1952 Packard Tire Fitment Guide

1952 Packard vehicles use three different tire sizes depending on model. The Packard 200 Series uses 760-15, the Packard 250 Series and 300 & 400 Series use 800-15, and the Packard 2513 Commercial uses 750-16. The two passenger-car sizes mount on 15-inch rims, while the commercial fitment mounts on a 16-inch rim. Where rim-width guidance is listed, 760-15 fits 5.50 to 6.00-inch rims, 800-15 fits 6.00 to 6.50-inch rims, and 750-16 fits 5.00 to 6.00-inch rims.

That means the first fitment question is not whitewall style or brand, but which Packard you actually own. A 200 Series tire should not be selected simply because it is from the same year as a 300 or 400, and the commercial chassis stands apart again because it uses a different wheel diameter. Once the model is confirmed, the size choice becomes straightforward and you can narrow the search by sidewall style, brand preference, and restoration goals.

On a 1952 Packard, 760-15 is a numeric bias-ply tire size. The first number, 7.60, is the nominal section width expressed in the older numeric system, and the second number, 15, is the wheel diameter in inches. This size is used on the Packard 200 Series and mounts on 15-inch rims, with listed rim-width guidance of 5.50 to 6.00 inches on examples where that specification appears.

That older numeric format is typical of American passenger cars from the early 1950s, so modern buyers sometimes mistake it for a direct modern metric equivalent when it is really part of a period bias-ply sizing system. If your Packard is a 200 Series, staying with 760-15 preserves the proper visual proportion and wheel relationship the car was built around. After that, the real choices are brand and whether you want a narrow or wide whitewall presentation.

No, 1952 Packard models do not all use the same tire size. The 200 Series uses 760-15, the 250 Series and 300 & 400 Series use 800-15, and the 2513 Commercial uses 750-16. All three are bias-ply sizes, but they are not interchangeable simply because they share the same year and make. Two of them are 15-inch passenger-car fitments, while the commercial Packard uses a 16-inch wheel.

That model split matters because Packard’s 1952 lineup covered different classes of vehicles, from more accessible passenger cars to senior models and specialized commercial applications. If you are unsure which model family your car falls into, confirm the body or chassis identification before choosing tires. Doing that first prevents the most common mistake on year-make searches: selecting a tire that is correct for Packard in general, but wrong for your specific Packard.

1952 Packard tire choices include both whitewall and blackwall options, depending on size. The 760-15 size for the 200 Series appears in narrow whitewall and wide whitewall versions, 800-15 for the 250 and 300 & 400 Series is offered in wide whitewall form, and 750-16 for the 2513 Commercial can be found in both blackwall and wide whitewall versions. All of the listed offerings are bias-ply tires, which is appropriate for the era.

Sidewall style affects the visual character of a 1952 Packard almost as much as the size itself. Most passenger Packards of the period look most at home on a whitewall, while a commercial chassis may be restored either with a more workmanlike blackwall look or with a whitewall presentation depending on the vehicle’s finished purpose and coachwork. If show authenticity matters, compare your intended sidewall style to period photos and marque-club guidance for your exact model.

Several brands cover the 1952 Packard range, but not every brand is available in every size. The 760-15 size is available from BFGoodrich, Coker Classic, and Universal Vintage Tire. The 800-15 size is represented by Coker Classic, while the 750-16 commercial size is available from Firestone, Lester, and BFGoodrich. All of the listed options are bias-ply products consistent with the period construction these Packards used.

Brand choice on a 1952 Packard usually comes down to which size your model requires first, then which sidewall treatment and series character you prefer within that size. A 200 owner has more brand variety than an 800-15 buyer, while the 2513 Commercial offers the broadest spread of blackwall and whitewall looks. Once you narrow the correct size, compare the available brands within that size rather than assuming the same brand lineup exists across the whole Packard range.

On 1952 Packard applications where both appear, Coker Classic and BFGoodrich differ mainly by available size coverage, sidewall presentation, and some published specifications. In 760-15, BFGoodrich appears in both a 3.375-inch wide whitewall and a 1.00-inch narrow whitewall, while Coker Classic appears as a 3.00-inch wide whitewall. Both show a listed load capacity of 1710 pounds at 32 psi on examples where that figure is published, and both fit 15-inch rims with a 5.50 to 6.00-inch width range where stated.

That means the practical distinction is less about raw fitment and more about the appearance you want on the car. A narrow whitewall can change the visual tone of a junior Packard substantially, while a broader whitewall leans harder into early-1950s styling. If you are shopping for the 750-16 commercial size, BFGoodrich is also present there alongside Firestone and Lester, so the best comparison is always within the exact size your Packard requires.

