1958 Ford-Taunus 17M Tires

The 1958 Ford-Taunus 17M uses two primary tire sizes: 590-13 in bias-ply construction and 165R13 in radial construction. Both sizes are associated with the same model and both use a 13-inch rim diameter, so the fitment question is tied more closely to construction choice than to wheel diameter alone.

That means the next step is confirming how the car is currently set up and what kind of result matters most. A 590-13 choice keeps the car in a traditional numeric bias-ply format, while 165R13 moves into a Euro-metric radial format. Wheel width, overall tire dimensions, and body or steering clearance should be checked before changing from one construction path to the other.

The 1958 Ford-Taunus 17M uses a 13-inch rim diameter with both of its primary tire sizes. That shared diameter applies whether the car is running the 590-13 bias-ply size or the 165R13 radial size, so the wheel diameter itself does not separate the two fitment paths.

The practical detail to verify is wheel width, since the available tires do not all share the same preferred rim-width range. A bias-ply 590-13 and a radial 165R13 may both mount on 13-inch wheels, but they are still different tire formats. Measuring the wheels already on the car helps avoid choosing a tire that changes the intended stance or compatibility.

Yes. The 1958 Ford-Taunus 17M Base uses the same two size paths as the model core: 590-13 in bias-ply construction and 165R13 in radial construction. There is no separate trim-specific tire size split within the covered Base sub-model that changes the basic fitment picture.

That simplifies selection because the main issue is not trim level but deciding which construction suits the car and its purpose. A restoration-minded owner may lean toward the 590-13 bias-ply route, while a buyer looking at radial-format options may focus on 165R13. It is still worth confirming the actual wheels on the car, especially if they may have been changed over time.

590-13 is a bias-ply tire size on the 1958 Ford-Taunus 17M. It uses the older numeric bias-ply sizing format, with the 590 figure representing an approximate 5.90-inch nominal section width and the 13 indicating the wheel diameter in inches.

Choosing 590-13 keeps the car in a traditional construction style and often aligns with restoration-oriented presentation. That does not make every 13-inch tire interchangeable, though. Anyone comparing 590-13 to a radial alternative should confirm wheel width and inspect available clearance, because a change in construction and size format can alter how the tire sits on the car.

Radial equivalents for 590-13 include 165R13, P165/75R13, and P175/70R13. Those alternatives cover three different radial formats: an 80-series metric radial, a P-metric 75-series radial, and a lower-profile P-metric 70-series radial. No bias-look radial equivalent is associated with 590-13 here.

Each of those sizes should be treated as an alternative to evaluate rather than an automatic swap. The equivalent comparison also points to a 4-5 inch rim-width range, which is an important checkpoint before conversion. Matching wheel width is only part of the process, so overall tire dimensions and clearance around suspension and bodywork should also be reviewed carefully.

Start by confirming the existing wheel diameter and wheel width, then compare the actual radial size being considered against the current 590-13 setup. For this car, 165R13, P165/75R13, and P175/70R13 are the relevant radial-equivalent sizes tied to the original bias-ply format, and each should be evaluated as its own fitment choice.

Road clearance and steering clearance deserve attention next, especially on an older car that may have seen wheel, suspension, or ride-height changes over the years. It also helps to think about the goal of the change. Some owners want a more traditional appearance, while others prioritize a radial-format setup, and that decision can influence both the size selected and the final look.

The first decision is whether the car should stay with the 590-13 bias-ply size or use the 165R13 radial size. Both fit a 13-inch rim diameter, but they represent different construction types, sizing systems, and visual character. That makes tire choice on this model more about setup direction than simply matching one universal size.

Once the size path is settled, compare the details that affect use and presentation. Radial options in 165R13 come from Michelin and Dunlop in blackwall form, while the available 590-13 option uses a wide whitewall bias-ply layout. Wheel width, intended driving use, and how original or updated the car should look all matter when narrowing the final choice.

