1956 Nash Tire Fitment Guide

1956 Nash vehicles use five tire sizes, and each one is tied to specific models rather than the whole lineup. The Ambassador uses 710-15 and 760-15, the Metropolitan uses 520-13, the Rambler uses 640-15, and the Statesman uses 670-15. The Metropolitan is the only one here on a 13-inch rim, while the other three models use 15-inch rims. Rim width ranges shown in available products include 5.00 to 5.50 inches for 710-15, 5.50 to 6.00 for 760-15, 3.5 or 3.50 to 4.00 for 520-13, 4.00 to 5.00 for 640-15 depending on product, and 4.50 to 6.00 for 670-15 depending on product.

The practical takeaway is that year and make alone are not enough with a 1956 Nash. You need to confirm whether you have an Ambassador, Metropolitan, Rambler, or Statesman before narrowing the tire search, and Ambassador owners should also confirm which of the two larger 15-inch sizes belongs on their car. After that, compare your wheel width to the range listed for the size you need rather than assuming every 15-inch Nash wheel accepts every 15-inch Nash tire.

On a 1956 Nash, 710-15 is a traditional numeric bias-ply size. The 7.10-style numeric code refers to the tire's nominal section width family, while the 15 identifies the wheel diameter in inches. In the 1956 Nash range, 710-15 is used on the Ambassador and mounts on a 15-inch rim, with listed products fitting rim widths from 5.00 to 5.50 inches.

That matters because a modern buyer may see the size and expect a metric or radial-style code, but this is an older bias-ply naming system tied to 1950s fitment practice. If your Ambassador calls for 710-15, focus first on matching the numeric size and wheel diameter, then choose the sidewall look you want, such as blackwall or wide whitewall. Leaving the numeric family for another 15-inch tire can change the stance and visual balance of the car.

No, 1956 Nash models do not all use the same tire size. The Metropolitan uses 520-13, the Rambler uses 640-15, and the Statesman uses 670-15, while the Ambassador alone uses two larger 15-inch sizes, 710-15 and 760-15. Even though three of the four models share 15-inch rim diameter, they are still not interchangeable by default because the tire size family and approved rim-width ranges differ.

That makes model identification the key first step before ordering replacement tires for a 1956 Nash. A full-size Ambassador or Statesman can look broadly similar at a glance to someone new to the marque, yet each follows its own tire sizing path. If the car has had wheel changes over the years, compare what is currently installed with the wheel diameter and rim width before making a final choice.

1956 Nash tires are available in several sidewall treatments depending on size. The 710-15 Ambassador size comes in blackwall and wide whitewall, 760-15 comes in narrow whitewall and wide whitewall, 520-13 for the Metropolitan comes in blackwall and narrow whitewall, 640-15 for the Rambler comes in narrow whitewall and wide whitewall, and 670-15 for the Statesman comes in blackwall and wide whitewall. All of them remain bias-ply constructions in the sizes shown here.

Whitewall width has a major effect on how a 1956 Nash presents visually, especially on a mid-1950s American car where a broad whitewall often looks more at home than a modern-looking blackwall. Metropolitan owners may lean toward the smaller whitewall styles that suit the car's compact character, while full-size Nash cars often carry wide whitewalls naturally. If showing matters, match the sidewall look to the era and the way your specific car is being restored.

Several brands cover the 1956 Nash range, but the lineup varies by size. Ambassador 710-15 is available from BFGoodrich and Firestone, while Ambassador 760-15 is offered by BFGoodrich, Coker Classic, and Universal Vintage Tire. Metropolitan 520-13 appears in Firestone and Premium Sport versions, Rambler 640-15 is available from BFGoodrich and Firestone, and Statesman 670-15 is offered by Firestone, US Royal, Coker Classic, and Universal Vintage Tire.

Brand choice on a 1956 Nash is less about changing the size itself and more about finding the sidewall treatment and visual character that suit your car. Some owners prefer the styling and heritage feel associated with legacy American names such as Firestone, BFGoodrich, or US Royal, while others focus on a particular whitewall width. Once you confirm the correct size for your model, compare brands within that size rather than comparing across different Nash models.

For a 1956 Nash Rambler in 640-15, BFGoodrich and Firestone both offer bias-ply tires, but the available sidewall treatments and listed rim-width ranges differ. BFGoodrich appears in a 3.00-inch whitewall version with a 4.00 to 4.50-inch rim-width range and a listed maximum load of 1190 pounds at 32 psi. Firestone appears in 2.75-inch and 2.125-inch wide whitewall versions plus a 1.00-inch narrow whitewall, generally with a 4.50 to 5.00-inch rim-width range; the wide-white versions list 1190 pounds at 32 psi, while the 1.00-inch whitewall lists 970 pounds at 32 psi.