1952 Packard rim-width guidance varies by size. The 760-15 tires used on the 200 Series are listed for 5.50 to 6.00-inch rims, the 800-15 tires used on the 250 and 300 & 400 Series are listed for 6.00 to 6.50-inch rims, and the 750-16 tires used on the 2513 Commercial are listed for 5.00 to 6.00-inch rims where that specification appears. Rim diameter also changes by application, with 15-inch passenger-car sizes and a 16-inch commercial size.

That is why rim width should be checked alongside tire size before mounting anything on a 1952 Packard. Even when two tires look similar in profile, the approved wheel width range influences how the tire will seat and present on the car. If your wheels have been changed at some point in the Packard’s life, measure the actual rim before choosing the tire rather than relying on assumptions drawn from the badge or body style alone.

The available 1952 Packard tire listings do not show tube-type or tubeless markings in the size descriptions provided here, and all of the offered tires are bias-ply reproductions in period-style sizes. For an early-1950s Packard, inner-tube use often depends on the wheel design, wheel condition, and the specific tire’s sidewall marking rather than on year and make alone. That is especially important on original steel wheels that may have seen decades of service or refinishing.

The safest approach is to inspect the actual wheels and confirm the sidewall marking of the exact tire you plan to fit before final installation. Tube decisions should never be made by assumption, particularly on collector cars where wheels may not be original to the car. If you are restoring a Packard for regular road use, have the wheel condition, valve-hole style, and bead area checked carefully so the tire-and-wheel assembly matches the intended setup.

Original 1952 Packard wheels cannot be treated as universal across the entire model range because the lineup uses both 15-inch and 16-inch rim diameters. The 200, 250, and 300 & 400 Series use 15-inch tire sizes, while the 2513 Commercial uses a 16-inch size. Even among the 15-inch passenger-car applications, published rim-width ranges differ between 760-15 and 800-15.

That means wheel reuse should be approached model by model, not year by year. A passenger Packard owner still needs to confirm the wheel is appropriate for either the narrower 760-15 or the wider 800-15, and a 2513 Commercial owner must begin with the fact that the tire mounts on a different diameter wheel entirely. If the car has replacement wheels, compare the actual rim diameter and width to the tire’s approved range before committing to a fitment.

A stored 1952 Packard should be kept in a cool, dry space away from direct sunlight, electric motors, furnaces, welders, and other ozone-producing equipment that can age the sidewalls. Keep the tires properly inflated, move the car periodically if possible, and avoid letting it sit for long periods on damp concrete or in standing moisture. Because 1952 Packard fitments are bias-ply tires, they are more prone to flat-spotting during long static storage than a modern radial would be.

Good storage habits matter because collector Packards often spend more time parked than driven. If the car will sit for an extended season, some owners use tire cradles or carefully support the car to reduce prolonged loading on one contact patch. Even then, the tires should be inspected when the car comes back into use, since a well-stored bias-ply tire can still develop age-related cracking or shape memory from inactivity.

Tires on a 1952 Packard should be judged more by age and condition than by mileage alone. Collector-car tires often age out before they wear out, so it is wise to evaluate them closely once they reach the five-to-seven-year range and to treat around ten years as a serious replacement consideration regardless of tread depth. The DOT date code on the tire helps establish age, even on a Packard that sees only occasional fair-weather use.

That approach is especially important on a vintage Packard because low annual mileage can create a false sense of security. A tire that still looks serviceable from across the garage may have hardened rubber, internal age, or sidewall cracking that makes it a poor choice for road use. If the Packard’s service history is unclear, checking the age codes and overall condition is one of the simplest ways to decide whether the car is ready for regular driving.

Tires on a 1952 Packard should be inspected before every drive and more thoroughly before any extended outing. Look for sidewall cracking, tread separation, uneven wear, cuts, bulges, and signs that the tire has lost pressure since the last use. On a collector car, long idle periods can reveal problems only when the car is rolled out and loaded again, so a quick visual check is not enough if the Packard has been parked for weeks or months.

A more careful inspection should also include the valve stems, the spare, and the wheel itself for rust or damage that can affect sealing and safe operation. If you are running a setup that uses tubes, the condition of the stem and the way the tire is holding air deserve particular attention. Regular inspections turn up age-related issues early, which is far preferable to discovering them after the car is already on the road.

