheel, tube, or alignment issues before they become bigger problems.

The 1946 Nash Ambassador 60 used a bias-ply tire fitment, which matches normal American passenger-car practice for the immediate postwar period. The size associated with the Ambassador 60 is 6.50-15, and that 15-inch bias-ply format is the key point for restoration accuracy. Original-equipment branding could vary by market, dealer, and period replacement history, so the most important starting point is correct size and construction.

For a restoration, that means choosing a tire that preserves the right overall visual era and wheel relationship rather than substituting a later-format radial or a different wheel diameter. Owners pursuing high-level authenticity should compare surviving factory literature, original photographs, and marque-club guidance for their exact body style and market. Those sources can help settle finer points like sidewall appearance beyond the basic size and construction.

Correct tire fitment absolutely matters when showing a 1946 Nash, especially in judged classes that emphasize factory-correct appearance. Size, construction type, wheel diameter, and sidewall style all affect how authentic the car looks. A 1946 Nash presented with the wrong size or the wrong visual treatment can stand out immediately to knowledgeable judges, even if the rest of the restoration is strong.

That does not mean every event uses the same standard, but it does mean tire choice should be made intentionally. For a postwar Nash, bias-ply construction is usually the expected visual and historical baseline, while sidewall treatment should match the character of the specific restoration. Before a major show, compare your tire choice with the event's judging guidelines and consult marque specialists who know Nash details well.

For a 1946 Nash in 600-16, the Avon Turbospeed and Coker Classic are both bias-ply options, but they differ in presentation and specification. The Avon is shown as a blackwall 600H16 93H and carries a listed maximum load of 1,433 pounds, while the Coker Classic is a blackwall 600-16 with a listed maximum load of 1400 pounds at 32 psi. The Coker example also shows a 4.00- to 4.50-inch rim width range, while the Avon entry highlights its H speed rating.

That makes the comparison less about one being universally right and more about which specification matters most to your intended use and presentation. Owners chasing a traditional blackwall look may compare them closely, but they should also look at wheel compatibility, load information, and the exact sidewall markings before deciding. Since both fit the same size family, the finer details deserve the final say.

1946 Nash tires can be suitable for highway use when the correct size is chosen, the tires are in sound condition, and the vehicle itself is mechanically healthy. The 600-16 offerings shown here are bias-ply products, and one Avon version carries an H speed rating, which corresponds to a 130 mph ceiling. In real-world use, a postwar Nash's braking system, steering, suspension condition, and overall chassis design are usually more limiting factors than the published speed capability of a specialty tire.

The practical takeaway is to think in terms of the complete car, not the tire in isolation. A well-maintained 1946 Nash on fresh, correctly fitted tires is far better suited to steady road use than one riding on aged rubber, worn shocks, and neglected brakes. Before regular highway driving, have the car inspected as a full system and keep speeds appropriate to both the vehicle's era and its present mechanical state.

Inflation pressure for a 1946 Nash should start with the vehicle manufacturer's recommended setting for the exact model and tire size, then be checked against the tire maker's published limits. For 600-16 examples shown here, listed maximum load figures include 1400 pounds at 32 psi on several products. That figure is a load-and-pressure rating for the tire itself, not automatically the day-to-day running pressure for every 1946 Nash application.

Owners should avoid copying one pressure number across different sizes or different products without verification. The correct working pressure depends on the vehicle, the size fitted, the load being carried, and the tire's own rating. Using the original owner's literature and the current tire manufacturer's guidance together is the best way to arrive at a sensible setting for ride quality, wear, and safe operation.

Before a longer drive in a 1946 Nash, inspect each tire for cracking, cuts, bulges, uneven wear, and proper inflation, and make sure the spare is usable. Pay close attention to valve stems and wheel condition, particularly on an older car that may still use original wheels or period-style hardware. The tire check should be part of a broader pre-drive review that includes brakes, steering, cooling, and fluid levels.

Longer trips put more heat and sustained load into the tires, so small issues that seem harmless around town can become meaningful on the road. A quick inspection also gives you a chance to catch age-related problems before they strand the car. On a 1946 Nash, treating the tires as one part of an overall road-readiness routine is the smartest approach to reliable touring.