That means the choice is not only visual. A Rambler owner should match the tire to the wheel width on the car before deciding between brands, then choose the sidewall width that best fits the restoration style. If your wheels are on the narrower side, the BFGoodrich fitment range may be relevant; if they are slightly wider, one of the Firestone versions may align better. Keeping the comparison inside the same 640-15 size avoids changing the car's intended fitment.

Rim width depends on the specific 1956 Nash tire size. Available 710-15 products fit 5.00 to 5.50-inch rims, while 760-15 products fit 5.50 to 6.00-inch rims. Metropolitan 520-13 products show 3.5 inches or 3.50 to 4.00 inches depending on the product, Rambler 640-15 products span 4.00 to 4.50 inches for BFGoodrich and 4.50 to 5.00 inches for Firestone, and Statesman 670-15 products range from 4.50 to 5.00 inches on some versions to 5.00 to 6.00 inches on others.

Those ranges are why wheel measurement matters before replacing tires on a 1956 Nash, especially if the car has changed hands or seen wheel swaps during its life. Two tires may share the same rim diameter but still prefer different wheel widths. Measure the wheel accurately at the bead seat, then compare that number with the range for the exact size and product you are considering instead of relying only on what is mounted now.

The available 1956 Nash tires shown here are all bias-ply products, but the individual size listings do not consistently carry tube-type or tubeless markings in the product naming. That means tube requirements should be confirmed on the exact tire and wheel combination you plan to use, rather than assumed from the size alone. On many mid-1950s applications, tube use depends as much on the wheel design and condition as it does on the tire itself.

The safest approach is to inspect the wheel for its original construction, check whether it is suitable for tubeless service, and then verify the intended setup on the specific tire's sidewall marking. If your 1956 Nash still uses original wheels, attention to valve stems, rim condition, and sealing surfaces is just as important as the tire choice. That extra check is especially worthwhile on a collector car that may spend long periods parked between drives.

Original 1956 Nash wheels cannot be treated as universal across the entire model range, because the lineup uses both 13-inch and 15-inch tire diameters and several different width families within the 15-inch group. The Metropolitan's 520-13 requires a 13-inch wheel, while the Ambassador, Rambler, and Statesman use 15-inch wheels in sizes ranging from 640-15 up to 760-15. Even among the 15-inch sizes, the approved rim-width ranges are different.

In practice, that means a wheel from one 1956 Nash model should not be assumed correct for another simply because it came from the same make and year. Ambassador owners also need to distinguish between the two larger 15-inch sizes before reusing or sourcing wheels. Matching wheel diameter first and rim width second is the right sequence, and it helps prevent fitment choices that look plausible but are outside the intended range for the tire.

A stored 1956 Nash should be kept out of direct sunlight, away from electric motors or other ozone-producing equipment, and in a dry, stable environment. Bias-ply tires are especially prone to flat-spotting during long periods of static storage, so moving the car periodically or supporting it appropriately during long layups can help reduce casing stress. Keep tires clean, properly inflated for storage, and free from petroleum-based dressings that can harm the rubber over time.

That routine matters whether you own a Metropolitan that sees occasional pleasure drives or a full-size Ambassador, Rambler, or Statesman kept mostly for events. A collector car that sits for months can age its tires faster through neglect than through road use. Covering the tires from light, checking pressure during storage, and rolling the car occasionally are simple habits that preserve appearance and reduce the chance of surprises on the next drive.

Tire life on a 1956 Nash is usually determined more by age than by mileage. Collector-car tires should be evaluated closely once they reach roughly five to seven years of service, and around ten years is the point where replacement deserves serious consideration even if tread remains deep. The DOT date code on the tire is the key reference for age, and visible condition still matters because storage quality can speed up or slow down aging.

That age-based approach is especially important on a low-use Nash because a car that is driven sparingly can still carry old tires that look acceptable from a distance. Whitewalls also deserve a close look, since cosmetic aging and structural aging do not always appear at the same rate. If the tires have uncertain age, hardened rubber, or persistent pressure loss, replacement should move higher on the priority list before regular road use.

Tires on a 1956 Nash should be inspected before every drive and again before any longer outing. Look for sidewall cracking, tread wear, punctures, bulges, cuts, and signs of irregular wear that could point to alignment or suspension issues. Pressure should be checked regularly on a cold tire, and any car using a tube-compatible setup should also have its valve stems and overall air retention watched closely.

A short pre-drive walkaround is especially valuable on a collector car because long parked periods can reveal problems only when the car is about to go back on the road. Catching a crack, low tire, or damaged stem in the garage is far better than discovering it miles from home. Regular inspection also helps you notice when one tire is aging differently from the others, which can happen on cars stored unevenly or exposed to more sun on one side.

