1958 Chrysler Tire Fitment Guide

1958 Chrysler vehicles use three tire sizes: 900-14, 850-14, and 800-14. The 1958 Chrysler 300 and New Yorker use 900-14, Saratoga uses 850-14 and 900-14, Town & Country uses 850-14 and 900-14, and Windsor uses 800-14 and 850-14. All three sizes mount on 14-inch wheels. Rim width ranges are available within the product line for 900-14 at 6.00 to 7.00 inches, for 850-14 at 5.50 to 6.00 inches, and for 800-14 at 5.00 to 6.00 inches on products where that specification is listed.

Model identification matters more than anything else on 1958 Chrysler fitment because the lineup does not share one universal size. Once you know the exact model, compare the tire size already on the car and the wheel itself before replacing anything. That is especially important on Saratoga, Town & Country, and Windsor, where more than one size appears within the model line.

A 900-14 is a numeric bias-ply tire size used on certain 1958 Chrysler models. In this older sizing system, the first number is the nominal section width and the second number, 14, is the wheel diameter in inches. For 1958 Chrysler applications, 900-14 belongs to the 300, New Yorker, Saratoga, and Town & Country. Available products in this size use bias-ply construction and fit 14-inch rims.

The practical takeaway is that 900-14 is not just a generic old-car size; it is tied to larger Chrysler applications within the 1958 range. If your car is one of the senior models that uses it, you can then choose the sidewall look that suits your car’s presentation, such as a narrow or wide whitewall. If your car is a Windsor or a smaller-fitment Saratoga or Town & Country, another size may be correct instead.

No, 1958 Chrysler models do not all use the same tire size. The 300 and New Yorker are tied to 900-14, the Windsor uses 800-14 and 850-14, and the Saratoga and Town & Country overlap between 850-14 and 900-14. Every size in the range is a 14-inch bias-ply fitment, but section width varies by model and application. That makes this a model-sensitive fitment year rather than a one-size-fits-all Chrysler lineup.

That difference affects more than appearance. Tire width and approved rim-width range change from one size to the next, so it is worth verifying the actual wheel on the car before selecting a replacement. Buyers who start with year and make alone can narrow the search, but buyers who confirm the exact model and existing size reach the right product much faster.

1958 Chrysler tires are available with several sidewall presentations depending on size. The 900-14 and 850-14 offerings include narrow whitewall and wide whitewall versions, while 800-14 adds blackwall alongside narrow whitewall and wide whitewall choices. That range gives buyers flexibility to match the car’s intended finish, from a cleaner driver look to a more visually prominent late-1950s whitewall style.

Sidewall choice can change the whole stance of a Forward Look Chrysler even when the tire size stays the same. A wider whitewall usually aligns better with the period visual language of upscale American cars from 1958, while narrow whitewalls and blackwalls can suit a subtler or more personalized presentation. If the car is being judged, compare your choice against the standards used by your marque club or event.

BFGoodrich is available across all three 1958 Chrysler sizes, while Universal Vintage Tire appears in 800-14. The 900-14 and 850-14 selections are BFGoodrich bias-ply offerings, and 800-14 includes BFGoodrich bias-ply choices plus a Universal Vintage Tire wide whitewall bias-ply option. Brand availability is therefore broadest in the Windsor-only 800-14 size and more focused in the larger 850-14 and 900-14 applications.

That matters because some buyers choose first by size and others by brand heritage or sidewall presentation. If your Chrysler uses 900-14 or 850-14, your choice centers more on whitewall style within one brand family. If your car uses 800-14, you have a little more room to compare brand and appearance together while still staying within an era-appropriate bias-ply construction.

In 800-14 for a 1958 Chrysler, BFGoodrich appears in blackwall, narrow whitewall, and wide whitewall versions, while Universal Vintage Tire appears as a wide whitewall bias-ply option. BFGoodrich products in this size list a 1620-pound maximum load at 32 psi and a 5.00 to 6.00 inch rim-width range, with weights from 23 to 25 pounds depending on sidewall style. The Universal Vintage Tire 800-14 listing shares the same 14-inch rim diameter and bias-ply construction, with a listed weight of 24 pounds.

