1960 Ford-Taunus 17M Tires

The 1960 Ford-Taunus 17M uses two primary tire sizes: 590-13 in bias-ply construction and 165R13 in radial construction. Both sizes are associated with this model and both use a 13-inch rim diameter, so the fitment question is less about wheel diameter and more about which construction and wheel-width setup the car is actually using.

A car that still follows a more traditional vintage setup may suit the 590-13 bias-ply size, while a car already running radial-friendly wheels may point toward 165R13. Before replacing tires, confirm the wheel width, check the size currently mounted, and inspect for any previous changes that may have shifted the car away from its earlier configuration.

The 1960 Ford-Taunus 17M uses a 13-inch rim diameter with both of its associated tire sizes. That applies whether the car is using the 590-13 bias-ply fitment or the 165R13 radial fitment, so the rim diameter itself remains consistent even though the tire construction changes.

Rim diameter is only part of the fitment picture on this car. Wheel width matters as well, especially because the available 590-13 bias-ply and 165R13 radial products do not share the same rim-width range. Measuring the wheel before ordering is a smart step, particularly on a collector car that may have had wheel changes sometime in its life.

590-13 is a vintage numeric bias-ply size. The 590 portion refers to an approximate nominal section width of 5.90 inches, while the 13 refers to the wheel diameter in inches. On a 1960 Ford-Taunus 17M, it represents the more traditional bias-ply fitment rather than the radial 165R13 size.

That matters because a numeric bias-ply size is tied to an older sizing system and often a narrower wheel-width range than a comparable radial setup. Anyone replacing 590-13 tires should verify that the car still has wheels suitable for that bias-ply fitment and decide whether the goal is a period-style appearance or a shift toward a radial alternative.

590-13 is a bias-ply tire size on the 1960 Ford-Taunus 17M. It uses the older numeric sizing format and is the traditional construction choice associated with this model, while 165R13 is the radial fitment tied to the same 13-inch wheel diameter.

That distinction affects more than appearance. The available 590-13 product uses a narrower wheel-width range than the radial alternatives, so a car already converted to wider wheels may be better suited to the radial path. Checking wheel width and the existing setup first helps avoid choosing a tire that matches the era visually but not the hardware currently on the car.

Radial equivalents for 590-13 include 165R13 as the 80-series metric radial option, P165/75R13 as the P-metric 75-series radial option, and P175/70R13 as the P-metric 70-series radial option. These are equivalent-size alternatives for the bias-ply fitment, not simply different labels for the exact same tire.

Each option should be evaluated against the wheel and vehicle setup before making a change. A recommended rim-width range of 4 to 5 inches applies to this equivalent path, and the buyer should also check present wheel width, suspension condition, and available clearance so the radial alternative suits the car as it sits.

Start by confirming the wheel diameter and width on the car, then compare the radial size you are considering against the existing bias-ply setup. On the 1960 Ford-Taunus 17M, the typical conversion path begins from 590-13 toward 165R13, P165/75R13, or P175/70R13, all of which should remain on a 13-inch wheel.

A conversion also calls for checking steering clearance, fender clearance, and the general condition of suspension and steering parts. Cars that have sat for long periods or have been modified deserve extra attention. The goal is to confirm that the chosen radial equivalent suits the actual wheel and chassis setup, not just the nominal tire size.

The first decision is whether the car should stay with its 590-13 bias-ply fitment or use the 165R13 radial fitment. That choice affects construction, appearance, and wheel-width compatibility. Both sizes use a 13-inch rim, but they represent different approaches to how the Ford-Taunus 17M sits and drives.

After size and construction are settled, compare sidewall style, tire series, and the wheel-width range of the product you are considering. A period-style restoration may lean toward the bias-ply whitewall option, while a driver-oriented setup may favor a blackwall radial. The deciding factor should be how the car is equipped now and how it will be used.

