1959 Ford-Taunus 17M Tires

The 1959 Ford-Taunus 17M uses two primary tire sizes: 165R13 in a radial construction and 590-13 in a bias-ply construction. Both are 13-inch fitments, so the decision is not about changing wheel diameter as much as choosing the construction and tire style that suit the car.

That choice affects both appearance and setup. A 590-13 keeps the car in a traditional numeric bias-ply format, while 165R13 moves into a classic Euro-metric radial size. Before selecting either one, confirm the actual wheels on the car and decide whether the goal is restoration-oriented presentation, radial-style road use, or a careful balance of both.

The primary tire fitments for the 1959 Ford-Taunus 17M use a 13-inch rim. That applies to both the 165R13 radial size and the 590-13 bias-ply size, so rim diameter remains consistent even though the construction and sizing systems differ.

Rim diameter is only the first part of the check. Wheel width also matters, especially when comparing a narrow bias-ply setup with a radial alternative. A car that has been modified over the years may no longer have its original wheels, so measuring the wheel and confirming clearance around suspension and fenders is still important before mounting new tires.

Yes. The 1959 Ford-Taunus 17M Base shares the same primary tire choices used here: 165R13 in radial form and 590-13 in bias-ply form. That means the Base model does not introduce a separate wheel diameter or a unique trim-specific tire size within this fitment range.

The practical question for a Base owner is which construction belongs on the car now. If the goal is a more traditional look, the bias-ply route may make more sense. If the car is already set up around radial use, 165R13 becomes the key size to evaluate, along with wheel width and the overall condition of the suspension and steering components.

590-13 is a bias-ply tire size on the 1959 Ford-Taunus 17M. It uses a vintage numeric sizing format and represents the traditional construction choice for this application, distinct from the 165R13 radial fitment that also appears on the same 13-inch rim diameter.

That matters because a bias-ply tire affects both the car's appearance and how the setup is evaluated. A 590-13 is also tied to a narrower wheel-width range than the available 165R13 radials. Owners moving between constructions should confirm wheel width, overall tire dimensions, and available clearance instead of assuming that sharing a 13-inch rim diameter settles the fitment question.

Radial equivalents for 590-13 include 165R13 as an 80-series metric radial, P165/75R13 as a 75-series P-metric radial, and P175/70R13 as a 70-series P-metric radial. Those sizes give the 1959 Ford-Taunus 17M owner several radial-format alternatives tied to the original bias-ply starting point.

Each equivalent should be treated as an alternative to evaluate, not as an automatic interchange. The recommended rim-width range for these equivalents is 4 to 5 inches, and the actual wheel on the car should be measured before making the switch. Clearance around the fenders and suspension should also be checked, especially on a car that may have seen wheel or suspension changes over time.

Start by confirming the actual wheel diameter and width on the car, then compare the intended radial size against the existing bias-ply setup. For a 590-13 application, the radial-equivalent path includes 165R13, P165/75R13, and P175/70R13, but the correct choice depends on how the car is currently equipped.

A conversion also calls for a close look at steering clearance, fender room, and the condition of suspension parts that influence how the tire sits and moves. Radials and bias-ply tires are different constructions, so the change should be approached as a full fitment decision rather than a simple size substitution. Wheel condition and load needs deserve the same attention before road use.

The first decision is whether the car should stay with a traditional 590-13 bias-ply setup or use the 165R13 radial fitment. Both are 13-inch sizes, but they differ in construction, visual character, and wheel-width compatibility, so the right choice depends on how the car is being restored, displayed, and driven.

After choosing the size and construction, compare the available tire series, sidewall treatment, and wheel requirements. A wide whitewall bias-ply creates a very different look from a blackwall radial, and the radial choices also introduce brand and series differences. Matching the tire to the car's current wheels and intended use usually matters more than focusing on one specification in isolation.