The real comparison is less about a dramatic change in fitment and more about sidewall presentation and brand preference within the same vintage size class. Windsor owners who want a blackwall or a narrower white stripe naturally lean toward BFGoodrich because those styles are available there. Buyers focused on a wide whitewall look in 800-14 can compare the two brands more directly after confirming the wheel and the visual style they want.

Rim width requirements for 1958 Chrysler tires vary by size. The 900-14 products fit 6.00 to 7.00 inch rims, the 850-14 products fit 5.50 to 6.00 inch rims, and the 800-14 products that list a width specification fit 5.00 to 6.00 inch rims. All of these tires share a 14-inch rim diameter, but the approved wheel-width range changes with the tire size.

That is why wheel verification matters even when two sizes share the same rim diameter. A 14-inch wheel alone does not guarantee that every 1958 Chrysler tire size is equally appropriate for that wheel. Measure or confirm the actual wheel width before replacing tires, especially if the car has changed hands over the years or may no longer wear its original wheels.

Original 1958 Chrysler wheels can potentially accept more than one listed tire size because 800-14, 850-14, and 900-14 all mount on 14-inch rims. That said, wheel diameter is only part of the equation. The listed rim-width ranges differ by size, with 800-14, 850-14, and 900-14 each stepping up in width requirement. A wheel that is correct for one size is not automatically ideal for every other 14-inch Chrysler size.

This is most relevant when a car has mixed parts history or when a buyer is trying to sort out whether an existing wheel-and-tire package is correct. The safest approach is to treat diameter compatibility as a starting point, then confirm the actual wheel width and the model-specific size the car should use. That keeps fitment research anchored to both the wheel and the vehicle, not just the rim diameter.

A stored 1958 Chrysler should be kept away from direct sunlight, standing moisture, and ozone-producing equipment such as electric motors, chargers, welders, or furnaces. Clean, dry concrete or a barrier under the tires is better than prolonged contact with damp ground. Because 1958 Chrysler applications here are bias-ply, long static periods can encourage flat-spotting more readily than many modern radials, especially in heavier full-size cars.

Periodic movement helps the tires avoid taking a set in one position, and some owners use stands for very long storage if the suspension is supported correctly. Keeping the tires properly inflated also reduces stress on the casing while the car sits. A collector car that is stored carefully usually preserves both tread appearance and sidewall finish much better over time.

Tires on a 1958 Chrysler should be judged more by age and condition than by mileage alone. Collector vehicles often wear out their tires through time, heat cycles, and storage conditions long before they wear out the tread. A sensible practice is to begin evaluating them closely once they are about five to seven years old and to treat around ten years as a serious replacement point even if the tread still looks usable. The DOT date code is the starting point for that age check.

That approach is especially important on a low-use 1950s car, where infrequent driving can hide age-related deterioration until a longer outing or a hot day brings it to the surface. Sidewall cracking, persistent vibration, hardening rubber, and repeated air loss all matter more than odometer miles. A tire that looks presentable in the garage may still be due for retirement on age alone.

Tires on a 1958 Chrysler should be inspected before every drive and again before any longer road trip. Look closely for sidewall cracking, cuts, bulges, uneven wear, embedded debris, and any sign that the tire is no longer holding pressure consistently. Since these are bias-ply applications, also pay attention to how the car feels in the first miles after sitting, because vibration or temporary flat-spotting can reveal storage-related issues.

A quick walk-around catches many problems before they become roadside failures. On a collector car, it is also smart to inspect the spare, since a decades-old spare can be visually nice but unusable in practice. Building tire inspection into every pre-drive routine is one of the simplest ways to make an occasional-use 1958 Chrysler more dependable when it does leave the garage.

A 1958 Chrysler 300 would have been a bias-ply car when new, and the size used for the model here is 900-14. That aligns with period American practice, as full-size domestic cars in the late 1950s still relied on bias-ply construction rather than modern radial fitments. Whitewall styling was also part of the era’s visual language, although exact sidewall treatment could vary by market presentation, owner preference, or dealer delivery.

