1950 Plymouth Tire Fitment Guide

1950 Plymouth vehicles use three tire sizes: 640-15, 670-15, and 710-15. The P19 uses 640-15, the P20 uses 670-15, the Suburban appears with either 640-15 or 670-15, and the Wagon appears with either 670-15 or 710-15. All three sizes mount on 15-inch rims. Rim-width ranges shown in available products run from 4.00 to 5.00 inches for 640-15 depending on brand, 4.50 to 6.00 inches for 670-15, and 5.00 to 5.50 inches for 710-15.

Model identification matters on 1950 Plymouth because the year and make do not point to one universal size. The overlap in Suburban and Wagon applications means the best starting point is your model nameplate, followed by the tire size already on the car and the actual wheel width. That keeps you from choosing a size that shares the same 15-inch rim diameter but is better suited to a different application in the Plymouth range.

640-15 is a numeric bias-ply tire size used on certain 1950 Plymouth applications. In this style of sizing, the number before the dash is the nominal section-width code and the number after the dash is the rim diameter in inches, so 640-15 fits a 15-inch wheel. For 1950 Plymouth, that size is associated with the P19 and with some Suburban fitments.

That matters because 640-15 is an older sizing convention, not a modern metric size, and it should be read in the context of a period bias-ply tire. Buyers looking at a P19 or Suburban should use it as a vehicle-correct size reference, then compare the available wheel-width ranges by brand before making a final choice. It is especially helpful for restorations that want the proportions and appearance expected of an early-1950s Plymouth passenger-car setup.

No, 1950 Plymouth models do not all use the same tire size. The lineup is split across 640-15, 670-15, and 710-15, with the P19, P20, Suburban, and Wagon each occupying different parts of that range. The Suburban and Wagon are the most important to verify because each appears with more than one size, while the P19 and P20 each follow a single size path.

That variation means buyers should avoid treating 1950 Plymouth as a one-size-fits-all category. Since all of the sizes here use 15-inch rims, wheel diameter alone is not enough to identify the correct tire. A quick check of the model, the wheel width, and the size currently fitted will usually narrow the decision much faster than comparing sidewall style or brand first.

1950 Plymouth tire choices include blackwall, narrow whitewall, and wide whitewall sidewall styles, depending on size. The 640-15 selection includes both wide whitewall and narrow whitewall versions. The 670-15 range includes blackwall and wide whitewall options, and the 710-15 range also includes blackwall and wide whitewall versions. That gives buyers room to match a more restrained driver look or a more period-flavored postwar presentation.

For a 1950 Plymouth, sidewall style often changes the visual character of the car as much as the size itself. Whitewalls generally align with the era’s dressed-up passenger-car appearance, while blackwalls suit a plainer factory-style presentation or a more utilitarian wagon look. The best choice depends on how authentic you want the finished car to appear and whether your restoration target is a formal show presentation or a simpler original-owner style.

Several brands cover 1950 Plymouth fitments. In 640-15, available brands include BFGoodrich and Firestone. In 670-15, choices include Firestone, US Royal, Coker Classic, and Universal Vintage Tire. In 710-15, the listed brands are BFGoodrich and Firestone. All of the available sizes for 1950 Plymouth are bias-ply tires, so the brand choice is mainly about sidewall style, visual preference, and the wheel-width range that fits your wheel.

That variety is useful because different 1950 Plymouth owners often have different goals. One buyer may want a familiar American legacy brand with a wide whitewall, while another may prefer a blackwall presentation or a product whose rim-width range aligns better with an existing wheel. Looking at the size first, then narrowing by brand and sidewall treatment, is usually the most efficient way to compare the available paths.

Within 670-15 for 1950 Plymouth, Firestone and Coker Classic differ in sidewall offerings, load listing, weight, and wheel-width range. The Firestone 670-15 shown here appears as a blackwall bias-ply tire with a 1450-pound load capacity at 32 psi, a 4.50- to 5.00-inch rim-width range, and a 23-pound listed weight. The Coker Classic 670-15 appears as a wide whitewall bias-ply tire with a 1550-pound load capacity at 32 psi, a 5.00- to 6.00-inch rim-width range, and a 21-pound listed weight.

