1961 Studebaker Tire Fitment Guide

1961 Studebaker vehicles use three bias-ply 15-inch sizes: 6.50-15, 600-15, and 670-15. The Lark spans all three sizes, while the Silver Hawk uses 670-15. Published rim-width guidance appears on the available 600-15 and 670-15 products, with 600-15 covering 4.00 to 5.00 inches depending on the tire and 670-15 covering 4.50 to 6.00 inches depending on brand and version.

That means year and make alone are not enough for a confident selection on a 1961 Studebaker Lark. A Silver Hawk owner has a simpler path because the fitment stays with 670-15, but a Lark owner should confirm the car’s actual application and wheel before choosing a tire. If the car has been restored or changed over the years, checking the current tire size and wheel width is a smart first step.

On a 1961 Studebaker, 600-15 is a traditional numeric bias-ply tire size. The first number refers to nominal section width in inches, expressed in period style as 6.00, and the second number is the wheel diameter in inches. There is no radial "R" in the code, so it is understood as a bias-ply format typical of American passenger cars from this era.

That code matters because it helps separate an original-style tire from later alphanumeric or metric systems. For a 1961 Studebaker Lark, 600-15 points you toward a smaller 15-inch bias-ply fitment with period appearance options including blackwall or wide whitewall. It is best used as both a sizing reference and a clue to the kind of driving feel and restoration character the tire will deliver.

No. The 1961 Studebaker range splits by model, with the Lark using 6.50-15, 600-15, and 670-15 depending on application, while the Silver Hawk uses 670-15. All of them are 15-inch bias-ply sizes, but they are not interchangeable simply because the rim diameter matches.

That difference is especially important for anyone shopping by year and make only. A Silver Hawk owner can focus directly on 670-15 choices, while a Lark owner should narrow the car to the correct model application before going further. It also affects the visual result, since a smaller or larger numeric bias-ply size can change the car’s stance and period look even when the wheel diameter stays the same.

1961 Studebaker tires are available in both blackwall and wide whitewall styles, depending on size. The 600-15 offers BFGoodrich choices in either blackwall or a 2.625-inch whitewall, while the 670-15 is offered as blackwall from Firestone and Universal Vintage Tire and as wide whitewall from US Royal and Coker Classic. All of these options stay within original-style bias-ply construction.

For a restoration-minded owner, sidewall style can change the personality of the car almost as much as the wheel cover. Blackwalls tend to suit a more restrained or utilitarian presentation, while wide whitewalls better match the bright, upscale visual language many early 1960s American cars wore. The right choice depends on how your 1961 Studebaker was originally equipped and how authentic you want the finished look to be.

1961 Studebaker fitments are covered by BFGoodrich, Firestone, US Royal, Coker Classic, and Universal Vintage Tire. BFGoodrich covers 600-15, while 670-15 is available from Firestone, US Royal, Coker Classic, and Universal Vintage Tire. Those choices keep the focus on period-style bias-ply construction rather than mixing original-type sizes with modern radial replacements.

Brand choice often comes down to the sidewall look you want, the rim-width range your wheels require, and how closely you want the car to reflect a traditional American tire appearance. A Studebaker owner comparing options should look beyond the name on the sidewall and compare the exact whitewall treatment, load figure where published, and wheel-width compatibility for the specific size the car uses.

Both Firestone and Coker Classic offer the 670-15 as a bias-ply 15-inch tire for 1961 Studebaker applications, but they differ in presentation and wheel fitment range. The Firestone version is a blackwall with a 1,450-pound load capacity at 32 psi and a 4.50 to 5.00-inch rim-width range, while the Coker Classic version uses a 2.75-inch whitewall, carries a 1,550-pound load capacity at 32 psi, and fits 5.00 to 6.00-inch rims.

That makes the choice less about one being universally better and more about matching the tire to the wheel and the look of the car. A Silver Hawk or Lark owner with narrower wheels and a blackwall preference may lean toward the Firestone, while someone after a fuller whitewall appearance on a wider wheel may find the Coker Classic more in line with the desired result.

