1959 Studebaker Tire Fitment Guide

1959 Studebaker vehicles use three tire sizes: 6.50-15, 600-15, and 670-15. The Lark uses all three sizes, while the Silver Hawk uses 6.50-15 and 670-15. All three sizes mount on 15-inch wheels. Where product-based wheel guidance is available, 600-15 appears on rims from 4.00 to 5.00 inches wide depending on the tire, and 670-15 appears on rims from 4.50 to 6.00 inches wide depending on the tire.

That means year and make alone are not enough for a final decision on a 1959 Studebaker. A Lark owner has one extra model-specific option to consider, while a Silver Hawk owner should stay within the two shared sizes. Before choosing, compare the tire already on the car, the wheel width, and the stance you want so the replacement matches both the vehicle and the restoration goal.

On a 1959 Studebaker, 600-15 is a numeric bias-ply size. The 6.00 figure refers to the tire’s nominal section width in inches, and the 15 refers to the wheel diameter in inches. This is an older American sizing format, not a modern metric radial code. Within the 1959 Studebaker range, 600-15 is associated with the Lark rather than the Silver Hawk.

That narrower numeric size usually appeals to owners who want the compact Lark to retain a small, tidy late-1950s appearance. Since bias-ply sizing conventions are not measured the same way as modern radial tires, avoid translating 600-15 into a modern size by guesswork. The safest route is to confirm what is on the car now and verify that the wheel width falls within the range approved for the exact tire you are considering.

No. The 1959 Studebaker range is split between two models with overlapping but not identical fitments. The Lark uses 6.50-15, 600-15, and 670-15, while the Silver Hawk uses 6.50-15 and 670-15. Every size in this year and make is a 15-inch bias-ply size, but the model still matters because one of the three sizes is Lark-specific.

That distinction matters most when a car has changed hands several times or has been restored with non-original wheels or tires. A buyer working from title paperwork alone can easily stop one step too early. If you are sorting out a newly acquired 1959 Studebaker, confirm whether it is a Lark or Silver Hawk first, then compare the wheel and any surviving factory-style references before settling on the final tire size.

For a 1959 Studebaker, the first question is model fitment rather than preference alone. The 600-15 is associated only with the Lark, while the 670-15 is shared by the Lark and Silver Hawk. Both are bias-ply 15-inch sizes, so the difference is not a bias-versus-radial decision. It is a question of matching the car’s intended original-style size, visual proportion, and wheel compatibility.

A Lark owner may reasonably be choosing between two period-style numeric sizes, while a Silver Hawk owner should remain within the shared sizes used on that model. The 670-15 also opens up a wider range of brand and sidewall choices, which can matter if you are balancing appearance with availability of a specific classic look. Check the wheel width and compare the car’s current fitment before making the final call.

1959 Studebaker tires are available in both blackwall and wide whitewall styles within the sizes that have active product coverage. The 600-15 comes in blackwall and a 2.625-inch whitewall from BFGoodrich, while the 670-15 is offered in blackwall and wide whitewall versions from several classic brands. That gives owners the choice between a cleaner, more understated look and a stronger late-1950s visual statement.

For many restorations from this era, sidewall treatment affects the car’s finished appearance nearly as much as the size itself. A blackwall often suits a plainer or more driver-oriented presentation, while a wide whitewall is usually the closer visual match for a dressier period look on many American cars of the time. If authenticity matters for a specific event or market trim, compare your tire choice with factory literature and marque-club guidance.

1959 Studebaker vehicles are covered by BFGoodrich, Firestone, US Royal, Coker Classic, and Universal Vintage Tire across the available sizes. BFGoodrich appears in 600-15, while 670-15 is available from Firestone, US Royal, Coker Classic, and Universal Vintage Tire. All of those offerings are bias-ply tires, which keeps the year-correct construction consistent even when brand and sidewall style vary.

Brand choice on a collector car often comes down to the appearance you want, the sidewall treatment you prefer, and whether you are trying to echo a familiar period American name on the sidewall. Some owners prioritize a marquee heritage look, while others simply want a well-made reproduction in the correct size. Once the right size is confirmed, compare whitewall width, blackwall versus whitewall appearance, and approved rim-width range within that brand’s tire.