The available sidewall styles for the 1958 Ford-Taunus 17M include blackwall and wide whitewall. Blackwall choices appear in the 165R13 radial category, while the 590-13 bias-ply option is offered with a wide whitewall, creating a noticeable difference in visual presentation between the two fitment directions.

That sidewall choice can shape the entire stance of the car as much as the construction choice itself. A blackwall radial tends to suit a simpler, later-service look, while a wide whitewall often supports a stronger period-style appearance. The right selection depends on whether the car is being finished with restoration goals in mind or prepared for a more updated presentation.

Tires for the 1958 Ford-Taunus 17M are available from Michelin, Dunlop, and BFGoodrich. Michelin and Dunlop cover the 165R13 radial side of the fitment, while BFGoodrich supplies the available 590-13 bias-ply option in the Silvertown Classic Bias Ply series.

Brand alone should not be the only deciding factor here because the brands are tied to different size and construction paths. A Michelin or Dunlop choice means selecting a radial-format tire, while BFGoodrich keeps the car in a bias-ply format with a wide whitewall look. Comparing size, construction, sidewall treatment, and wheel compatibility will be more useful than comparing brand names by themselves.

A period-style 1958 Ford-Taunus 17M often points buyers toward the 590-13 bias-ply size because it preserves the older numeric sizing format and traditional construction. The available 590-13 option also uses a wide whitewall presentation, which can be a strong visual match for a mid-century restoration theme.

That said, period-style and exact originality are not always the same thing. If precise restoration accuracy matters, the final choice should be compared with marque references, period photos, or other vehicle-specific historical material. For many owners, though, starting with the correct size family and construction type is the most practical way to keep the car visually in era.

Tire construction changes more than road feel on a restored 1958 Ford-Taunus 17M; it also changes the car's visual impression. A 590-13 bias-ply tire presents the car in a more traditional way, especially with a wide whitewall, while a 165R13 radial introduces a more modern tread and sidewall character.

That visual shift can be subtle or obvious depending on the rest of the restoration. Owners trying to keep the car close to its original-era personality usually focus on bias-ply sizing and sidewall style first. Buyers who want a cleaner driver-oriented look may prefer the radial format, but it is still worth checking how the tire proportions suit the wheel opening and stance.

Yes. Modifications can change tire fitment on a 1958 Ford-Taunus 17M even when the tire size itself is correct on paper. Aftermarket wheels, changes in wheel width, different wheel offset, suspension work, lowering, or body repairs can all influence how either a 590-13 bias-ply or 165R13 radial sits in the car.

That is especially important when moving from the original-style bias-ply format to a radial alternative. A car that has been altered over the years may no longer behave like a stock fitment reference. Measuring the actual wheel setup and checking steering travel and fender clearance can prevent rubbing problems that only appear once the car is back on the road.

Before driving a 1958 Ford-Taunus 17M on new tires, inspect the wheels for damage, confirm the tire size matches the intended setup, and make sure the tires are seated and inflated properly. It also helps to look over the suspension, steering components, and brake hardware so the car is not placing a fresh set of tires onto a neglected chassis.

A short, careful test drive is a smart next step once everything is mounted. Pay attention to rubbing, pulling, vibration, or unusual steering response and recheck pressure after the first drive. On a collector car, problems often come from the overall condition of the vehicle rather than from the new tires themselves, so a full walkaround inspection remains worthwhile.

Tires on a collector 1958 Ford-Taunus 17M should be inspected regularly for cracking, cuts, bulges, uneven wear, and slow air loss, even if the car is driven only occasionally. Long periods of storage can be just as hard on tires as active road use, particularly on an older vehicle that spends time parked indoors or under cover.

Keeping the car clean, properly inflated, and away from prolonged sunlight, moisture, and ozone sources helps preserve tire condition. It is also wise to check age and general flexibility before any longer drive, not just tread depth. A collector car can carry tires that still look usable at a glance, yet no longer offer the condition or reliability needed for safe road use.