The 1952 Packard 200 Series uses the 760-15 size, and bias-ply construction is the era-correct type for a Packard of this period. Early-1950s American passenger cars were still firmly in the bias-ply era, so a reproduction bias-ply tire in the proper numeric size is the expected starting point for an authentic restoration. Whitewall treatment could vary by model presentation and market preference, but the size and bias-ply construction are the key fitment anchors.

That matters because authenticity on a Packard is usually judged first by whether the tire looks and sits correctly on the car, not just whether it physically mounts. If you are restoring to factory appearance or concours standards, confirm the exact sidewall width and presentation against period photos, literature, and Packard club guidance for your body style. Model-year fitment gets you close, while marque-specific research helps refine the final cosmetic details.

Correct tire fitment matters a great deal when showing a 1952 Packard, because judges and knowledgeable enthusiasts notice size, construction, and sidewall style immediately. A Packard 200 on 760-15 bias-ply tires presents differently from a 250 or 300 on 800-15, and a commercial chassis on 750-16 should not wear a passenger-car fitment. Sidewall treatment also affects authenticity, especially on a make whose appearance and proportions were a major part of its appeal.

Even when a tire physically fits the wheel, a non-original size or an era-inappropriate sidewall can make the car look subtly wrong and may be called out in judged settings. The right approach is to treat size first, construction second, and sidewall style third, then compare the finished look against event standards. Packard clubs and the rule book for the specific show remain the best sources for final judging expectations.

For the 1952 Packard 2513 Commercial in 750-16, Firestone and Lester differ mainly in sidewall presentation and the published specifications attached to the available products. Firestone appears in both blackwall and a 4.50-inch whitewall version, with listed load capacity of 1660 pounds at 40 psi and a 5.00 to 6.00-inch rim-width range where shown. Lester appears here as a wide whitewall offering in the same 750-16 size, giving the commercial Packard a more upscale appearance than a plain blackwall treatment.

That makes the choice as much about the finished character of the vehicle as about simple fitment. A work-oriented restoration or more restrained commercial presentation may favor the Firestone blackwall look, while a coachbuilt or display-focused vehicle may benefit from a whitewall treatment. Since both remain within the proper 750-16 bias-ply size family, the deciding factor is usually which visual result best matches the specific Packard commercial body you are restoring.

The 1952 Packard tires listed here are all bias-ply products, and no speed-rating markings are shown in the available size descriptions. In real-world use, that means highway suitability depends less on a published speed letter and more on the condition of the tires, the condition of the car, and whether the tires are being used within the expectations of a 1952 Packard chassis. On a car of this era, braking, steering feel, suspension wear, and overall mechanical condition often become the limiting factors before outright tire capability does.

A sound Packard on fresh, correctly fitted bias-ply tires can be driven responsibly on modern roads, but it should be driven like a 1952 automobile rather than a modern sedan. Build speed gradually, keep pressures correct, and avoid treating an unrestored collector car as though it has modern stopping distances or emergency handling reserves. Before any sustained highway use, confirm the tires are in good condition and that the rest of the car is equally prepared for the trip.

Inflation pressure on 1952 Packard tires should be set with the correct tire size and the vehicle’s factory recommendations in mind, not transferred from one Packard model to another. The listed load-capacity examples are 1710 pounds at 32 psi for 760-15, 1800 pounds at 32 psi for 800-15, and 1660 pounds at 40 psi or 1850 pounds at 48 psi for certain 750-16 products. Those figures are tire ratings, not a blanket inflation instruction for every Packard using that size.

The practical approach is to consult the Packard owner’s literature or marque references for the car’s intended operating pressure, then compare that with the tire manufacturer’s published limits for the exact tire you are using. A commercial Packard and a passenger Packard should not be treated the same simply because they are the same year. Using the right pressure helps preserve handling balance, tread wear, and ride quality without overloading an old chassis with guesswork.

Before a longer drive in a 1952 Packard, inspect each tire for cracks, bulges, cuts, uneven wear, and proper inflation, then check the spare as carefully as the four on the car. Make sure the valve stems are sound, the wheels are free of obvious damage, and the tires have not aged out from long storage. On a collector Packard, tire condition is only one part of the readiness check, but it is one of the easiest places to spot trouble before it leaves you stranded.

A sensible pre-trip routine should also include the car’s brakes, steering, cooling system, fluids, and charging system, since a 1952 Packard asks more of its mechanical systems on a sustained drive than on a short local outing. Tire preparation becomes much more meaningful when the rest of the car is equally sorted. If the Packard has sat for an extended period, treat the first outing as a shakedown rather than a full-distance run.