1948 Packard Tire Fitment Guide

1948 Packard vehicles use three tire sizes across the lineup: 650-16, 700-16, and 760-15. The 650-16 size fits the 1948 Packard Standard, 700-16 fits the 1948 Packard Custom and some 1948 Packard Super applications, and 760-15 fits 1948 Packard Standard and Super applications. Where rim-width information is available, 650-16 fits 4.50- to 5.00-inch rims, 700-16 fits 4.50- to 5.50-inch rims, and 760-15 fits 5.50- to 6.00-inch rims.

That means not every 1948 Packard used the same wheel diameter or the same tire size. A quick look at the sidewall of the tire currently on the car, plus a check of the wheel diameter, is the fastest way to separate a 16-inch Standard, Super, or Custom application from a 15-inch Standard or Super application before choosing a replacement.

A 700-16 on a 1948 Packard is a numeric bias-ply size. The “700” is the traditional nominal section-width code used on period tires, and the “16” identifies a 16-inch wheel diameter. On 1948 Packard applications, 700-16 belongs to the Custom and certain Super models, and available products appear in both blackwall and wide whitewall form.

That code matters because it tells you both the construction family and the wheel size the tire must mount on. If your 1948 Packard carries 15-inch wheels, a 700-16 is not interchangeable simply because the car is the same year and make; the wheel diameter has to match before anything else is considered.

No, 1948 Packard models do not all use the same tire size. The Standard can use either 650-16 or 760-15, the Super can use either 700-16 or 760-15, and the Custom uses 700-16 in the applications covered here. Every listed size is a bias-ply size, but the wheel diameters differ between 15-inch and 16-inch fitments.

For a buyer, that means the badge on the hood is only part of the answer. A 1948 Packard Super, for example, still needs to be checked for its actual wheel diameter before selecting tires, because Super models appear in both 15-inch and 16-inch applications depending on the car.

1948 Packard tires are available in several sidewall styles depending on size. The 700-16 size is offered in blackwall and wide whitewall versions, 650-16 is also offered in blackwall and wide whitewall, and 760-15 adds a narrow whitewall option alongside wide whitewall. That gives Packard owners room to match a more restrained look or a fuller late-1940s luxury-car presentation.

For restoration-minded owners, whitewall width plays a big role in the car’s finished appearance even when the tire size is correct. A blackwall can suit a more understated presentation, while a wide whitewall usually aligns more closely with the upscale visual character many buyers associate with a 1948 Packard, especially on Custom and Super cars.

Several brands cover 1948 Packard fitments. In 700-16, choices include Lester, Avon, BFGoodrich, and Firestone; in 650-16, choices include BFGoodrich, Coker Classic, Firestone, and Garfield; and in 760-15, choices include BFGoodrich, Coker Classic, and Universal Vintage Tire. All listed products for these Packard applications use bias-ply construction.

Brand choice usually comes down to the combination of size, sidewall style, and the look you want on the car rather than a change in basic fitment category. Once you have confirmed the correct size for your 1948 Packard, compare brands within that size by sidewall treatment, load information where listed, and the visual character that best matches your restoration goals.

In 650-16 for the 1948 Packard, BFGoodrich appears in a wide whitewall version and Firestone appears in a blackwall version, with both carrying a listed maximum load of 1580 pounds at 32 psi and both fitting 4.50- to 5.00-inch rims. The BFGoodrich example weighs 24 pounds, while the Firestone example weighs 23 pounds. Both are bias-ply tires built around the same basic size category.

The practical difference is more about presentation than fitment. If your 1948 Packard Standard needs a 650-16 and you are deciding between these examples, the choice turns on whether you want the visual impact of a wide whitewall or the cleaner, more understated look of a blackwall while staying within the same rim-width and load-rating envelope.

Rim-width guidance varies by tire size on 1948 Packard applications. The 650-16 size is listed for 4.50- to 5.00-inch rims, 700-16 is listed for 4.50- to 5.50-inch rims, and 760-15 is listed for 5.50- to 6.00-inch rims. Those ranges matter because a bias-ply tire’s shape and footprint are affected by the wheel width it is mounted on.

Before selecting a tire, compare the actual wheel on your 1948 Packard to the range for the size you plan to use. Staying within the listed rim-width range helps preserve the intended profile, maintains predictable mounting geometry, and avoids trying to force a tire onto a wheel that is too narrow or too wide for that specific size.

The listed 1948 Packard tire products do not carry tube-type or tubeless markers in the size descriptions shown here, so the safest approach is to verify the specific tire’s sidewall marking and the wheel’s design before installation. That is especially important on postwar Packard steel wheels, where original wheel construction and current wheel condition can influence whether tube use is appropriate.

A Packard owner should treat tube fitment as a product-and-wheel decision, not as a blanket rule for every 650-16, 700-16, or 760-15 tire. If the wheel has been restored, repaired, or refinished, confirm compatibility with the tire manufacturer and inspect the valve-hole area and bead seats before deciding whether to run with or without a tube.

Original 1948 Packard wheels can only be used with the tire sizes that match their diameter. A 16-inch Packard wheel can accept 650-16 or 700-16 depending on the model and wheel width, while a 15-inch Packard wheel takes 760-15. The listed rim-width ranges also differ, so matching diameter alone is not the entire setup question.

That makes wheel confirmation essential on cars that have changed hands over the years. A 1948 Packard Standard or Super may have the correct year and model identification yet still require a closer look at the actual wheel before ordering, since these models appear with more than one tire size and more than one wheel diameter.

