1974 International Tire Fitment Guide

1974 International vehicles use nine sizes across five model lines: G78-15, H70-15, and H78-15 on the Pickup 100; 800-16.5 on the Pickup 200; F78-15, G78-15, and H78-15 on the Scout; 700-15, H78-15, L78-15, and H70-15 on the Travelall 100; and 800-16.5, 875-16.5, and 950-16.5 on the Travelall 200. The 15-inch sizes span rim-width ranges such as 5.00-7.00 for G78-15, 5.50-7.00 for H78-15, 5.00-5.50 for 700-15, and 5.50-8.00 for L78-15 where those figures are established.

That means year and make alone are not enough for a correct choice. The first checkpoint is the exact model, and the second is whether the truck or wagon is on a 15-inch or 16.5-inch wheel. Once those two facts are confirmed, the remaining choice becomes much more manageable because the size pool narrows quickly.

G78-15 is an alphanumeric bias-ply size used on certain 1974 International Pickup 100 and Scout applications. The letter G identifies the size class, the 78 is part of the alphanumeric sizing convention common in the era, and the 15 means the tire fits a 15-inch wheel. In currently available reproductions for this size, the construction is bias-ply rather than radial.

For a buyer, the main takeaway is that G78-15 is a vintage-format 15-inch tire code, not a modern metric measurement. If your International still uses its era-correct wheel diameter and you have confirmed that G78-15 belongs on your exact model, then the next step is deciding between a blackwall truck-style look and a whitewall passenger-style appearance.

No. 1974 International fitments vary significantly by model. The Pickup 100, Scout, and Travelall 100 stay in the 15-inch family but do not all use the same size, while the Pickup 200 and Travelall 200 use 16.5-inch sizes such as 800-16.5, 875-16.5, and 950-16.5. Even shared sizes such as H78-15 or 800-16.5 apply only to certain parts of the lineup, not to every International built that year.

That variation matters because a tire that is correct for one 1974 International may be completely wrong for another simply due to wheel diameter and vehicle class. If the truck has changed hands a few times or has had wheel swaps over the years, check the sidewall on the current tires and the wheel diameter itself before choosing a replacement size.

1974 International tires are available in several sidewall styles depending on size. G78-15 and H78-15 come in wide whitewall and blackwall versions, 700-15 comes in wide whitewall and blackwall, and L78-15 adds a narrow whitewall choice alongside blackwall and wide whitewall. The 16.5-inch truck sizes such as 800-16.5, 875-16.5, and 950-16.5 stay in blackwall form.

A blackwall usually suits the work-truck, utility, or off-road personality of an International pickup or Scout, while whitewall options lean more toward a restored, road-oriented Travelall or a pickup built with passenger-car styling cues. If authenticity matters for judging or period presentation, match the sidewall style to the way your specific model would have been equipped and presented in its market.

Three brands cover 1974 International applications across the available sizes: Coker Classic, STA, Firestone, and BFGoodrich, with brand availability depending on the exact size. G78-15 and H78-15 are available from Coker Classic and STA, 700-15 from Firestone, BFGoodrich, and STA, L78-15 from Coker Classic and BFGoodrich, and the 16.5-inch truck sizes from STA. Each brand appears within bias-ply construction for these fitments.

That brand spread gives buyers a way to align the tire with the vehicle's character. STA tends to cover more truck-oriented blackwall applications, while Coker Classic, Firestone, and BFGoodrich offer more whitewall-oriented vintage styling in the passenger-style 15-inch sizes. Once the size is confirmed, the brand decision usually comes down to sidewall appearance and how truck-like or roadgoing you want the finished vehicle to look.

On 1974 International 16.5-inch applications, STA Traxion and STA Super Transport often share the same basic size but differ in series and, in some cases, published load information. In 800-16.5, the Super Transport carries a 2045-pound load capacity at 60 psi, while Traxion appears as a blackwall bias-ply option in the same wheel diameter. In 950-16.5, both the Traxion and Super Transport carry 2780 pounds at 60 psi.

That makes the choice less about changing the fundamental fitment and more about selecting the tread family that best suits the truck's use and look. On a Travelall 200 or Pickup 200, compare the exact series within your confirmed size and then match it to the way the vehicle is driven, whether that means a more highway-oriented presentation or a more truck-style visual character.

