1959 Plymouth Tire Fitment Guide

1959 Plymouth vehicles in this group use two tire sizes: 750-14 and 800-14. Both sizes apply across the full range here, including the 1959 Plymouth 8 Cyl., Belvedere, Savoy, and Wagon. Each size mounts on a 14-inch wheel, with 750-14 products fitting 5.00 to 5.50-inch rims and 800-14 products fitting 5.00 to 6.00-inch rims where rim-width guidance is stated.

That shared fitment makes year and make only the starting point. You still need to decide whether your car should wear the narrower 750-14 or the broader 800-14, then verify the wheel width already on the car before settling on a tire. On a restored full-size Plymouth, that choice often affects visual stance as much as it affects the tire specification itself.

On a 1959 Plymouth, 750-14 is a numeric bias-ply size. The 7.50 portion refers to nominal section width in inches, and the 14 refers to the wheel diameter in inches. It is not a metric radial code, and it does not carry the later alphanumeric format that became familiar on many American cars in the 1960s and 1970s.

That matters because a 750-14 should be understood as an original-style bias-ply fitment, not simply as a modern width equivalent. If your goal is a period-correct restoration or a traditional late-1950s road feel, this size keeps you in the right construction family. If you are comparing it with 800-14, the main change is size and stance, not a switch to a different construction type.

Yes, the 1959 Plymouth models covered here all share the same two tire sizes: 750-14 and 800-14. That includes the 8 Cyl., Belvedere, Savoy, and Wagon. Both sizes are bias-ply 14-inch fitments, so there is no model here that branches off into a different wheel diameter or a separate radial-size system.

For most buyers, that simplifies the search because you do not need a different tire family for one model versus another. The more important question is how you want the finished car to look and whether your existing wheels fall within the appropriate rim-width range for the size you choose. Once that is confirmed, the remaining differences are usually sidewall style and brand preference.

Both 750-14 and 800-14 are correct bias-ply style choices for a 1959 Plymouth, and both fit 14-inch wheels. The practical difference is that 800-14 is the broader size, while 750-14 is the narrower one. Since there is no radial-versus-bias decision here, the comparison is mainly about original-style proportions, wheel-width compatibility, and the sidewall treatments available in each size.

Choose 750-14 if you want a narrower original-style presentation and access to whitewall or redline options in that size. Choose 800-14 if you prefer a fuller footprint and want blackwall, narrow whitewall, or wide whitewall choices. Before ordering, compare the tire size already on the car, inspect the wheel width, and decide whether your priority is strict restoration appearance or a slightly broader late-1950s stance.

1959 Plymouth tires are available in several period-appropriate sidewall styles. The 750-14 size comes in narrow whitewall, wide whitewall, and redline versions, while the 800-14 size comes in blackwall, narrow whitewall, and wide whitewall versions. All of these choices remain within bias-ply construction, which suits the era of the car.

Sidewall style can change the character of the car almost as much as the wheel cover or paint color. A wide whitewall usually leans hardest into late-1950s American full-size presentation, while blackwall gives a plainer, more utilitarian look and redline offers a sporty custom touch. If the car is being judged, confirm the sidewall style against marque references and period photos for your specific body style and trim level.

1959 Plymouth tires are available from BFGoodrich, US Royal, Coker Classic, and Universal Vintage Tire. In 750-14, the available brands are BFGoodrich, US Royal, and Coker Classic. In 800-14, the available brands are BFGoodrich and Universal Vintage Tire. All are offered in bias-ply construction appropriate to the period.

Brand selection often comes down to the sidewall treatment you want and the look you are trying to recreate. One size may offer a redline or a particular whitewall width that another does not, even though both fit the same year and make. When comparing options, focus on the combination of brand, sidewall style, and size rather than treating every 14-inch bias-ply Plymouth tire as interchangeable.

Rim-width guidance for 1959 Plymouth tires varies by size. The 750-14 fits 5.00 to 5.50-inch rims, while the 800-14 fits 5.00 to 6.00-inch rims where rim-width specifications are stated. Both sizes use a 14-inch wheel diameter, so diameter is shared even though the acceptable width range broadens slightly with the larger tire.

That means a wheel that works with 750-14 may also work with 800-14, but you should confirm the actual wheel width rather than assume. On a collector car, wheels may have been swapped over the decades, and visual similarity does not guarantee the same width. Measuring the wheel before changing sizes is the cleanest way to avoid clearance questions and preserve the intended tire profile.

Original 1959 Plymouth wheels can often be used with both 750-14 and 800-14 because both sizes mount on 14-inch rims. The shared diameter is the key point. Wheel-width compatibility still needs to be checked, since 750-14 is associated with a 5.00 to 5.50-inch range and 800-14 extends to 5.00 to 6.00 inches where width guidance is available.

That makes wheel inspection more important than wheel appearance. If the car still has its factory-style wheels, either size may be workable, but a quick measurement removes guesswork. If the car has aftermarket, replacement, or later-service wheels, confirm width before moving to the larger 800-14 so the tire can seat and carry its intended profile correctly.

A 1959 Plymouth should be stored in a cool, dry, dark space away from direct sunlight, electric motors, battery chargers, furnaces, and other ozone-producing equipment that can age rubber. Keep the tires properly inflated, move the car periodically if practical, and avoid leaving it parked for long periods on damp surfaces. Bias-ply tires are especially prone to taking a temporary flat spot when they sit.

If the car will be stored for a long season, many collectors either roll it occasionally or support part of the vehicle weight with stands placed correctly under the chassis. Tire covers can help if light exposure is unavoidable. Good storage habits matter just as much as tread depth on a low-mileage collector Plymouth, because age and environment usually determine service life more than miles driven.