Rim-width guidance varies by size and by product. For 600-15, available fitments span 4.00 to 4.50 inches on one tire and 4.50 to 5.00 inches on another, so the full working range is 4.00 to 5.00 inches depending on the exact version. For 670-15, published rim-width ranges run from 4.50 to 5.00 inches on some tires to 5.00 to 6.00 inches on others.

That spread is why wheel measurement matters before ordering a 1961 Studebaker tire. Two tires may share the same nominal size and still favor different wheel widths. If your car has original wheels, verify their width directly rather than assuming every 15-inch Studebaker wheel is the same, especially on a car that may have changed hands or gone through a restoration decades ago.

The available 1961 Studebaker tire details do not show tube-type or tubeless markings in the size descriptions for 600-15 or 670-15, so the practical decision comes back to the wheel and the specific tire’s sidewall marking. Both sizes are traditional bias-ply fitments from an era when tube use depended heavily on wheel design and the exact tire construction.

A careful buyer should inspect the wheel itself and confirm the tire’s marking before final setup. Original-style steel wheels, older restored rims, or wheels with questionable sealing surfaces often push the decision toward tube use, while some later-compatible wheel and tire combinations may not. Treat the wheel and tire as a matched system rather than assuming every 1961 Studebaker setup is identical.

All three 1961 Studebaker sizes here mount on 15-inch wheels, so the rim diameter itself is consistent across the lineup. That creates basic diameter compatibility between the original wheel and the tire size family, but rim width still has to be checked against the specific tire. Published ranges show meaningful differences between narrow 600-15 applications and some wider 670-15 versions.

In practical terms, a 15-inch original wheel does not automatically mean every 15-inch Studebaker tire is a match. A Lark owner moving among different original-style sizes or comparing brands in 670-15 should verify wheel width first. That step is especially important when choosing between blackwall and wide-whitewall products, since the desired appearance may lead you toward a version with a different recommended wheel-width range.

A 1961 Studebaker should be stored in a cool, dry, dark space away from direct sunlight, electric motors, battery chargers, welders, and other ozone-producing equipment that can age rubber. Because every size here is a bias-ply tire, long static storage can encourage temporary flat-spotting more readily than many modern radials. Clean floors, stable temperatures, and proper inflation all help reduce stress on the casing.

If the car sits for extended periods, move it slightly from time to time or place it on stands that relieve some load without letting the suspension hang in an unsafe way. A storage plan matters just as much as tread depth on a collector car, since many 1961 Studebaker vehicles see low mileage but long idle periods. Preserving the tire shape and sidewall condition is the real goal.

Tires on a 1961 Studebaker should be judged more by age and condition than by miles traveled. A collector-car tire often deserves close evaluation once it reaches the five- to seven-year range, and around ten years is a common point for serious replacement consideration even if the tread still looks good. The DOT date code on the tire sidewall is the starting point for that timeline.

That age-based approach fits a Studebaker especially well because many surviving cars are driven occasionally rather than daily. Low annual mileage can hide rubber hardening, sidewall cracking, or internal aging that will not show up as worn tread. A fresh-looking bias-ply tire on a lightly used car should still be treated with caution if its date code places it well beyond the normal service window.

Tires on a 1961 Studebaker should be inspected before every drive and given a more thorough check before any extended outing. Look for sidewall cracking, cuts, bulges, irregular tread wear, and signs of pressure loss, then confirm that each tire is holding the intended inflation level. On an older collector car, the valve stems and the spare deserve the same attention as the four tires on the ground.

Frequent inspection matters because bias-ply tires can age out long before they wear out, and a car that sits can develop problems quietly. A quick walkaround may catch a cracked sidewall or low tire before it becomes a roadside issue. Pairing tire checks with a broader Studebaker pre-drive routine also helps you notice wheel, brake, or suspension issues that can affect how the tires wear and behave.