The available sidewall styles for the 1959 Ford-Taunus 17M include blackwall and wide whitewall. The 165R13 radial options are blackwall tires, while the 590-13 bias-ply option is offered with a 2.375-inch wide whitewall, giving the car two distinctly different visual directions.

That sidewall choice can shape the entire presentation of the vehicle. A blackwall radial tends to suit a cleaner European road-car look, while a wide whitewall bias-ply leans more heavily into vintage styling. The right pick depends on the appearance being pursued and whether the selected sidewall is being paired with the proper size, construction, and wheel dimensions for the car.

Michelin, Dunlop, and BFGoodrich all offer tires within the primary fitment range for the 1959 Ford-Taunus 17M. Michelin and Dunlop appear in the 165R13 radial size, while BFGoodrich is represented in the 590-13 bias-ply category through the Silvertown Classic Bias Ply line.

Brand alone should not decide the purchase. It makes more sense to narrow the choice by size, construction, sidewall style, and wheel compatibility first, then compare the available series within that lane. That approach keeps the focus on the tire that matches the car's setup and appearance goals instead of treating every brand option as though it serves the same purpose.

For a period-style 1959 Ford-Taunus 17M, the 590-13 bias-ply size is the most traditional-looking starting point among the primary fitments shown here. Its vintage numeric format and available wide whitewall presentation suit owners who want the tire to reinforce an older visual character rather than shift toward a later radial look.

Appearance goals still need to be balanced with the wheel setup already on the car. Some owners prefer the classic visual language of a bias-ply tire, while others want a radial in a size that still feels appropriate to the era. When exact restoration authenticity matters, marque references and vehicle-specific historical materials are worth consulting before settling on sidewall style.

Tire construction changes the visual impression of a restored 1959 Ford-Taunus 17M almost as much as the size itself. A 590-13 bias-ply preserves a more traditional vintage presentation, especially with a wide whitewall, while a 165R13 radial gives the car a cleaner blackwall look tied to classic European radial sizing.

That difference becomes especially noticeable on a car with careful paint, trim, and stance work. Owners chasing a restoration-oriented look often start with the bias-ply option because it supports an older visual theme, while a radial can shift the car toward a more road-use-focused appearance. The best choice depends on the final look the restoration is trying to achieve.

Yes. Modifications can change tire fitment on a 1959 Ford-Taunus 17M even when the nominal tire size remains within the normal 13-inch range. Aftermarket wheels, altered wheel widths, suspension work, ride-height changes, and body repairs can all influence whether a 165R13 or 590-13 setup still clears properly.

A modified car should be measured instead of judged by catalog size alone. Wheel width and tire section width deserve close attention, and steering lock or suspension travel can reveal problems that are not obvious when the car is parked. Checking the full path of movement helps avoid rubbing issues that might not appear until the car is actually driven.

Before driving a 1959 Ford-Taunus 17M on new tires, inspect the wheels for condition, confirm that the mounted size matches the intended setup, and make sure the tires seat properly on the rims. It is also wise to verify inflation, look over the valve stems, and check for any immediate signs of interference.

The first short drive should be treated as a shake-down. Listen for rubbing during turns, watch for vibration, and recheck air pressure after the tires have had some initial use. On a collector car, attention should also go to steering and suspension wear, since worn components can create fitment or handling issues that are easy to blame on the new tires.

Collector-car tires in 590-13 or 165R13 should be maintained with regular pressure checks, visual inspections, and careful storage habits. Low annual mileage does not eliminate aging, so sidewalls should be watched for cracking, bulges, cuts, or persistent air loss even when tread wear appears minimal.

Storage conditions matter almost as much as mileage on a vintage car. Keeping the 1959 Ford-Taunus 17M away from prolonged heat, direct sunlight, excess moisture, and ozone sources helps preserve tire condition over time. Occasional inspections of wheel balance, alignment behavior, and contact clearance also help catch small issues before they turn into road-use problems.