The available sidewall styles for the 1960 Ford-Taunus 17M include blackwall and wide whitewall. The radial 165R13 products from Michelin and Dunlop use a blackwall presentation, while the 590-13 bias-ply option is offered with a wide whitewall in the Silvertown Classic Bias Ply line.

That makes sidewall choice part of the overall character of the car, not just a cosmetic detail. A blackwall radial gives the Taunus a cleaner later-driver look, while a wide whitewall bias-ply pushes it toward a more vintage presentation. The best match depends on whether the priority is appearance, construction type, or a combination of both.

Michelin, Dunlop, and BFGoodrich all offer applicable tires for the 1960 Ford-Taunus 17M. Michelin and Dunlop cover the 165R13 radial side of the fitment with blackwall options, while BFGoodrich covers the 590-13 bias-ply side with a wide whitewall Silvertown Classic Bias Ply offering.

Brand choice should be considered alongside construction, series, sidewall treatment, and wheel-width suitability rather than as a stand-alone decision. The important step is narrowing the car to the correct size and intended look first. Once that is clear, comparing the available series within that fitment becomes much more straightforward.

A period-style 1960 Ford-Taunus 17M usually starts with the 590-13 bias-ply fitment, especially when the goal is to preserve an earlier visual character. The available tire in that size carries bias-ply construction and a wide whitewall treatment, which gives the car a distinctly vintage presentation compared with the blackwall radial alternatives.

Appearance, though, should be balanced against the car’s current wheel setup and how closely the restoration is meant to follow period practice. Anyone pursuing exact historical accuracy should compare the chosen tire against marque references, photos, or restoration documentation for the specific car. For many owners, period-style authenticity and practical road use are separate goals.

Tire construction changes the visual stance of a restored 1960 Ford-Taunus 17M as much as it changes the fitment approach. A 590-13 bias-ply with wide whitewall gives the car a more traditional, restoration-oriented look, while a 165R13 radial in blackwall form creates a cleaner and more modern visual impression.

That means construction is part of the restoration decision, not only a mechanical one. A buyer trying to preserve the car’s earlier character may prioritize the bias-ply presentation, while a driver-focused restoration may accept the radial look. The right answer depends on whether the project is centered on visual era fidelity, regular use, or a blend of both.

Yes, modifications can affect tire fitment on a 1960 Ford-Taunus 17M even when the nominal tire size looks correct. Aftermarket wheels, changes in wheel width, suspension alterations, ride-height changes, or body repairs can all influence whether a 590-13 bias-ply or 165R13 radial setup remains appropriate on the car.

That is especially important on older European cars that may have been updated over time. A tire should be selected around the car’s current wheel and clearance conditions, not only its catalog fitment. Measuring the wheels and checking front steering lock, rear clearance, and general suspension condition helps prevent avoidable fitment surprises.

Before road use, inspect the wheels for correct diameter and width, confirm proper mounting, and make sure the tires clear the fenders and steering components through their full range of motion. It is also wise to look over the valve stems, verify inflation, and check that suspension and steering parts are in serviceable condition.

A collector car that has spent long periods parked deserves extra attention beyond the tires themselves. Wheel bearings, brake components, and aged rubber parts elsewhere in the chassis can affect how the car behaves once new tires are installed. A careful pre-drive inspection helps the Ford-Taunus 17M feel settled and predictable on the road.

Tires on a collector 1960 Ford-Taunus 17M should be checked regularly for air loss, cracking, bulges, cuts, and uneven wear, even if the car is driven only occasionally. Low-mileage collector vehicles can age their tires long before they wear them out, so condition matters just as much as remaining tread depth.

Storage also plays a major role in tire life. Keeping the car away from prolonged sunlight, excess heat, moisture, and ozone sources can help preserve both bias-ply and radial tires. Periodic inspection of the spare, rotating the car occasionally, and verifying pressure before longer drives are smart habits for a lightly used vintage Ford.