1959 Mercedes-Benz 180 Tires

The 1959 Mercedes-Benz 180 uses two primary tire sizes: 640-13 and 700-13. Both are vintage numeric bias-ply sizes mounted on 13-inch rims, and both appear within the covered Base & D sub-model grouping rather than being separated into different constructions or wheel diameters.

That means the first job is not choosing between bias-ply and radial as a primary fitment, but confirming which of the two sizes is actually on the car. A previous owner may have changed wheels or tire sizing over time, so checking the existing tire, wheel width, and overall clearance is the safest way to narrow the choice.

Both primary tire sizes for the 1959 Mercedes-Benz 180 use a 13-inch rim diameter. That is consistent across 640-13 and 700-13, so the key rim question is not diameter change between sizes, but whether the wheel width matches the tire you plan to run.

Product fitment details show that wheel width can vary by tire size, which matters when deciding between the narrower 640-13 and the wider 700-13. Measuring the wheel before replacement helps prevent choosing a tire that is outside its intended rim-width range, especially on a car that may have had wheels replaced decades ago.

The 1959 Mercedes-Benz 180 Base & D grouping is associated with both 640-13 and 700-13, so it is not tied to just one size. Both options are bias-ply fitments on 13-inch rims, which keeps construction and rim diameter consistent while leaving size as the item to verify.

For an owner, that means the sub-model name alone does not fully answer the tire question. Looking at the tires currently on the car, confirming wheel width, and checking for any older wheel changes will do more to establish the right replacement path than assuming every Base & D example used the same width designation.

On the 1959 Mercedes-Benz 180, 640-13 is a primary bias-ply tire size, not a radial size. It uses the vintage numeric format common to the era, with a 13-inch rim diameter and a traditional bias-ply construction that matches the original-style sizing system for this car.

That matters because a radial alternative should be treated as a separate fitment decision rather than the same tire in a different construction. Anyone considering a switch should compare wheel width, overall tire dimensions, and available clearance, especially if the car still wears older wheels or has been changed from its long-established setup.

For 640-13, radial equivalents include 175R13, P175/75R13, P185/70R13, and the 650R13 bias-look radial. For 700-13, the radial equivalents are 185R13, P185/75R13, and P205/70R13. These cover an 80-series metric format, a 75-series P-metric format, and a 70-series P-metric format, with a bias-look option available only for 640-13.

Each of those alternatives keeps the discussion in the 13-inch wheel family, but they still need to be checked against the car’s actual wheel and body setup. The recommended rim-width range for the equivalent paths is 4 to 6 inches, and clearance should be confirmed before moving from a vintage bias-ply size to any radial substitute.

Start by confirming the car’s current primary size, either 640-13 or 700-13, then match that size to one of its actual radial equivalents. The next checks are wheel diameter, wheel width, and whether the tire chosen falls within the recommended 4- to 6-inch rim-width range used for the equivalent options.

A conversion also deserves a careful look at steering clearance, fender clearance, suspension condition, and how the car sits at ride height. Bias-ply and radial tires can change the visual stance and road feel of a collector sedan, so the best choice depends on whether the goal is traditional presentation, more modern road use, or a balance of both.

The main considerations are correct size, correct 13-inch rim fitment, and whether the car is set up for 640-13 or 700-13. Both are bias-ply primary fitments, but they differ in section-width designation, supported wheel-width range, load specification, and the radial-equivalent choices that can be considered if a construction change is under review.

Once the size is confirmed, selection becomes more about how the car will be used and how it should look. A restoration-oriented owner may prefer the traditional bias-ply format and wide whitewall presentation, while a road-use-focused owner may spend more time comparing equivalent radial sizing and checking how that choice interacts with the car’s wheels and clearances.

The current product selection for the 1959 Mercedes-Benz 180 centers on wide whitewall sidewall styling. That applies to both available primary sizes, so the visual choice is aimed more toward a traditional period-style sedan appearance than a blackwall or more aggressive performance-oriented presentation.

For many owners, sidewall style is as important as construction because it strongly affects the car’s finished look. Since both primary products use a wide whitewall treatment, the practical differences shift toward size, brand, tire series, wheel-width compatibility, and whether the car is being kept in a pure bias-ply format or compared against radial equivalents.

The available primary-size products for the 1959 Mercedes-Benz 180 come from BFGoodrich and Firestone. BFGoodrich appears in 640-13 through the Silvertown Classic Bias Ply line, while Firestone appears in 700-13 through the Firestone Classic Bias Ply line, with both choices staying within traditional bias-ply construction.

Brand is only one part of the decision, because the two products are also tied to different primary sizes. It makes more sense to establish whether the car needs 640-13 or 700-13 first, then compare the available series details, rim-width compatibility, load figures at stated pressure, and how each tire supports the appearance and use planned for the car.

A period-style approach starts with the primary bias-ply sizes used on the 1959 Mercedes-Benz 180, which are 640-13 and 700-13. Staying within those vintage numeric sizes preserves the car’s original-era tire format and keeps the overall presentation closer to what enthusiasts expect from a late-1950s Mercedes sedan.

The next step is confirming which of those two sizes belongs on the car as it sits today. For an owner focused on authenticity, checking marque references, historical photos, or vehicle-specific records can help refine the final appearance choice, especially before selecting between a narrower or wider bias-ply presentation within the correct 13-inch family.

Tire construction changes more than ride behavior on a restored 1959 Mercedes-Benz 180; it also changes the visual character of the car. A bias-ply tire keeps the vintage sizing language and traditional profile associated with the car’s era, while a radial equivalent often gives a more modern-looking interpretation of the same basic fitment range.

That is why many restoration-minded owners decide on appearance before comparing brands or series. A bias-look radial can help bridge that gap for 640-13 applications, but it should still be treated as an alternative rather than the same tire. Matching the construction choice to the restoration goal usually produces a more satisfying result than choosing by size alone.

Yes, modifications can affect tire fitment on a 1959 Mercedes-Benz 180 even when the tire size appears correct on paper. Changes such as aftermarket wheels, altered wheel width, suspension work, ride-height changes, or body repairs can all influence whether a 640-13, 700-13, or radial equivalent has the clearance and wheel support it needs.

That is especially important on an older sedan that may have passed through several owners over many decades. A quick visual check is not enough if the car has been modified, so measuring wheel diameter and width, turning the steering through full travel, and looking for fender or suspension interference can prevent fitment problems after installation.

Before road use, inspect the wheels, valve stems, and overall mounting setup, then make sure the tires are inflated appropriately for their application. On the tires themselves, look for proper seating, even clearance around the fenders and suspension, and verify that nothing rubs at full steering lock or as the suspension settles under vehicle weight.

A collector car deserves a broader pre-drive check than tires alone. Brake condition, alignment, wheel-bearing play, and suspension wear all influence how new tires will behave on the road, especially when moving from old hardened rubber to fresh bias-ply tires or to a radial equivalent that may react differently to the car’s existing chassis condition.

Collector-car tires in 640-13 or 700-13 sizing should be inspected regularly for cracking, bulges, cuts, uneven wear, and slow air loss, even if the Mercedes-Benz 180 is driven only occasionally. Low annual mileage does not stop tires from aging, and long periods of storage can be just as hard on rubber as regular road use.

Keeping the car stored away from prolonged heat, direct sunlight, moisture, and ozone sources helps preserve tire condition between drives. It also helps to check pressure before each outing and roll the car often enough to avoid extended static loading in one position, since long-term sitting can shorten the useful life of collector-vehicle tires.