1962 Studebaker Tire Fitment Guide

1962 Studebaker vehicles use three bias-ply tire sizes: 670-15, 6.50-15, and 600-15. The Hawk uses 670-15, while the Lark can use 670-15, 6.50-15, or 600-15 depending on the application. All three sizes mount on 15-inch wheels. Rim-width coverage is confirmed in the available products for 670-15 at 4.50 to 6.00 inches depending on tire choice, and for 600-15 at 4.00 to 5.00 inches depending on tire choice.

That means year and make alone are not enough to choose a tire for every 1962 Studebaker. Hawk owners can focus on 670-15, but Lark owners should verify the car's existing size, wheel width, and restoration goal before choosing. If the car still has an older tire mounted, the sidewall size marking is often the quickest starting point. If the car has changed wheels over the years, confirm the wheel width as well as the 15-inch diameter before settling on a replacement.

On a 1962 Studebaker tire, 670-15 is a traditional numeric bias-ply size. The 6.70 portion identifies the nominal section width, and the 15 identifies the wheel diameter in inches. In this year and make, 670-15 is used on the Hawk and on some Lark applications. It is a period-style sizing format common on American cars of the era before modern metric sidewall markings became standard.

For a buyer, that means 670-15 is less about decoding a modern performance tire and more about matching an era-correct fitment. You will still want to compare sidewall style, rim-width suitability, and load rating among the available versions, because those details can differ even when the size code stays the same. If your 1962 Studebaker is a Hawk, 670-15 is the main path; if it is a Lark, make sure 670-15 is correct for your specific car before proceeding.

No, 1962 Studebaker models do not all use the same tire size. The Hawk uses 670-15, while the Lark spans three sizes across the year: 600-15, 6.50-15, and 670-15. Even though all of them are 15-inch bias-ply fitments, the width designation changes by model application. That makes the Lark the more size-sensitive choice in this year and make.

The practical takeaway is simple: a 1962 Studebaker owner should identify the model before comparing brands or sidewall styles. Choosing by year alone may put a Lark owner into the wrong width category. If your car is already restored, the existing wheel and tire combination may point you in the right direction. If you are starting from a bare-wheel project, use the model as the first filter and then confirm the exact size against your wheel and restoration plan.

1962 Studebaker tires are available in both blackwall and wide whitewall styles within the sizes that have current product coverage. The 670-15 size is offered in blackwall and wide whitewall versions from multiple brands, and the 600-15 size is also available in both blackwall and wide whitewall form. All of these are bias-ply tires, which keeps the overall look appropriate to the period even as sidewall appearance changes.

Sidewall choice affects the visual personality of the car as much as the mechanical fit. A blackwall usually suits a cleaner, plainer appearance, while a wide whitewall leans into the dressier early-1960s American look many restorers want on a Studebaker. The right answer often depends on how your Hawk or Lark was trimmed and how original you want the finished car to appear. If show authenticity matters, compare your choice against period photos or marque-club guidance for your exact model.

1962 Studebaker tire fitments are available from Firestone, US Royal, Coker Classic, Universal Vintage Tire, and BFGoodrich across the sizes covered here. The broadest brand range appears in 670-15, where Firestone, US Royal, Coker Classic, and Universal Vintage Tire all offer bias-ply options. The 600-15 size is covered by BFGoodrich in both blackwall and wide whitewall form. Brand choice in this year and make is tied closely to size, especially if you own a Lark.

That means the first decision is still fitment, not brand loyalty. Once the correct size is confirmed, brand selection becomes a matter of sidewall appearance, rim-width compatibility, and the character you want the finished car to have. Some owners prefer a brand with strong period recognition, while others focus more on the exact whitewall treatment that best suits the car. Narrowing the search by model and size first will make those brand comparisons far more meaningful.

For a 1962 Studebaker in 670-15, Firestone and Coker Classic differ in sidewall presentation, load rating, weight, and rim-width range. The Firestone example here is a blackwall tire rated at 1450 pounds at 32 psi, weighing 23 pounds, and fitting 4.50- to 5.00-inch rims. The Coker Classic example is a 2.75-inch wide whitewall rated at 1550 pounds at 32 psi, weighing 21 pounds, and fitting 5.00- to 6.00-inch rims.