For a 1950 Plymouth owner, those differences affect both appearance and setup. A blackwall Firestone may better suit a simpler visual theme and a narrower wheel, while the Coker Classic’s wide whitewall look and broader upper rim-width allowance may suit a different wheel and restoration target. The key is to compare your actual wheel width and the style you want before treating both 670-15 options as interchangeable.

Rim-width requirements for 1950 Plymouth tires depend on the size and, in some cases, the brand. For 640-15, listed fitments run from 4.00 to 4.50 inches for one BFGoodrich option and 4.50 to 5.00 inches for the Firestone versions. For 670-15, listed fitments run from 4.50 to 5.00 inches on some products and 5.00 to 6.00 inches on the Coker Classic version. For 710-15, the products shown fit 5.00- to 5.50-inch rims.

That spread is why wheel width should be checked before settling on a tire even when the rim diameter is correct. A 15-inch Plymouth wheel does not automatically mean every 15-inch Plymouth tire size is equally suitable. Measuring the wheel and matching it to the specific product’s approved range is the cleanest way to avoid a tire that is too narrow or too wide for the wheel you plan to keep.

Original 1950 Plymouth wheels can potentially accept more than one of these sizes only in the sense that all three sizes mount on 15-inch rims. That confirms wheel diameter compatibility across 640-15, 670-15, and 710-15. It does not mean every original wheel width is equally suited to every size, because the listed rim-width ranges change meaningfully from one size to another.

For a buyer, that means a 15-inch wheel is only the first checkpoint. The next step is measuring wheel width and comparing it with the approved range for the exact tire size and brand you want to use. That matters especially on 1950 Plymouth Suburban and Wagon applications, where more than one tire size appears in the year and model range and where size overlap can make assumptions tempting.

A stored 1950 Plymouth should be kept away from direct sunlight, electric motors, ozone sources, standing moisture, and large temperature swings. Clean, dry indoor storage is best, with tires kept at proper inflation so the car’s weight stays distributed as intended. Because the available 1950 Plymouth tires here are bias-ply designs, they are more prone to taking a temporary flat spot during long static storage than a modern radial would be.

That means a collector Plymouth benefits from being rolled periodically or supported in a way that reduces long-term stress on the tire contact patch. If the car will sit for an extended season, inspect the sidewalls before the next drive and give the tires time to round back out after initial movement. Storage habits affect ride quality and appearance just as much as mileage on a low-use collector car.

Tires on a 1950 Plymouth should be judged more by age and condition than by mileage. A collector vehicle that is driven infrequently can still age out its tires long before the tread is worn. A practical rule is to evaluate them closely once they reach the five- to seven-year range and to treat roughly ten years as a serious replacement point, using the DOT date code and the tire’s visible condition as guides.

That age-based approach matters because many vintage cars spend long periods parked, and time, heat, sunlight, and ozone harden the rubber even when the car is barely used. On a 1950 Plymouth, good-looking tread should never be the only standard. If the tires are older, feel stiff, show weather checking, or have an uncertain service history, replacement deserves consideration before regular road use.

Tires on a 1950 Plymouth should be inspected before every drive and again before any longer outing. Look for sidewall cracking, tread separation, cuts, punctures, irregular wear, and any loss of air pressure between drives. Since these are vintage-style bias-ply fitments, also pay close attention to how the tire feels during the first few miles after the car has been sitting, especially if it has been stored for a while.

A short routine walk-around catches problems early and is especially valuable on an older car that may not see daily use. If a tire starts losing pressure, feels out of round longer than usual, or shows new sidewall changes, stop and investigate before adding miles. Frequent inspection is one of the simplest ways to protect both the car and the investment in a correct 1950 Plymouth tire set.

The 1950 Plymouth P19 would have been a bias-ply application in period, which aligns with the available 640-15 offerings shown for that model. That construction type is historically correct for a 1950 American passenger car, and 640-15 is the size associated here with the P19. Original-equipment branding could vary by market and supply arrangement, so the most important restoration markers are usually the correct size, the correct bias-ply construction, and the appropriate sidewall treatment.

