1966 Ford-Taunus 12M Tires

The 1966 Ford-Taunus 12M uses three primary tire sizes: 155R13 radial, 560-13 bias-ply, and 590-13 bias-ply. Base and TS models use 155R13 and 560-13, while the Wagon uses 590-13. All of these fitments use a 13-inch rim diameter.

The practical question is not just size, but which sub-model and wheel setup the car actually has today. A Base or TS may be set up around either a radial or a bias-ply fitment, while the Wagon should be matched to its own size. Confirm the sub-model first, then check wheel width and clearance before choosing among the available tire styles.

The tire fitments used on the 1966 Ford-Taunus 12M are built around a 13-inch rim diameter. That is true for the radial 155R13 as well as the bias-ply 560-13 and 590-13 sizes. Rim diameter is consistent even though the tire sizes and constructions vary.

That shared 13-inch diameter simplifies one part of the decision, but it does not make every tire automatically interchangeable. Wheel width still matters, especially when moving between bias-ply and radial choices or comparing Wagon fitment to Base and TS fitment. Measuring the actual wheels on the car is a smart step, particularly if they may have been replaced over the years.

No. The 1966 Ford-Taunus 12M Base and TS share the same fitment pattern, using 155R13 radial and 560-13 bias-ply sizes. The Wagon differs, using 590-13 bias-ply tires. That means sub-model identification affects the correct tire choice.

This matters because the Wagon should not be treated as though it uses the same tire setup as the sedan-based versions. A buyer looking at period-style whitewalls, radial alternatives, or wheel-width suitability needs to start with the exact version of the car. Once the sub-model is confirmed, the remaining decisions become much more straightforward.

560-13 is a bias-ply tire size on the 1966 Ford-Taunus 12M. It is one of the primary fitments used on Base and TS models and represents the traditional numeric sizing system common to many period tires. That makes it different from the 155R13 radial also used on those sub-models.

Choosing 560-13 usually means keeping a more vintage construction and appearance, especially with the available whitewall options. Buyers considering a change away from bias-ply should compare the radial equivalents tied to 560-13 rather than assuming any 13-inch radial will do the same job. Wheel width and vehicle clearance should be checked before making that switch.

For 560-13, the radial-equivalent choices are 155R13, P155/75R13, and P155/70R13. For 590-13, the radial-equivalent choices are 165R13, P165/75R13, and P175/70R13. The first option in each group is an 80-series metric radial, followed by 75-series and 70-series P-metric alternatives.

Those equivalents provide useful paths for comparing modern radial sizing conventions to the original bias-ply fitments, but they are still alternatives that need verification on the actual car. A recommended rim-width range of 4 to 5 inches applies to these conversions. Wheel width, overall tire proportions, and fender or suspension clearance should all be reviewed before changing construction.

Start by confirming the exact original bias-ply size on the car, then compare it only to the radial equivalents associated with that size. A 560-13 conversion points to 155R13, P155/75R13, or P155/70R13, while a 590-13 conversion points to 165R13, P165/75R13, or P175/70R13.

The next checks are wheel width, rim condition, and vehicle clearance through steering and suspension travel. The recommended rim-width range for those radial equivalents is 4 to 5 inches. It also helps to consider how the car is used, because a driver-focused setup and a restoration-oriented setup may lead to different construction choices even when the size relationship is correct.

Start with the exact sub-model, because Base and TS can use 155R13 radial or 560-13 bias-ply tires, while the Wagon uses 590-13 bias-ply. After size, the next key choice is construction. Radial and bias-ply options give the car a different look and may suit different ownership goals.

From there, compare the details that matter for your intended use: wheel-width compatibility, sidewall treatment, tire series, load figures where stated, and whether the car is being maintained as a driver or a period-style restoration. A blackwall radial creates a different visual effect than a wide whitewall bias-ply, even before driving feel enters the decision.