Several 1974 International sizes have established rim-width ranges. G78-15 fits 5.00-7.00-inch rims, H78-15 fits 5.50-7.00-inch rims, 700-15 fits 5.00-5.50-inch rims, L78-15 fits 5.50-8.00-inch rims, 800-16.5 fits 6.00-6.50-inch rims, and 950-16.5 fits 6.50-6.75-inch rims. Those figures show that two tires sharing the same rim diameter do not automatically share the same approved wheel-width window.

That matters most when a truck has been restored with replacement wheels or has changed sizes over time. Before settling on a tire, measure or verify the wheel width you actually have rather than assuming any 15-inch or 16.5-inch tire will behave the same way. Correct rim width supports proper profile, load carrying, and the appearance the vehicle was meant to have.

Tube requirements are not uniform across every 1974 International application. None of these available size descriptions carry a clear tube-type or tubeless marker in the tire designation itself, so tube choice should be confirmed against the specific tire's sidewall marking and the wheel design being used. That is especially important on older split-era or specialty truck wheels, where the wheel itself can determine whether a tube is appropriate.

The practical step is to treat tube fitment as a product-and-wheel question, not just a size question. If your International still uses original wheels, inspect their condition and style carefully, and if the vehicle has later replacement wheels, confirm whether they are intended for tubeless service. A marque specialist or experienced vintage truck tire installer can help settle the question before mounting.

Original 1974 International wheels can only be used with the tire sizes that match their wheel diameter and width range. The lineup is split between 15-inch and 16.5-inch applications, so a 15-inch wheel cannot accept an 800-16.5, 875-16.5, or 950-16.5 tire, and a 16.5-inch wheel cannot accept the 15-inch alphanumeric or numeric sizes. Within each diameter, published rim-width ranges still need to be respected.

That means originality alone does not make every wheel interchangeable across the International range. A Travelall 100 wheel and a Travelall 200 wheel may both be factory-correct in their own context, yet still require completely different tires. Confirm the wheel diameter stamped on the rim or measured directly, then compare the wheel width to the range associated with your intended tire size.

A 1974 International stores best in a cool, dry, dark space away from direct sunlight, electric motors, welders, battery chargers, and other ozone-producing equipment that can age rubber. Keep the tires clean, maintain inflation, and move the vehicle periodically so one section of the tread and sidewall is not carrying the load for months at a time. Bias-ply tires, which cover these fitments, are more prone to temporary flat-spotting during long static storage than many later radial designs.

If the truck or Travelall will sit for an extended period, modestly reducing sustained load on the tires can help, whether by occasional repositioning or by using stands correctly under the vehicle as part of a broader storage plan. The goal is preserving both the rubber and the casing shape, so the vehicle is ready to return to service without vibration, cracking, or premature aging.

On a collector vehicle such as a 1974 International, tire age usually matters more than mileage. A sensible rule is to begin evaluating tires closely once they are about five to seven years old and to treat the ten-year mark as a serious replacement consideration even if the tread still looks usable. The DOT date code on the tire sidewall is the reference point for age, not the date the truck was restored or the date it changed owners.

That approach is especially important on vintage trucks and utility vehicles that may spend long stretches parked between drives. A tire can look presentable yet still harden, crack, or lose reserve strength with time. If the International sees highway use, towing, or family duty, age-based replacement discipline becomes even more important than chasing the last bit of remaining tread depth.

Tires on a 1974 International should be inspected before every drive and more thoroughly before any longer outing. Check sidewalls for cracking, weathering, bulges, cuts, or impact damage, and look across the tread for uneven wear that might point to alignment, suspension, or inflation issues. Confirm that each tire is holding pressure consistently and that the spare is also usable.

A deeper inspection every season is wise on a vintage International, especially if the truck sees limited annual mileage. Pay close attention to valve stems, wheel condition, and any signs that the tire has shifted from smooth roundness after storage. Catching a problem in the garage is far preferable to discovering it on the shoulder with a loaded Scout or Travelall.