A 1956 Nash Ambassador would have been fitted in the bias-ply era, and the size family used on the model here is 710-15 or 760-15 depending on the specific application. Those are both traditional numeric bias-ply sizes on 15-inch rims, which aligns with full-size American practice of the period. Original equipment branding could vary by market and production detail, so the important restoration baseline is the correct size family, bias-ply construction, and an era-appropriate sidewall treatment.

For a restoration, that means the first question is not simply whitewall versus blackwall, but whether the car should wear 710-15 or 760-15. Once that is settled, choose the visual treatment that fits how the car was delivered or how it is being judged. Marque clubs, factory literature, and long-time Nash specialists are the best next stop if you want to confirm which of the two Ambassador sizes is right for a particular body style or market specification.

Correct tire fitment matters a great deal when showing a 1956 Nash, because judges and knowledgeable enthusiasts often notice tire size, construction type, and sidewall style quickly. A Metropolitan on the wrong 15-inch fitment or a full-size Nash wearing the wrong width family can stand out visually even before close inspection. On period cars, a mismatched sidewall treatment can also affect the overall authenticity of the restoration.

For a show-focused car, the ideal approach is to match the model-specific size first, then choose a sidewall appearance that suits the era and the event standard. A broad whitewall may look natural on a formal mid-1950s Statesman or Ambassador, while another combination may better suit a driver-oriented presentation. Since judging standards vary, check with the hosting club or marque experts before finalizing the tire style if points matter.

For a 1956 Nash Statesman in 670-15, Firestone and Coker Classic both offer bias-ply fitments, but they differ in presentation and listed wheel-range details. Firestone appears in a blackwall version rated at 1450 pounds at 32 psi with a 4.50 to 5.00-inch rim-width range, while Coker Classic appears as a 2.75-inch whitewall with a listed 1550-pound capacity at 32 psi and a 5.00 to 6.00-inch rim-width range. The sidewall look and wheel-width compatibility are therefore not identical even though the nominal tire size is the same.

That matters on a restoration because a Statesman being finished as a higher-visual-impact mid-1950s car may call for the whitewall look, while a more understated presentation may suit a blackwall. The wheel itself also guides the decision, since a tire suited to a wider rim should not simply be chosen for appearance alone. Staying within the 670-15 family preserves the car's intended size, while the final product choice refines the look and wheel match.

The available tires for 1956 Nash vehicles are all bias-ply designs, and no explicit speed-rating letters appear in the listed size markings for these products. When properly sized, correctly mounted, in good condition, and used within the broader limits of a 1950s vehicle, a reproduction bias-ply tire can be suitable for normal road use. On a 1956 Nash, the car's own brakes, steering feel, suspension condition, and overall mechanical health are often just as important to highway confidence as the tire itself.

That means safety comes from the whole package, not the tire in isolation. Freshly inspected tires with proper inflation and sound wheels are essential, but so are wheel bearings, alignment, shocks, and brake service on a car of this age. If your Nash will see frequent higher-speed driving, keep expectations aligned with period vehicle dynamics and make sure the tire size on the car matches the model rather than assuming any same-diameter substitute is acceptable.

Pressure should be matched to the specific tire size and the vehicle's original recommendations rather than transferred across the 1956 Nash lineup. Available products list maximum load and pressure figures such as 1550 pounds at 32 psi for some 710-15 tires, 1710 pounds at 32 psi for some 760-15 tires, 770 pounds at 32 psi and 1100 pounds at 60 psi on different 520-13 products, 1190 pounds at 32 psi or 970 pounds at 32 psi for different 640-15 products, and 1450 pounds at 32 psi or 1550 pounds at 32 psi for different 670-15 products.

Those figures are manufacturer ratings, not blanket inflation instructions for every 1956 Nash application. Use the original owner's manual or factory service literature as the baseline for the car, then make sure the chosen tire's own rated pressure range supports that use. Because the listed products are not all identical even within one size, avoid borrowing a pressure figure from another Nash model or from a different sidewall version of the same nominal size.

Before a longer drive in a 1956 Nash, inspect each tire for cracking, cuts, bulges, exposed cords, abnormal wear, and cold inflation pressure. Check the spare as carefully as the four road tires, because a spare that has aged unnoticed for years may not be ready when needed. On an older car, wheel hardware, valve stems, and the condition of the wheel itself deserve the same attention as tread depth.

A longer trip is also the right time to think beyond the tires. Bias-ply-equipped cars benefit from a broader pre-drive check that includes brakes, steering response, fluid levels, and any signs of looseness or vibration from recent use. If the car has been sitting, a short local shakedown before committing to a highway run is wise. That approach lets you verify that the tires and the rest of the chassis are settling in normally under real driving conditions.