The available sidewall styles for the 1966 Ford-Taunus 12M include blackwall, narrow whitewall, and wide whitewall. Blackwall options appear in the 155R13 radial fitment, while the 560-13 and 590-13 bias-ply choices are offered with whitewall treatments. That creates a clear visual split between the radial and bias-ply product families.

Sidewall style affects the car’s presentation as much as construction does. A blackwall radial tends to suit a cleaner, more understated look, while a narrow or wide whitewall pushes the car toward a stronger period-style appearance. Matching the sidewall to the car’s trim, wheel covers, and overall restoration direction usually produces a more coherent result than choosing by size alone.

Michelin, Dunlop, BFGoodrich, and Firestone all offer tires within the fitments used on the 1966 Ford-Taunus 12M. Michelin and Dunlop cover the 155R13 radial fitment, while BFGoodrich and Firestone appear in the 560-13 bias-ply range, and BFGoodrich also covers the 590-13 Wagon fitment.

Brand matters mainly as part of a broader comparison rather than as a standalone decision. It makes more sense to compare each brand within the correct size, construction, and sidewall style for the specific car. Once the fitment is confirmed, series name, rim-width suitability, load specification, and the visual character of the tire usually become the more useful points of comparison.

A period-style 1966 Ford-Taunus 12M usually points toward the bias-ply fitments rather than the radial one. Base and TS models can be evaluated around 560-13 bias-ply tires, while the Wagon uses 590-13 bias-ply. Those sizes preserve the traditional numeric tire format associated with the car’s era.

The final choice still depends on the exact sub-model and the appearance you want the finished car to present. Whitewall width can noticeably change the look, especially on a compact mid-1960s European car. If strict originality matters, compare the tire choice against marque-specific historical references and the actual configuration of the vehicle before settling on a final setup.

Tire construction changes the visual character of a restored 1966 Ford-Taunus 12M in a noticeable way. A bias-ply tire in 560-13 or 590-13 gives the car a more traditional period presentation, especially with whitewall styling. The 155R13 radial fitment creates a more modernized look, particularly in blackwall form.

That difference matters because tire choice can either reinforce a restoration-oriented appearance or shift the car toward a more driver-focused setup. Construction should be considered alongside wheel style, ride height, and sidewall treatment so the overall result feels consistent. Even on a compact car, tires are visually prominent enough to influence how authentic the finished vehicle appears.

Yes. Modifications can change tire fitment on a 1966 Ford-Taunus 12M even when the tire size itself is correct for the model. Aftermarket wheels, altered wheel width, suspension changes, ride-height adjustments, or bodywork repairs can all affect how a 155R13, 560-13, or 590-13 tire sits in the car.

That is why the actual vehicle should be checked rather than relying only on the nominal tire size. A car with non-original wheels may need closer attention to rim width, while a lowered or altered suspension may change steering or fender clearance. Taking measurements before mounting tires is especially important on collector cars with a long modification history.

Before road use, inspect the wheels, valve stems, lug hardware, and overall clearance around the tires. The 1966 Ford-Taunus 12M should also be checked for suspension wear, brake drag, and any signs that the tires contact fenders or steering components. Proper inflation and even seating on the rim matter as much as the size itself.

A short local drive followed by a second inspection is a smart habit on a collector vehicle. Recheck tire pressure, look for rubbing marks, and verify that the car tracks normally through turns and braking. That quick follow-up helps catch setup issues early, especially when changing from an older worn tire to a fresh radial or bias-ply replacement.

Collector-car tires on a 1966 Ford-Taunus 12M should be inspected regularly for pressure loss, cracking, flat spotting, tread wear, cuts, and sidewall bulges. Low-use cars often age their tires before they wear them out, so visual condition matters every bit as much as remaining tread depth. Clean, dry storage also helps preserve the tire over time.

Ongoing maintenance should include periodic pressure checks, occasional movement to avoid prolonged flat spotting, and protection from long exposure to sunlight, heat, and ozone sources. It is also worth checking alignment and suspension condition if wear begins to look uneven. A tire that appears acceptable at a glance can still deserve closer inspection before a longer drive.