That comparison shows why the size code alone does not tell the whole story. A Hawk or Lark owner comparing these two 670-15 options should think about wheel width first, then the desired look of the car. The Firestone blackwall suits a simpler presentation and narrower wheel range, while the Coker Classic whitewall moves toward a dressier early-1960s appearance and a slightly wider wheel range. Matching the tire to both the wheel and the style of the restoration will lead to a more coherent result.

Rim-width coverage for 1962 Studebaker tires depends on the size and the specific product. In 670-15, confirmed fitment ranges span from 4.50 to 6.00 inches depending on brand and version. In 600-15, the available products cover 4.00 to 5.00 inches. Every tire here mounts on a 15-inch rim diameter, but width compatibility still needs to be matched to the individual tire and wheel combination.

That matters because two tires with the same nominal size can still target slightly different wheel widths. Before choosing a replacement for a Hawk or Lark, measure or verify the actual wheel width rather than assuming every 15-inch Studebaker wheel is the same. This is especially important on cars that may have changed wheels during past restorations. Once wheel width is confirmed, the field narrows quickly to the sizes and product versions that make the most sense.

All 1962 Studebaker tire sizes covered here use a 15-inch wheel diameter, so they share the same basic rim diameter. That means original 15-inch wheels remain the correct starting point whether the car uses 600-15, 6.50-15, or 670-15. Rim width is the next checkpoint, because the confirmed product ranges differ by size and by brand, especially between narrower 600-15 applications and some of the wider 670-15 choices.

In practice, that means an original wheel can be right on diameter but still deserve a width check before a final tire decision. This is most important for Lark owners, since the model spans more than one width category. If the car still wears its factory wheels, compare the wheel width to the intended tire's approved range. If the wheels were changed at some point, treat them as unknown until measured and avoid assuming that any 15-inch wheel will suit every 1962 Studebaker tire size.

A 1962 Studebaker should be stored in a cool, dry, dark space with the tires protected from direct sunlight, standing moisture, and ozone sources such as electric motors, battery chargers, and welders. Keep the tires properly inflated during storage and move the car periodically if possible to reduce prolonged contact in one spot. Because all of the fitments here are bias-ply, they are more prone to flat-spotting during long static periods than many later radial designs.

Good storage habits preserve both the tires and the way the car feels when it returns to the road. If the Studebaker will sit for a season or longer, some owners use tire cradles or stands to reduce stress on the carcass. After storage, allow time for a bias-ply tire to warm up and settle before judging ride quality. Keeping the car clean, dry, and moved occasionally does more for tire longevity than simply parking it and forgetting it.

On a 1962 Studebaker, tire age matters more than mileage because collector cars often see limited use. A sound rule is to evaluate tires closely once they reach about five to seven years of age and to treat the ten-year mark as a serious replacement point even if the tread still looks good. The DOT date code on the tire sidewall is the key reference for age, and sidewall condition matters just as much as remaining tread depth.

That age-based approach is especially important on cars like a Hawk or Lark that may spend more time parked than driven. A tire can look acceptable across the garage and still have age-related hardening, cracking, or internal deterioration. If the history of the tires is uncertain, start with the date code and a careful visual inspection. Older collector tires should earn their place on the car through condition, not simply because they still hold air.

Tires on a 1962 Studebaker should be inspected before every drive and again before any longer outing. Look for sidewall cracking, tread separation, cuts, bulges, irregular wear, and slow pressure loss. Since these are bias-ply applications, pay attention to any signs of age-related stiffness or shape change after the car has been parked for a while. A spare tire deserves the same check, because it may be older than the four on the car.

Frequent inspection is one of the simplest ways to keep a collector Studebaker dependable on the road. A quick visual walk-around catches problems early and helps prevent an old tire issue from spoiling a drive or damaging a restoration. For a car that is used only occasionally, check pressures with a gauge rather than relying on appearance alone. Bias-ply sidewalls can mask pressure changes more easily than many drivers expect, especially on a lightly used hobby car.

The 1962 Studebaker Hawk used a 670-15 bias-ply fitment in the coverage here, which aligns with what buyers expect from an American personal car of the period. Bias-ply construction was still the normal factory type for domestic cars in the early 1960s, so a 670-15 bias-ply tire is the correct starting point for an authentic Hawk presentation. Sidewall appearance could vary by market presentation and owner preference, but the size and construction are the first authenticity checkpoints.