Tires on a 1959 Plymouth should be judged more by age and condition than by mileage. A collector-car tire often deserves close evaluation once it reaches about five to seven years of age, and many owners begin serious replacement consideration by around ten years regardless of tread depth. The DOT date code on the tire helps establish age, even when the car sees only occasional weekend use.

That approach is especially important on older full-size American cars because they may sit for extended periods, then be asked to run at road speeds with a full load of passengers or gear. Sidewall cracking, hardening rubber, vibration, or repeated air loss are stronger warning signs than worn tread on a hobby car. Age-based replacement is usually the safer standard than trying to stretch service life by low annual mileage.

Tires on a 1959 Plymouth should be inspected before every drive and again before any longer outing or highway trip. Look for sidewall cracks, bulges, punctures, weathering, irregular tread wear, and signs that the tire is losing pressure between drives. On a collector car that may sit for weeks at a time, that quick inspection is one of the most important routine checks you can do.

A second, more thorough inspection every few months is wise, especially if the car is used seasonally. Check valve stems, inspect the spare, and note whether the car has developed a pull or vibration that was not present before. Catching age-related problems early is far easier than dealing with a failure on the road, and it keeps the tire choice aligned with the way the car is actually being driven.

A 1959 Plymouth Belvedere would have been fitted in bias-ply construction when new, which aligns with the 750-14 and 800-14 sizes used across the 1959 Plymouth range covered here. Both are period-correct construction types for the model year. The exact original size and sidewall treatment could vary with body style, trim presentation, and market expectations, so the Belvedere should be checked against factory literature and marque references if originality is the goal.

For most restoration work, the key is to stay within the correct size family, bias-ply construction, and era-appropriate sidewall style. A wide whitewall often suits the visual language of a well-optioned late-1950s Plymouth, but confirmation should come from photos, brochures, and marque-club guidance for your exact car. That extra research matters more on a judged restoration than it does on a driver-level car.

Correct tire fitment absolutely matters when showing a 1959 Plymouth, especially in concours or marque-judged settings. Judges often notice whether the tire size, construction type, and sidewall treatment match the era and the specific presentation of the car. A modern-looking substitution or an obviously incorrect sidewall style can stand out quickly on a car from the dramatic styling years of the late 1950s.

For a local cruise-in, those distinctions may not matter much, but serious judging is usually less forgiving. If your Plymouth is being restored for points competition, compare the car against period advertising, surviving original examples, and event-specific judging standards. Marque clubs are especially helpful because they can clarify whether a certain whitewall width or alternate factory size would be accepted for your exact body style.

For a 1959 Plymouth in 750-14, BFGoodrich and US Royal share the same basic bias-ply size and both offer narrow whitewall versions, but they differ in available sidewall treatments and load figures. BFGoodrich 750-14 carries a 1580-pound maximum load at 32 psi in the narrow whitewall version, while US Royal 750-14 carries 1500 pounds at 32 psi and is also offered in a redline version. Both fit 14-inch wheels with a 5.00 to 5.50-inch rim-width range.

That means the choice is not simply brand heritage; it also affects the visual finish of the car. If you want a redline look, US Royal opens that door in 750-14, while BFGoodrich stays closer to a more traditional whitewall presentation. For a restoration, compare those details against the style you are trying to capture rather than assuming one 750-14 bias-ply will look identical to another once mounted.

1959 Plymouth tires in 750-14 and 800-14 are bias-ply collector-vehicle tires, and the safe highway question starts with condition, age, inflation, and correct fitment. No speed-rating letters are shown for these sizes here, so the wiser standard is to drive within the limits of the tire, the car, and the road conditions rather than treating them like modern high-speed radials. On a late-1950s full-size Plymouth, the vehicle’s brakes, suspension, steering, and overall mechanical condition matter just as much as the tire itself.

For normal hobby use, a fresh, properly fitted bias-ply tire can serve well, but it will not behave exactly like a modern radial at speed, over grooves, or during abrupt lane changes. If the car is newly restored or has been sitting, put some local miles on it before taking a long highway trip. That gives you time to evaluate straight-line tracking, steering feel, and how the car responds under real road conditions.

Inflation pressure on a 1959 Plymouth depends on the exact tire size and the tire’s own rating. The 750-14 products here show maximum load figures of 1500 to 1580 pounds at 32 psi, while the 800-14 products with load information show 1620 pounds at 32 psi. Those numbers are the tire’s maximum load-at-pressure figures, not automatically the same as the factory operating pressure recommendation for every Plymouth application.

The best practice is to begin with the original owner’s manual or factory placard for the car, then compare that with the tire manufacturer’s guidance for the specific reproduction tire you are using. Do not transfer a pressure recommendation from 750-14 to 800-14, or from one product family to another, without checking. Proper inflation affects ride, steering response, wear pattern, and the way a bias-ply tire carries the car’s weight.

Before taking a 1959 Plymouth on a longer drive, inspect every tire for cracking, cuts, bulges, embedded debris, and uneven wear, then verify pressures cold. Check the valve stems, confirm the spare is usable, and make sure wheel fasteners are secure. On a collector car from 1959, tire condition should be considered alongside the broader mechanical check of brakes, cooling system, steering, charging system, and fluid levels.

A longer drive is often when age-related weaknesses show up, especially if the car has spent more time at shows than on the highway. Spend a few minutes looking for anything new since the last outing, including a tire that appears to be leaning, scuffing, or losing air. That pre-drive habit helps protect the car, the occupants, and the effort you have invested in keeping a vintage Plymouth roadworthy.