Rim-width guidance for 1959 Studebaker tires depends on the size and the specific tire. In 600-15, approved rim widths run from 4.00 to 4.50 inches on one BFGoodrich version and from 4.50 to 5.00 inches on another. In 670-15, approved rim widths run from 4.50 to 5.00 inches on Firestone and US Royal examples, and from 5.00 to 6.00 inches on a Coker Classic example. All of these sizes mount on 15-inch rims.

That range is the reason wheel width should be checked before a final purchase, even when the diameter is correct. Two tires with the same nominal size can have different approved wheel-width windows depending on casing design and brand. Measure the wheel if you can, especially on a car that may have had replacements during its life, and match the tire to the wheel rather than assuming every 15-inch Studebaker wheel is the same.

1959 Studebaker tire products in these sizes are bias-ply designs, but tube-type status is not marked uniformly across every product variation. Because of that, tube use should be confirmed at the exact tire level rather than assumed for the whole year and make. The wheel itself also matters, since original wheels intended for tube-type service may call for a different setup than later replacement rims.

A good rule on a collector Studebaker is to inspect the wheel condition, valve-hole style, and any existing tube or flap arrangement before changing tires. If the car still wears original wheels, tube use is often part of the broader restoration conversation rather than just a tire decision. Confirm the sidewall marking and the wheel’s intended use together so the mounting plan matches both the tire and the rim.

All three 1959 Studebaker sizes here share a 15-inch rim diameter, so they belong to the same basic wheel-diameter family. That means an original 15-inch Studebaker wheel may be compatible in diameter with more than one of these sizes. Rim width still matters, though, because 600-15 and 670-15 products span different approved wheel-width ranges depending on the tire.

In practical terms, diameter compatibility is only the first checkpoint. A wheel that accepts one 15-inch bias-ply tire may not be the best match for every other 15-inch size or brand in the range. If the car still has factory wheels, measure their width and compare it with the tire you want to run. That extra step helps avoid a setup that mounts physically but does not match the tire maker’s intended wheel range.

A 1959 Studebaker should be stored in a cool, dry space away from direct sunlight, electric motors, battery chargers, welders, and other ozone-producing equipment that can age rubber prematurely. Keeping the tires properly inflated helps the carcass support the car during long static periods. Since these are bias-ply applications, they are more prone to temporary flat-spotting after extended sitting than a modern radial would be.

Move the car periodically if possible, or place it on stands when the storage period will be long and the suspension and storage plan make that practical. Clean, dry floors are better than damp surfaces, and tire dressings with harsh solvents are best avoided. When the car comes back into service, give the tires a few miles to round back out gently and inspect the sidewalls before returning to normal driving.

On a 1959 Studebaker, tire age is usually more important than tread wear because collector cars often see limited annual mileage. A good practice is to begin evaluating the tires closely once they are about five to seven years old and to treat around ten years as a serious replacement threshold regardless of remaining tread. The DOT date code on the tire sidewall is the best reference for establishing age.

A Studebaker that is driven only to shows can still age its tires out long before it wears them out. Heat cycles, sunlight, storage conditions, and inflation habits all affect service life. If the car has recently been purchased, check the date codes before assuming the tires are fresh just because they look clean. Age-related replacement is cheap insurance compared with the consequences of an older casing failing at speed.

Tires on a 1959 Studebaker should be inspected before every drive and again before any extended outing. Look for sidewall cracking, tread separation, bulges, embedded objects, uneven wear, and pressure loss. Because these are collector-car bias-ply sizes, long periods of inactivity can also change how the tire feels during the first few miles, so a visual and hand inspection is worthwhile even when the car was fine on its last trip.

A longer pre-drive check should include the spare, the valve stems, and the condition of the wheels themselves. If the car is running a tube-type arrangement, include the stems and any signs of slow leakage in your routine. Catching a problem in the garage is especially important on a vintage Studebaker, where roadside support for old-size tires is never as simple as it is for a modern daily driver.

The 1959 Studebaker Lark falls squarely in an era when bias-ply construction was the standard original-equipment type on American passenger cars. Within the Lark range, 6.50-15, 600-15, and 670-15 are the recognized sizes tied to this year and model family, all on 15-inch wheels. That does not mean every body style or market variation used the same one, so the exact original fitment should still be confirmed against period references for your specific car.