For a factory-style restoration, that means starting with 640-15 bias-ply tires and then choosing blackwall or whitewall presentation according to the way you want the finished car judged or presented. If your Plymouth’s history is unusually specific, a marque club, period sales literature, or an unrestored reference car can help confirm market-specific details. The closer the size, construction, and sidewall appearance are to the era, the more convincing the restoration will look.

Correct tire fitment matters on a shown 1950 Plymouth because judges and knowledgeable enthusiasts often notice tire size, construction type, and sidewall appearance quickly. A Plymouth restored for originality generally looks most consistent with the correct bias-ply size for its model, and a sidewall style that fits the period presentation. A mismatch in size or an obviously modern-looking substitute can stand out even when the rest of the car is carefully restored.

For practical purposes, that means the tire should support the story your car tells. A preserved driver can accept more flexibility than a concours-minded restoration, but a judged car benefits from getting the basics right: model-correct size, proper bias-ply construction, and a sidewall style that matches the car’s trim level and intended appearance. Event rules differ, so the most exact standards still come from the judging organization or marque specialists.

Within 710-15 for the 1950 Plymouth Wagon, BFGoodrich and Firestone share the same basic bias-ply format, 15-inch rim diameter, 5.00- to 5.50-inch rim-width fitment, and a listed load capacity of 1550 pounds at 32 psi. The visible difference in the examples shown here is sidewall presentation and listed weight. BFGoodrich appears in both blackwall and wide whitewall versions with weights around 21 to 23 pounds, while Firestone appears here as a blackwall at 24 pounds.

That makes the comparison especially relevant for restoration presentation. A buyer trying to capture a brighter, more upscale postwar wagon appearance may lean toward a wide whitewall BFGoodrich option, while a simpler blackwall theme can be served by either brand depending on the exact look desired. Since the core fitment dimensions are close, the decision often comes down to sidewall style and the visual personality you want the 1950 Plymouth Wagon to carry.

1950 Plymouth tires in the sizes shown here are vintage-style bias-ply tires, and they can be used for road driving when they are the correct size, in good condition, and properly maintained. Because no speed-rating markings are presented for these products, the more realistic safety consideration is often the condition of the tire and the condition of the car itself rather than a published high-speed ceiling. On a 1950 Plymouth, braking ability, steering play, suspension wear, and overall mechanical condition are at least as important as the tire choice.

For real-world use, that means highway driving should be approached with an understanding of the car’s era and setup. A sound Plymouth on fresh, correctly fitted tires can be enjoyable on modern roads, but it should still be driven within the comfort range of its chassis and the tire construction under it. Smooth inputs, stable inflation, and a full pre-drive inspection matter more than treating a vintage bias-ply tire like a modern high-speed touring radial.

Available 1950 Plymouth tires here show load ratings at 32 psi across all three sizes where a load figure is listed. The 640-15 products shown carry up to 1190 pounds at 32 psi on most versions, with one 640-15 version listed at 970 pounds at 32 psi. The 670-15 products shown carry 1450 pounds at 32 psi on some versions and 1550 pounds at 32 psi on another. The 710-15 products shown carry 1550 pounds at 32 psi.

Those figures are tire ratings, not a universal instruction to run every 1950 Plymouth at that exact pressure in service. For the actual car, start with the factory vehicle recommendation from Plymouth literature when available, then compare it with the tire maker’s rated limits for the specific reproduction tire you choose. Pressure should always be matched to the exact size and product on the car rather than borrowed from another Plymouth size.

Before a longer drive in a 1950 Plymouth, inspect every tire for cracking, bulges, punctures, unusual wear, and proper cold inflation pressure. Check the spare as well, since an old spare often gets overlooked until it is needed. A good pre-trip routine also includes confirming that the wheels are secure and that the tires have not developed storage-related flat spotting or pressure loss since the last drive.

A longer outing in a 1950 Plymouth should also include the broader mechanical checks that any early-1950s car deserves: brakes, steering response, fluid levels, cooling system condition, and lighting. The tire inspection is only one part of making the car road-ready, but it is one of the easiest steps to do thoroughly. Catching a weak tire or aging spare at home is far better than discovering it on the shoulder miles from home.