1960 Studebaker Tire Fitment Guide

1960 Studebaker vehicles use three bias-ply sizes across the model range: 600-15, 6.50-15, and 670-15. The Lark uses all three depending on version and fitment, while the Silver Hawk uses 670-15. Every size here mounts on a 15-inch wheel. Rim-width guidance is available for 600-15 at 4.00 to 5.00 inches depending on product, and for 670-15 at 4.50 to 6.00 inches depending on product.

That means year and make alone are not enough for a confident choice on a 1960 Studebaker. Start by confirming whether you have a Lark or a Silver Hawk, then compare your existing tire size and wheel width before choosing a replacement. If you are restoring a car with non-original wheels, verify the actual rim width rather than assuming every 15-inch Studebaker wheel accepts every size in the range.

On a 1960 Studebaker, 600-15 is a numeric bias-ply size. The 6.00 portion refers to the tire’s nominal section width in inches, and the 15 refers to the wheel diameter in inches. That format was standard for many American cars of the period, especially before metric sizing and modern alphanumeric systems became common.

For a Studebaker buyer, the practical point is that 600-15 is not just a generic 15-inch tire. It represents a specific width and period-correct construction style, and on the 1960 Studebaker range it applies to the Lark rather than the Silver Hawk. When you compare options in this size, also check sidewall style and wheel-width compatibility so the finished look matches the car’s restoration goals.

No. The 1960 Studebaker range does not use a single tire size across all models. The Lark spans 600-15, 6.50-15, and 670-15, while the Silver Hawk uses 670-15. All are bias-ply 15-inch tires, but the width designation changes depending on the model and application.

That variation matters because a Silver Hawk owner can narrow the search quickly, while a Lark owner has to identify the correct size more carefully. If your car is already wearing an older set of tires, compare the sidewall marking to your wheel width and to the car’s restoration intent before replacing them. It is also smart to check factory literature or a Studebaker marque specialist if the car has had wheels changed over the years.

1960 Studebaker tires are available in both blackwall and wide whitewall form within the sizes that currently have product coverage. The 600-15 comes in BFGoodrich blackwall and wide whitewall versions, and the 670-15 is available in blackwall and wide whitewall versions from several brands. That gives buyers a meaningful appearance choice even when staying within correct bias-ply construction.

For a restoration-minded owner, sidewall style can change the whole presentation of the car. A blackwall usually gives a plainer, more understated look, while a wide whitewall creates a more upscale late-1950s to early-1960s visual character. Before choosing, think about how your specific 1960 Studebaker was originally equipped, how it is being judged or displayed, and whether you want it to read as modest, sporty, or more formal.

1960 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. Every one of those products is a bias-ply offering, which fits the era of the cars themselves.

Brand choice on a collector car usually comes down to the look you want, the sidewall style you prefer, and how closely you are trying to match the tire’s period personality. Some owners prioritize a familiar heritage brand name, while others focus more on whitewall width or wheel-width compatibility. Once you have confirmed the correct size for your 1960 Studebaker, comparing brands within that size is the best way to narrow the options.

For a 1960 Studebaker using 600-15 tires, the BFGoodrich blackwall and BFGoodrich 2.625-inch whitewall share the same bias-ply construction, the same 15-inch rim diameter, and the same load rating of 1,150 pounds at 32 psi. The main visible difference is sidewall appearance. There is also a slight wheel-width split: the wide whitewall covers 4.00 to 4.50-inch rims, while the blackwall covers 4.50 to 5.00-inch rims.

That makes the choice partly visual and partly dimensional. If your Lark is being restored with a more upscale early-1960s presentation, the whitewall may be the right direction. If you prefer a plainer, more restrained look, the blackwall may be closer to your goal. Confirm your wheel width before deciding, because appearance alone should not override the rim range the tire is designed to fit.

Rim-width requirements for 1960 Studebaker tires vary by size and, in some cases, by product within the same size. The 600-15 spans 4.00 to 5.00 inches depending on whether you choose the wide whitewall or blackwall BFGoodrich version. The 670-15 spans 4.50 to 6.00 inches across the available products. Every size in the range mounts on a 15-inch wheel.

That range is the reason wheel width should be measured, not guessed. Two tires may share the same 15-inch diameter and still favor different rim widths. If your 1960 Studebaker has replacement wheels or a mix of original parts, check the actual wheel before ordering. Matching the tire to the rim width is important for proper profile, appearance, and the way the car feels on the road.

All tire sizes used on 1960 Studebaker vehicles here share a 15-inch rim diameter, so there is basic diameter compatibility across the range. That means a 15-inch original-style wheel is the correct starting point whether you are dealing with 600-15, 6.50-15, or 670-15. Diameter alone, however, does not answer the whole fitment question.

Wheel width still has to be confirmed before treating the sizes as interchangeable. A 600-15 can require as little as a 4.00-inch rim or as much as a 5.00-inch rim depending on the product, while 670-15 reaches up to 6.00 inches. If your 1960 Studebaker still has its factory wheels, verify the width and compare it to the tire’s approved range so the car keeps the right profile and stance.

A 1960 Studebaker should be stored in a cool, dry space away from direct sunlight, electric motors, battery chargers, and other ozone sources that can age rubber. Because these are bias-ply tires, long stationary periods can encourage temporary flat-spotting more readily than many later radial designs. Keeping the car clean and the tires properly inflated helps reduce casing stress during storage.