A 1974 International Pickup 100 would have been a bias-ply-era truck in terms of its factory tire culture, and the size family for this model includes G78-15, H70-15, and H78-15. That aligns with the period, when alphanumeric bias-ply sizes were common on American light trucks and utility vehicles. The exact original size could vary with wheel package, payload orientation, and market-specific equipment, so the truck's original literature or a marque club remains the best final check.

For restoration work, the key is getting the construction type and overall size family right before worrying about sidewall cosmetics. A whitewall may suit a more road-trimmed or styled pickup, while a blackwall better matches a plain-duty truck look. If the goal is high-level authenticity, compare the truck's surviving paperwork, photographs, and wheel dimensions against recognized International references.

Correct tire fitment matters on a shown 1974 International because judges and knowledgeable enthusiasts often notice size, construction, and sidewall style immediately. A Travelall wearing an obviously incorrect 16.5-inch truck tire when it should have a 15-inch passenger-style bias-ply, or a Scout wearing the wrong sidewall treatment for its presentation, can disrupt the vehicle's period look. Even when formal judging is relaxed, tire choice affects stance and authenticity.

The right approach depends on how the vehicle will be evaluated. For marque or preservation events, confirm the correct size family and sidewall style for the exact model and trim direction. For a driver-quality restoration, many owners still aim for a visually appropriate bias-ply size because it preserves the proportions and era character that make a 1974 International look right.

In L78-15 for the 1974 International Travelall 100, Coker Classic and BFGoodrich share the same basic bias-ply size and a published load figure of 1970 pounds at 32 psi where that information appears. The visible difference is largely in sidewall treatment: Coker Classic appears in blackwall and wide whitewall versions, while BFGoodrich appears in a narrow whitewall version. Their published rim-width range is the same at 5.50-8.00 inches.

That means the decision is usually about visual authenticity rather than a major change in fundamental fitment. A wider whitewall can push the Travelall toward a dressed-up station-wagon presentation, while a blackwall or narrow whitewall can keep the look more restrained. If you are matching a period photo or showroom-style restoration, the sidewall width may matter as much as the brand name.

1974 International tires can be suitable for highway driving when they are the correct size, properly mounted, in sound condition, and used within the tire's rated limits. These fitments are bias-ply tires, and no explicit speed rating letters appear in the available size designations for these products, so the tire should be treated with the caution appropriate to a vintage-style truck tire. On many 1974 International vehicles, the truck's own brakes, steering, suspension, and overall condition are just as important to highway safety as the tire itself.

The practical question is not whether a collector tire can physically run at road speed, but whether the entire vehicle is prepared for sustained modern traffic. Before longer highway use, inspect the tires carefully, verify pressure, and make sure the truck tracks straight and stops consistently. A well-sorted Scout or Travelall is far more confidence-inspiring than one relying on old or mismatched components.

Inflation pressure for 1974 International tires should start with the vehicle manufacturer's recommendation for the exact model and size, then be checked against the tire maker's published load-and-pressure limits for that specific tire. Available figures include 1620 pounds at 32 psi for G78-15, 1770 pounds at 32 psi for H78-15 in one passenger-style application, 1830 pounds at 45 psi for an STA H78-15 truck-style application, 1700 pounds at 32 psi for 700-15, 1970 pounds at 32 psi for L78-15, 2045 pounds at 60 psi for 800-16.5, and 2780 pounds at 60 psi for 950-16.5.

Those numbers should not be transferred casually from one size or product line to another. They are load-capacity references tied to specific tires, not a universal recommendation for every 1974 International. Use them to understand the tire's capacity envelope, then set actual cold pressure according to the vehicle's requirements, its load, and the exact size installed.

Before a longer drive in a 1974 International, inspect each tire for cracks, cuts, bulges, exposed cords, and uneven tread wear, and make sure all tires are inflated evenly and holding pressure. Check the spare as carefully as the four on the ground, because an aged spare is often the weak link on an old truck. Also look over the wheels and valve stems and confirm that lug hardware is secure.

A longer trip in a vintage International should always be approached as a full-vehicle exercise, not a tire-only check. Once the tires pass inspection, continue with brakes, wheel bearings, steering, cooling, belts, and fluids so the truck is ready for sustained use. A few extra minutes in the garage can prevent the kind of roadside interruption that turns an enjoyable vintage drive into a recovery job.