For restoration work, that means beginning with the correct size and period construction before focusing on blackwall versus whitewall details. If your Hawk is being judged, event standards may also consider the width and style of the whitewall. Marque clubs, original sales literature, and unrestored-car references can help refine those appearance choices. The biggest authenticity mistake is usually not the brand name but moving away from the proper 670-15 bias-ply format for a car being restored to factory character.

Correct tire fitment absolutely matters when showing a 1962 Studebaker, especially in classes that reward factory-correct presentation. Judges and knowledgeable enthusiasts often notice tire size, construction type, and sidewall style because those details strongly affect stance and period character. On a 1962 Studebaker, using the proper 15-inch bias-ply size for the specific model is part of presenting the car as authentically restored rather than merely roadworthy.

The practical standard is to match the car's model, the proper size family, and the right visual treatment for the way the vehicle is being judged. A Hawk wearing the wrong width category or a Lark using a size outside its proper application can stand out to experienced observers. If the car is headed to marque-specific judging, check club standards and period photos before making a final sidewall decision. Those sources often settle the fine points that broad fitment guidance cannot.

For a 1962 Studebaker using 600-15, the BFGoodrich blackwall and BFGoodrich 2.625-inch whitewall share the same basic size, bias-ply construction, and 1150-pound load rating at 32 psi. The visible difference is sidewall appearance, while the confirmed rim-width coverage differs slightly: the whitewall version fits 4.00- to 4.50-inch rims, and the blackwall version fits 4.50- to 5.00-inch rims. Weight also differs slightly, at 19 pounds for the whitewall and 18 pounds for the blackwall.

For restoration purposes, that means appearance and wheel width need to be considered together. A wide whitewall can be the more era-evocative choice on a dressier Lark presentation, but only if the wheel falls within the approved range for that tire. The blackwall offers a more restrained look and suits a slightly wider wheel range in this size. When authenticity is the goal, compare the car's trim level, intended visual character, and actual wheel width before deciding.

1962 Studebaker tires in the sizes covered here are bias-ply collector tires, and no speed-rating markings are present in the available size descriptions. That means the safest approach is to treat them as period-style road tires rather than modern high-speed performance tires. On a well-maintained Hawk or Lark, the car's own braking, suspension, steering, and age-related mechanical condition are often just as important as the tire itself during normal highway use.

Safe highway driving starts with realistic expectations and careful preparation. A freshly inspected bias-ply tire in the correct size can serve a collector Studebaker well, but the driving feel will be more vintage in tracking and response than a modern radial-equipped car. Keep speeds sensible, maintain proper inflation, and pay attention to any vibration or wandering before committing to a long interstate run. The tire, wheel, and overall condition of the car should all be treated as part of the same safety equation.

Available load-and-pressure figures for 1962 Studebaker tires include 1450 pounds at 32 psi for some 670-15 tires, 1550 pounds at 32 psi for some 670-15 tires, and 1150 pounds at 32 psi for 600-15 tires. Those figures are tire ratings, not universal vehicle settings, and they should not be transferred from one size to another. The factory pressure recommendation for the specific Hawk or Lark application still matters, especially on a collector car designed around a particular ride and handling balance.

Use the car's original literature as the first reference for operating pressure, then compare that with the tire manufacturer's guidance for the exact reproduction tire you have chosen. Starting with the wrong assumption can affect wear, steering feel, and ride quality on an older bias-ply car. If the car has been modified, heavily loaded, or fitted with a different wheel width, revisit the pressure choice more carefully. A pressure figure only makes sense when tied to the exact size, tire, and vehicle use.

Before a longer drive in a 1962 Studebaker, inspect all four tires and the spare for cracking, cuts, bulges, tread separation, and pressure loss. Confirm that the tires match the car's correct size category, especially on a Lark where more than one width was used. Check valve stems, wheel condition, lug torque, and any sign that the car has been sitting long enough for the bias-ply tires to develop pronounced flat spots.

A tire check should be part of a broader pre-trip routine on any early-1960s car. Along with the tires, review brakes, steering play, wheel bearings, fluids, lights, and cooling-system condition before heading far from home. On the tire side, the spare is often forgotten and may be the oldest tire on the vehicle. A little preparation goes a long way with a vintage Studebaker, because small age-related issues can turn into roadside problems once the car is fully warmed up and driven at distance.