For a collector car that sits for weeks or months at a time, move it periodically so the tire does not rest on the same contact patch the entire season. Some owners also use tire cradles or stands during long-term storage, especially when preserving a freshly restored car. If the Studebaker is covered, make sure moisture is not being trapped around the tires and wheels.

On a 1960 Studebaker, tire life should be judged more by age and condition than by mileage. Collector-car tires often age out before they wear out, so a close evaluation around five to seven years is wise, and replacement becomes a serious consideration as tires approach ten years from their date code. Sidewall cracking, stiffness, irregular wear, and loss of air retention all matter more than tread depth alone on a low-use classic.

That rule is especially important on a car that spends much of its life parked, displayed, or driven only to events. A bias-ply tire can still look usable from a distance while showing age-related hardening or sidewall deterioration on close inspection. If your 1960 Studebaker sees regular road use, build age checks into your maintenance routine instead of waiting for obvious wear.

Tires on a 1960 Studebaker should be inspected before every drive and again before any longer trip. Look for sidewall cracking, cuts, bulges, irregular tread wear, and signs that the car has been sitting on one spot too long. Pressure retention should also be checked regularly, because even a car driven only occasionally can develop slow air loss over time.

A quick inspection matters more on an older collector car than on a modern daily driver because age, storage conditions, and infrequent use all affect tire condition. If the Studebaker has been parked for a long period, roll it forward and inspect the part of the tread that was touching the floor as well. Include the spare in the routine so it is not overlooked when you actually need it.

The 1960 Studebaker Lark belongs to an era when bias-ply construction was still the expected original-type fitment for American passenger cars. Within the Lark range, 600-15, 6.50-15, and 670-15 all appear as 15-inch bias-ply sizes, depending on the specific application. That makes bias-ply construction the right historical baseline when researching original-style replacement tires for a 1960 Lark.

If you are restoring a particular body style or trim level, confirm the exact size against factory literature or a Studebaker club source before making a final choice. Size, sidewall style, and overall visual proportion all influence whether the car looks authentically finished. Brand-name accuracy can vary by market and original delivery, so it is better to confirm that detail through marque resources than to assume one universal answer.

Correct tire fitment does matter when a 1960 Studebaker is judged for authenticity. On a show field, judges and knowledgeable enthusiasts often notice whether the size, construction type, and sidewall treatment match the car’s era and presentation. For a 1960 Studebaker, a bias-ply tire in the correct 15-inch size family is usually more in character with factory-era appearance than a visibly modern alternative.

That does not mean every event uses the same standard, so the safest approach is to match the tire to the level of originality your car is aiming for. A whitewall width that looks too modern or a size that changes the car’s stance can stand out even if the tire physically fits. If the car is being built for judged competition, check the event’s rules and consult Studebaker-specific experts before finalizing the setup.

For a 1960 Studebaker restoration, the difference between blackwall and wide whitewall tires is primarily visual, but that visual difference is significant. Both styles are available in the period-correct bias-ply construction used by these Studebakers. On 600-15 and 670-15, wide whitewall versions create a more dressed, upscale early-1960s presentation, while blackwalls give the car a more restrained and utilitarian look.

Choosing between them depends on the specific personality you want your Studebaker to project and how closely you are trying to mirror original showroom appearance. A Lark sedan and a sporty Silver Hawk can wear the same basic construction while benefiting from very different sidewall aesthetics. If authenticity is the priority, compare period photos, factory sales material, and club guidance before deciding which look belongs on your car.

Bias-ply tires in the correct sizes for a 1960 Studebaker can be suitable for highway driving when they are in good condition, properly inflated, and matched to sound wheels. No explicit speed ratings appear within these sizes here, so the bigger consideration is usually the overall condition of the tire and the car itself. On a 1960 Studebaker, braking, steering, suspension wear, and alignment can influence highway confidence as much as the tires do.

The important distinction is that a vintage Studebaker should be driven within the limits of its age and mechanical condition, not treated like a modern sedan. Before any sustained highway use, confirm tread and sidewall condition, wheel integrity, and inflation, then assess how the car tracks and brakes at moderate speeds. A well-sorted car on fresh tires is very different from one on old rubber and long-neglected chassis components.

Inflation pressure on a 1960 Studebaker should begin with the factory recommendation for the specific model and size, then be checked against the tire’s own rated load-and-pressure marking. For the sizes with published load information here, 600-15 carries 1,150 pounds at 32 psi, while 670-15 ranges from 1,450 pounds at 32 psi to 1,550 pounds at 32 psi depending on the product. Those figures describe the tire’s rating, not automatically the car’s ideal operating pressure.

That distinction matters because using the tire’s maximum rated pressure as a blanket setting can change ride quality, wear pattern, and road feel. A Lark and a Silver Hawk should not be assumed to want the same pressure just because both use 15-inch bias-ply tires. Check the owner’s manual or factory service literature first, then compare that guidance with the sidewall rating of the exact tire you choose.

Before a longer drive in a 1960 Studebaker, inspect every tire for cracking, cuts, bulges, uneven wear, and signs of age-related hardening. Verify cold inflation pressure, examine the valve stems, and make sure the spare is serviceable rather than simply present. If the car has been stored for a while, also look for flat-spotting and check that each tire has settled back into shape after moving.

Tire inspection should be one part of a broader pre-drive check on a classic Studebaker. Brake function, steering play, wheel-bearing condition, cooling system health, and lights all matter on a car of this age. A careful once-over before departure is far easier than troubleshooting on the shoulder, and it helps ensure the tires are supporting a sound car rather than trying to compensate for neglected mechanical issues.