For a restoration, getting the construction type right is usually the first authenticity checkpoint, and in this case that means staying with a bias-ply tire. After that, size and sidewall style become the finer points that shape how convincing the finished car looks. If your goal is show-level accuracy, compare the car’s trim level and surviving evidence with factory brochures, service literature, and Studebaker marque-club knowledge before settling on one size.

Yes, correct tire fitment matters on a 1959 Studebaker because judges and knowledgeable enthusiasts often notice tire size, construction type, and sidewall treatment immediately. On a late-1950s American car, an obviously incorrect sidewall style or a size that gives the car the wrong stance can stand out almost as much as a wrong wheel cover. Since 1959 Studebaker fitments in this range are bias-ply, that construction choice also supports an original presentation.

The level of scrutiny depends on the event. A local cruise-in may be more forgiving, while marque judging and concours settings often reward details that align with how the car would have appeared when new. Whitewall width, blackwall versus whitewall choice, and correct overall proportion all contribute to that impression. For event-specific standards, check the rulebook and compare your tire plan with Studebaker club references before finalizing the restoration.

The two BFGoodrich 600-15 choices for a 1959 Studebaker share the same basic size, bias-ply construction, and 1,150-pound maximum load at 32 psi, but they differ in appearance, weight, and approved wheel range. One version is a 2.625-inch whitewall at 19 pounds for 4.00 to 4.50-inch rims, while the other is a blackwall at 18 pounds for 4.50 to 5.00-inch rims. The tire series is the same, so the key distinction is visual style and wheel-width pairing.

That makes the choice less about changing the car’s basic fitment and more about matching the wheel and the finished look of the restoration. A whitewall can give a Lark a more upscale late-1950s presentation, while a blackwall feels plainer and more restrained. The wider approved wheel range on the blackwall version may also matter if the car is wearing a different wheel than expected, so check the rim before choosing on appearance alone.

1959 Studebaker tires in these applications are bias-ply designs, and highway safety depends on age, condition, inflation, wheel compatibility, and the specific tire’s service markings rather than the year and make alone. Bias-ply tires are fully appropriate for vintage use when they are fresh, correctly mounted, and used within their intended limits. On a car of this era, the condition of the brakes, steering, suspension, and wheel bearings is often just as important to highway confidence as the tires themselves.

A sound 1959 Studebaker on fresh, properly matched tires can be a satisfying road car, but it should still be driven with period expectations. Bias-ply construction behaves differently from a modern radial, especially in tracking, ride feel, and response to grooves in the road. If the car is newly restored or newly purchased, start with shorter trips and a careful shake-down so tire behavior and overall chassis condition can be evaluated together.

Inflation pressure on a 1959 Studebaker should begin with the factory recommendation for the specific model and tire size, then be checked against the tire maker’s own markings and load information. In the available sizes here, 600-15 products carry a maximum load of 1,150 pounds at 32 psi, while 670-15 examples reach 1,450 pounds at 32 psi and one 670-15 version reaches 1,550 pounds at 32 psi. Those figures are tire ratings, not a universal instruction to inflate every Studebaker tire to the same pressure.

That distinction matters because ride quality, handling, and tread wear can all suffer when a vintage car is inflated only by sidewall maximums instead of the vehicle’s intended operating pressure. Use the owner’s manual or a reliable marque reference for the starting point, then confirm the selected tire’s own guidance. Keep all four tires consistent side to side unless a manufacturer or vehicle specification calls for something different.

Before a longer trip in a 1959 Studebaker, inspect each tire for cracks, cuts, bulges, irregular wear, and any signs of age-related hardening. Check cold inflation pressure, confirm that the spare is usable, and look closely at valve stems and wheel condition. Since these are vintage-size bias-ply applications, a car that has been sitting may also need a short local drive first to make sure no stored flat-spot or pressure issue is masking a developing problem.

Tires are only one part of the checklist on a car from this period. A Studebaker heading out for more than a short local run should also have its brakes, cooling system, steering, suspension, and fluid levels reviewed. That broader inspection matters because vintage driving loads every old component at once, and a healthy set of tires works best when the rest of the car is equally ready for the road.