A 1948 Packard should be stored in a cool, dry space away from direct sunlight, electric motors, battery chargers, welders, and other ozone sources that can accelerate sidewall cracking. Bias-ply tires also tend to develop temporary flat-spotting more readily during long static storage than modern radials, so moving the car periodically or supporting it appropriately during extended layups helps protect the casing shape.

If the car will sit for months, keep the tires properly inflated, avoid parking on damp ground, and roll the Packard enough to change the footprint from time to time. Clean storage habits matter just as much as mileage on collector tires, because age, heat, and environmental exposure often do more damage than actual road use.

Tires on a 1948 Packard are usually judged more by age than by miles. A collector-car tire should be inspected closely as it reaches the five- to seven-year range, and many owners begin planning replacement as it approaches around ten years regardless of remaining tread depth. The DOT date code on the tire helps establish the actual age of the casing.

That age-based approach is especially important on a postwar Packard, because many cars are driven infrequently and can appear to have plenty of tread left. Sidewall cracking, hardening rubber, and long-term storage stress can make an older tire a poor choice for touring even when it still looks serviceable at first glance.

Tires on a 1948 Packard should be checked before every drive and inspected more thoroughly before any longer outing. Look for visible cracking, cuts, bulges, irregular tread wear, and loss of air pressure, and include the valve stems in that inspection. On a collector car, long periods of sitting can reveal issues that do not show up on a regularly driven modern vehicle.

A deeper inspection every season is a smart habit even if the Packard covers very few miles. If the car has been in storage, bring the tires up to pressure, examine both outer and inner sidewalls if possible, and make sure the spare is still serviceable so the car is prepared for the kind of roadside issue that can interrupt an otherwise easy vintage drive.

A 1948 Packard Custom would have been built in the bias-ply era, so a bias-ply tire in the correct numeric size is the right starting point for an authentic restoration. In the fitments covered here, the Custom uses 700-16, which places it on a 16-inch wheel. Sidewall appearance could vary by market presentation and owner preference, but the construction type for an original-style setup remains bias-ply.

For a serious restoration, the goal is to match size, construction, and sidewall character to the way the car would have appeared when new. If your 1948 Packard Custom is being judged or restored to a very specific delivery configuration, marque specialists and Packard club resources are the best next step for confirming market- and trim-sensitive details beyond the base size itself.

Correct tire fitment matters on a 1948 Packard because judges and knowledgeable enthusiasts notice whether the tire size, construction type, and sidewall treatment match the period character of the car. A numeric bias-ply tire with an era-appropriate sidewall style usually supports an authentic postwar presentation, while an obviously incorrect wheel diameter or a visibly mismatched sidewall treatment can distract from an otherwise strong restoration.

The level of scrutiny depends on the event. Club judging and marque-specific concours standards can be more exacting about details such as whitewall width and overall appearance, so owners preparing a 1948 Packard for formal showing should confirm the expected standard with the sponsoring organization rather than relying only on what looks generally correct.

In 760-15 for the 1948 Packard, BFGoodrich appears in both a 3.375-inch wide whitewall and a 1.00-inch narrow whitewall version, while Coker Classic appears in a 3.00-inch wide whitewall version. The BFGoodrich 3.375-inch whitewall and the Coker Classic 3.00-inch whitewall both list a maximum load of 1710 pounds at 32 psi and both fit 5.50- to 6.00-inch rims. Listed weights are 26 pounds for the BFGoodrich examples and 25 pounds for the Coker Classic example.

For a restoration, the distinction is mostly visual rather than dimensional. A narrow whitewall produces a different period impression than a broader whitewall, and even among wide whitewalls the exact band width changes the car’s stance and appearance, so owners of a 1948 Packard Standard or Super should choose the version that best matches the look they are trying to recreate.

1948 Packard tire options here are all bias-ply designs, and the one listed speed-rated example is the Avon 700-16C with an L rating, which corresponds to 75 mph. The other products shown do not display speed letters in the size lines provided here. On a properly maintained postwar Packard used within the tire’s stated ratings and the car’s own mechanical limits, highway use is generally a matter of condition, setup, and restraint rather than raw tire size alone.

The larger safety picture includes the age of the tires, brake condition, steering play, suspension wear, and how the car is loaded. A freshly inspected 1948 Packard on sound bias-ply tires can be enjoyable on modern roads, but it should still be driven with respect for the handling and stopping characteristics of a late-1940s automobile.

Inflation pressure on a 1948 Packard should start with the factory recommendation for the specific model and then be checked against the tire manufacturer’s stated limits for the tire you choose. Among the listed products, 650-16 examples show 1580 pounds at 32 psi, 760-15 examples show 1710 pounds at 32 psi, and 700-16 examples show 1800 pounds at 36 psi or 1900 pounds at 36 psi, depending on the product. Those figures are tire ratings, not a universal instruction for every Packard application.

Use them as a ceiling reference tied to that specific tire, then confirm the pressure appropriate for your car’s weight distribution and intended use. Pressure should never be transferred casually from a 15-inch Packard fitment to a 16-inch one, or from one product line to another, because the size and casing details are not the same.

Before a longer drive in a 1948 Packard, inspect every tire for cracking, cuts, bulges, irregular wear, and correct cold inflation pressure. Check the valve stems, make sure each tire is holding pressure evenly, and inspect the spare as carefully as the four on the ground. On a car of this age, tire condition is only one part of the readiness picture, but it is one of the easiest things to verify before departure.

A sensible touring checklist should also include wheel fastener security, brake performance, steering response, and basic fluid checks, because vintage cars depend on the whole chassis working together. Even if the tires are fresh, an older Packard benefits from a slow, methodical pre-drive inspection whenever the trip will be longer than a casual local run.