A 1961 Studebaker Lark would have been fitted with bias-ply tires, not modern radials, and the size could vary within the Lark family. The Lark uses 6.50-15, 600-15, and 670-15 across its applications, all in traditional 15-inch bias-ply form. That makes construction style straightforward for an authentic restoration even though the exact size still depends on the specific Lark version.

For an owner restoring a Lark to factory character, the best path is to match the car’s exact model application, wheel, and period appearance rather than choosing only by what fits the rim. Whitewall width and blackwall versus whitewall presentation also influence authenticity. If the car is headed for marque judging, a Studebaker club or factory literature is the right final check for market- and trim-specific correctness.

Correct tire fitment matters on a 1961 Studebaker because judging standards often pay attention to size, construction type, and sidewall appearance. For this year, original-style bias-ply construction is consistent with the period, while the exact numeric size and the choice between blackwall and wide whitewall can affect how authentic the car appears. A mismatch in any of those areas can stand out immediately on a finished restoration.

That does not mean every event judges tires the same way, but concours-oriented owners should expect closer scrutiny than casual cruise-night participants. A Silver Hawk wearing the wrong size or a Lark wearing an incorrect whitewall treatment may lose historical credibility even if the tire physically fits. Checking event rules and consulting Studebaker enthusiasts before final selection can save a lot of rework late in a restoration.

Both BFGoodrich 600-15 tires for the 1961 Studebaker use the same bias-ply construction and carry the same published load figure of 1,150 pounds at 32 psi, but they differ in appearance, weight, and recommended wheel width. The whitewall version uses a 2.625-inch whitewall, weighs 19 pounds, and fits 4.00 to 4.50-inch rims, while the blackwall version weighs 18 pounds and fits 4.50 to 5.00-inch rims.

For restoration work, the more important difference is usually visual authenticity rather than the one-pound weight gap. A whitewall can completely change the presentation of a 1961 Studebaker Lark and may better match a period-correct showroom look, while a blackwall gives a plainer and more understated finish. Wheel width should still be checked first, since the two versions do not share exactly the same preferred rim range.

1961 Studebaker tires can be suitable for normal highway use when they are the correct size, properly fitted to the wheel, inflated correctly, and in sound condition. The available sizes here are all bias-ply designs, which deliver a more period-correct driving feel than a modern radial but also bring the response and tracking characteristics typical of early 1960s tire construction. No speed-rating letters appear in the size descriptions for these products.

On a 1961 Studebaker, overall roadworthiness often depends as much on brakes, steering, suspension, and alignment as on the tire alone. Highway comfort and control will feel different from a modern car even with fresh tires. The safest approach is to treat tire condition, wheel condition, and the car’s mechanical state as one system and build speed gradually after confirming everything is working as it should.

Published load figures for 1961 Studebaker tire options include 600-15 at 1,150 pounds at 32 psi and several 670-15 choices at 1,450 to 1,550 pounds at 32 psi. Those numbers describe the tire’s rated load at a given pressure, not necessarily the exact operating pressure your specific Studebaker should run. The factory owner’s manual remains the best guide for the car’s intended front and rear pressures.

Use the vehicle recommendation as the baseline, then make sure the tire itself is being used within its rated pressure limits. Do not transfer a pressure figure from 670-15 to 600-15 or assume every Lark and Silver Hawk wants the same setting. Inflation should always reflect the specific size on the car, the wheel, and the way the vehicle is actually being driven and loaded.

Before a longer drive in a 1961 Studebaker, inspect each tire for cracking, cuts, bulges, uneven wear, and stable air pressure, then look at the valve stems and the spare. Because these are original-style bias-ply fitments, it is wise to pay attention to any vibration or flat-spotting sensation when the car first gets moving after sitting. Wheel fastener security and overall tread condition should be part of the same pre-trip routine.

A longer outing also calls for a broader mechanical check that matches the age of the car. Brakes, steering play, shocks, and alignment all influence how the tires behave on the road, and a sound tire cannot compensate for worn chassis components. A few minutes spent checking the whole package before departure is one of the best ways to make an older Studebaker more relaxed and predictable at speed.