1961 Ford-Taunus 17M Tires

The 1961 Ford-Taunus 17M uses three primary tire sizes across the range: 165R13 radial, 590-13 bias-ply, and 640-13 bias-ply. The Base model uses either 165R13 or 590-13, while the Wagon uses 640-13.

That means the first step is identifying the exact sub-model and confirming the wheel setup currently on the car. A Base model may be fitted around either a radial or bias-ply size, while the Wagon follows a different bias-ply fitment path, so the correct tire choice depends on more than just the model name.

The tire sizes used on the 1961 Ford-Taunus 17M are built around a 13-inch rim diameter. That applies to the radial 165R13 and to both bias-ply sizes, 590-13 and 640-13.

Rim diameter is only part of the picture, because wheel width still matters when comparing available tires or considering a radial equivalent. A car that has had wheels changed over the years should be measured directly, especially before moving between a narrow bias-ply fitment and a wider radial-format option on the same nominal rim diameter.

No. The 1961 Ford-Taunus 17M Base and Wagon do not share the same full tire-size range. The Base uses 165R13 radial or 590-13 bias-ply, while the Wagon uses 640-13 bias-ply.

That difference is important because it affects both construction choice and sizing direction. A buyer working with a Wagon should not assume the Base model's radial option applies, and a Base owner should confirm whether the car is being kept with a traditional bias-ply look or fitted around the radial size already associated with that sub-model.

590-13 is a bias-ply tire size for the 1961 Ford-Taunus 17M Base. It uses the older numeric sizing convention, and the available tire in that size is a BFGoodrich Silvertown Classic Bias Ply with a wide whitewall sidewall.

Choosing 590-13 usually points toward a more traditional early-1960s appearance and driving character. If the car is currently on radial tires, it is worth checking wheel width, suspension condition, and overall setup before moving back to a bias-ply construction, rather than assuming the change is only about sidewall style.

For 590-13, the radial equivalents are 165R13, P165/75R13, and P175/70R13. For 640-13, the radial equivalents are 175R13, P175/75R13, P185/70R13, and 650R13, with 650R13 serving as the bias-look radial option.

These alternatives represent different sizing conventions rather than one automatic substitute. The 80-series metric radials keep a more traditional format, the 75-series and 70-series P-metric options move into newer sizing language, and the bias-look radial keeps a vintage visual theme; wheel width and vehicle clearance should be checked before any conversion.

That depends on the exact sub-model and on how the car is being used. The Base model already has both a radial primary fitment in 165R13 and a bias-ply fitment in 590-13, while the Wagon uses 640-13 bias-ply and also has radial-equivalent alternatives to consider.

Bias-ply usually appeals to buyers focused on traditional presentation, while radial options often appeal to owners planning more regular road use. The better choice comes from matching the tire to the car's current wheels, intended appearance, and driving goals, then confirming width and clearance instead of treating construction alone as the deciding factor.

Start with the exact sub-model, because the Base and Wagon do not use the same full range of tire sizes. The next decision is construction: the Base can follow either a radial 165R13 path or a bias-ply 590-13 path, while the Wagon centers on 640-13 bias-ply or its radial-equivalent alternatives.

After that, compare the tire's intended appearance and wheel requirements. A blackwall radial creates a different presentation from a wide whitewall bias-ply, and the rim-width range attached to the tire matters just as much as the nominal 13-inch diameter when narrowing the choice for a restored or road-driven car.

The available sidewall styles for the 1961 Ford-Taunus 17M are blackwall and wide whitewall. Blackwall appears on the 165R13 radial offerings from Michelin and Dunlop, while wide whitewall appears on the BFGoodrich bias-ply tires in 590-13 and 640-13.

That makes sidewall choice a meaningful part of the final decision, especially on a car where the tire is visually prominent. A blackwall radial gives a cleaner, more understated look, while a wide whitewall creates a more traditional period-style presentation, so the right option depends on the car's finish and the owner's restoration priorities.

Michelin, Dunlop, and BFGoodrich all offer applicable tires for the 1961 Ford-Taunus 17M. Michelin and Dunlop cover the 165R13 radial fitment, while BFGoodrich supplies the bias-ply options in 590-13 and 640-13 through the Silvertown Classic Bias Ply series.

Brand choice here is tied closely to size and construction rather than being a separate decision. A buyer comparing options should first confirm the correct tire size for the specific sub-model, then look at factors such as sidewall treatment, tire series, rim-width compatibility, and whether the goal is a radial-driving setup or a more traditional bias-ply presentation.

A period-style approach for a 1961 Ford-Taunus 17M usually starts with the bias-ply sizes associated with the car's fitment: 590-13 for the Base or 640-13 for the Wagon. Both available bias-ply options use a wide whitewall sidewall, which gives the car a strongly vintage presentation.

The key is matching the tire to the correct sub-model rather than choosing by appearance alone. For owners pursuing exact historical accuracy, vehicle-specific references such as marque-club guidance or original documentation remain the best way to confirm whether a particular sidewall treatment suits the car's original delivery or later restoration theme.

Tire construction changes the look of a restored 1961 Ford-Taunus 17M as much as the sidewall style does. A bias-ply tire in 590-13 or 640-13 with a wide whitewall gives the car a more traditional early-1960s visual character, while a 165R13 blackwall radial presents a later, more understated road-use look.

That difference matters most when the rest of the car has been restored with a clear design intent. Buyers aiming for a vintage visual balance usually consider construction, sidewall treatment, and wheel width together, because even when the rim diameter stays at 13 inches, the overall presentation can shift noticeably between bias-ply and radial choices.

Yes. A 1961 Ford-Taunus 17M with aftermarket wheels, altered suspension, or body changes may need closer fitment review even when the tire size matches a correct 13-inch application. Changes in wheel width or offset can affect how a radial or bias-ply tire sits in the car.

That is especially important when moving between original-style bias-ply sizes and radial equivalents, because the wheel and clearance requirements may not line up exactly with the car's current setup. A quick inspection of steering clearance, fender space, and wheel dimensions can prevent choosing a size that looks correct on paper but clashes in service.

Before road use, inspect the wheels for correct diameter and width, make sure the tires are seated properly, and confirm there is no interference at full steering lock or normal suspension travel. It is also smart to check valve stems, lug fasteners, and tire pressure before the first drive.

On a collector car like a 1961 Ford-Taunus 17M, the rest of the chassis deserves attention too. Brake condition, worn steering parts, weak shocks, and tired suspension bushings can affect how any new tire feels on the road, so a sound mechanical baseline helps the chosen tire perform as intended.

Tires on a collector 1961 Ford-Taunus 17M should be checked regularly for pressure loss, tread wear, sidewall cracking, cuts, bulges, and signs of age-related hardening. Cars that are driven infrequently still need inspections, because low annual mileage does not prevent tire aging.

Storage conditions matter almost as much as mileage on a vintage vehicle. Keeping the car away from prolonged sunlight, moisture, and ozone sources helps preserve the tires, and occasional movement can reduce flat spotting during long periods of inactivity. Any tire showing visible deterioration should be evaluated before the car returns to regular road use.