For a buyer restoring a 1958 Chrysler 300, the key authenticity questions are construction type, size, and the appropriate whitewall look rather than chasing a modern substitute. If the car is headed for serious judging, confirm event-specific expectations through Chrysler marque clubs or original literature for your exact body style and market. That extra step matters because concours standards often evaluate small appearance details very closely.

Correct tire fitment matters on a shown 1958 Chrysler because judges and knowledgeable enthusiasts often notice whether the size, construction type, and sidewall style fit the car’s era and model position. A bias-ply tire in the proper size family is generally more consistent with a 1958 presentation than a visibly modern alternative. Sidewall treatment matters too, since a blackwall, narrow whitewall, or wide whitewall can each change how authentic the car looks for its intended presentation.

What counts as correct can vary from one judging body to another, so the smart move is to match your tire choice to the event standard rather than to a generic idea of originality. A touring-focused restoration may accept more flexibility than a concours car. Before finalizing a set, compare your planned tire against period photos, factory literature, and the standards used by the Chrysler club or show where the car will appear.

For 1958 Chrysler applications in 900-14 and 850-14, BFGoodrich offers both 2.25-inch wide whitewall and 1.00-inch narrow whitewall versions within the same Silvertown Classic Bias Ply family. In those shared sizes, load capacity and pressure figures remain the same within the size, and the construction remains bias-ply either way. The visual difference is therefore the main distinction rather than a change in fitment class.

That makes sidewall width an authenticity and presentation decision more than a mechanical one. A wide whitewall usually delivers a stronger late-1950s upscale American look, while a narrow whitewall tones the appearance down without changing the basic tire size. If your Chrysler is being restored to a particular showroom image or show standard, choose the stripe width that matches the character you want the car to project.

1958 Chrysler tires in the listed sizes are bias-ply reproductions, and no separate speed-rating letters are shown within these product listings. A sound bias-ply tire in the correct size can be used for normal road service when it is in good condition, properly inflated, and fitted to an appropriate wheel. On a 1958 Chrysler, the car’s own braking, steering, suspension, and overall mechanical condition are often just as important to highway confidence as the tire itself.

Highway use should be approached with the mindset of operating a 1950s car, not a modern sedan. Leave extra stopping distance, avoid sustained high-speed running on old or questionable tires, and make sure the alignment and front-end components are in proper order. A fresh set of correct tires helps, but safe road behavior on a Forward Look Chrysler comes from the condition of the whole vehicle, not just the rubber.

Inflation pressure for 1958 Chrysler tires should be set with both the vehicle recommendation and the tire’s own rated figures in mind. The listed products show maximum load and pressure values of 1860 pounds at 32 psi for 900-14, 1740 pounds at 32 psi for 850-14, and 1620 pounds at 32 psi for BFGoodrich 800-14 products. Those numbers are tire ratings, not a blanket instruction that every 1958 Chrysler should automatically be run at 32 psi at all times.

Use the original owner’s manual or marque reference for the vehicle’s intended operating pressure, then confirm that your chosen tire’s published limits are respected. Do not transfer pressure assumptions from one size to another just because they all fit 14-inch wheels. If the car’s ride, wear pattern, or steering feel seems off, revisit pressure along with alignment and suspension condition rather than chasing one variable in isolation.

Before a longer drive in a 1958 Chrysler, inspect each tire for cracking, cuts, bulges, uneven wear, and signs of impact damage. Confirm cold pressure, check that the valve stems are in good condition, and make sure the spare is usable and inflated. Since these cars are large, heavy, and often driven infrequently, it is wise to look for age-related issues even when the tread appears deep and the car has been garage kept.

The tire check should be part of a broader pre-trip routine that also includes brakes, cooling system, steering, and lighting. A Chrysler that has sat for weeks or months may drive differently for the first miles, so pay attention to vibration, pull, or wandering that could point to tire or chassis issues. Catching those problems before a longer outing is much easier than sorting them out on the roadside.