1960 Ford-Taunus Tire Fitment Guide

1960 Ford-Taunus vehicles use four sizes across two models: 155R13, 560-13, 590-13, and 165R13. The 12M uses 155R13, 560-13, and 590-13, while the 17M uses 165R13 and 590-13. All four sizes mount on 13-inch rims. Rim width ranges where established are 4.00 to 5.50 inches for 155R13, 3.50 to 4.50 inches across the available 560-13 products, 3.50 to 4.00 inches for 590-13, and 4.50 to 6.00 inches for 165R13.

That means year and make alone are not enough for a final choice on a 1960 Ford-Taunus. Start by identifying whether the car is a 12M or 17M, then compare the size on the car now with the wheel it is mounted on. If the goal is authenticity, the bias-ply sizes keep the period look; if regular road use is more important, the radial sizes are the ones to study more closely for the model that applies to your car.

On a 1960 Ford-Taunus, 560-13 is a numeric bias-ply size. The 5.60 figure is the nominal section width in inches, written without the decimal, and the 13 is the wheel diameter in inches. It does not indicate a radial construction, and the available examples are traditional bias-ply tires. Within the 1960 Ford-Taunus range, 560-13 belongs to the 12M.

A buyer reading 560-13 should think in terms of period fitment rather than modern metric sizing. Numeric bias-ply sizes are especially common on small European and American cars from this era, and sidewall appearance is often part of the decision, since this size appears in both narrow whitewall and wide whitewall form. When comparing it to 155R13 on a 12M, the real difference is not wheel diameter but construction type and visual character.

No. The 1960 Ford-Taunus 12M and 17M share only one size, 590-13. The 12M also uses 155R13 and 560-13, while the 17M has its own radial size, 165R13. Every one of those sizes fits a 13-inch wheel, but the tire size itself still changes with the model.

That distinction matters because a 12M owner can be comparing both model-specific radial and bias-ply options, while a 17M owner is choosing between a shared bias-ply size and a larger model-specific radial. If a car has changed wheels or tires during its life, confirm the sidewall marking on the car and the wheel width before assuming the same size used on another 1960 Ford-Taunus model will be the right match.

For a 1960 Ford-Taunus 12M, the 560-13 is a bias-ply tire and the 155R13 is a radial. Both mount on 13-inch wheels, but they represent two different approaches to the same car. The 560-13 comes with whitewall options and follows a more traditional period-style presentation, while the 155R13 comes as a blackwall radial from Michelin or Dunlop with H speed ratings in the products offered for that size.

Choose 560-13 if the priority is a restoration-minded look and the driving character associated with a bias-ply tire. Choose 155R13 if the priority is a model-appropriate radial fitment with a more modern visual and road-use orientation. The smartest next step is to compare the wheel width on the car to the rim width range for the size you prefer, since the 12M can legitimately point in either direction.

1960 Ford-Taunus tires are available in both blackwall and whitewall styles, depending on size. The radial sizes, 155R13 and 165R13, appear as blackwalls. The bias-ply sizes carry the decorative sidewall options: 560-13 comes in narrow whitewall and wide whitewall form, while 590-13 appears as a wide whitewall. That split fits the period, since whitewalls were often part of the visual identity on late-1950s and early-1960s passenger cars.

If your 1960 Ford-Taunus is being restored with appearance as the main priority, sidewall style can matter almost as much as the size itself. A radial blackwall gives a restrained, more modern look, while a bias-ply whitewall pushes the car toward its showroom-era presentation. For judged events, marque-specific expectations can vary by market and trim, so sidewall style is worth confirming before making a final cosmetic choice.

Three brands cover 1960 Ford-Taunus fitments: Michelin, Dunlop, and BFGoodrich, with Firestone also present in 560-13. Michelin and Dunlop supply the radial blackwall sizes, 155R13 and 165R13. BFGoodrich covers both 560-13 and 590-13 in bias-ply whitewall form, while Firestone appears in 560-13 as a wide whitewall bias-ply option. The brand mix gives the Taunus owner both European-style radial choices and traditional American classic-tire styling choices.

That brand spread is helpful because the decision is not only about the name on the sidewall. A 12M owner may be choosing between European radial character and whitewall bias-ply appearance, while a 17M owner may be comparing a shared bias-ply look against a model-specific radial size. It makes sense to narrow the choice by size and sidewall style first, then compare the brand and series that best suit the car’s intended use.

Rim width depends on the tire size used on a 1960 Ford-Taunus. The 155R13 radial fits 4.00 to 5.50-inch rims, 590-13 fits 3.50 to 4.00-inch rims, and 165R13 fits 4.50 to 6.00-inch rims. The 560-13 range spans 3.50 to 4.50 inches across the products offered in that size, with some built for 3.50 to 4.00-inch rims and others for 4.00 to 4.50-inch rims.

That is why wheel width needs to be checked before settling on a replacement tire for a 1960 Ford-Taunus, even though every size uses a 13-inch diameter. A car wearing its original narrow steel wheels may naturally suit one size range better than another, while a car that has been changed over the years may not. Measuring the wheel or confirming the stamped wheel size avoids forcing a tire onto a rim it was not intended to use.

Inner-tube requirements on a 1960 Ford-Taunus depend on the specific size and product. The radial sizes include tubeless-marked examples, such as the Michelin 155HR13 78H TL and Michelin 165HR13 82H TL, while other radial products in those sizes are not marked the same way. The bias-ply products here do not carry a TL marking in their size descriptions, so tube use should be confirmed against the tire’s own sidewall marking and the wheel being used.

The practical rule is to treat tube use as a product-by-product and wheel-by-wheel decision on a 1960 Ford-Taunus rather than assuming every tire in a given size is identical. Original wheel design, wheel condition, and the tire’s own construction all matter. Before mounting, confirm whether the chosen tire is intended to run tubeless and whether the wheel is suitable for that use, especially on a collector car that may still wear older rims.

Original 1960 Ford-Taunus wheels can often be used across the available tire choices because every size in this year and make uses a 13-inch rim diameter. That diameter compatibility applies whether the car is fitted with 560-13, 590-13, 155R13, or 165R13. The point that still needs attention is wheel width, because the radial and bias-ply sizes do not all share the same acceptable rim-width range.

A narrow factory wheel that works well with 590-13 or some 560-13 applications may not be the right match for a wider radial such as 165R13. Conversely, a wheel that suits 165R13 may sit outside the narrowest bias-ply recommendations. The safe approach is to confirm both the 13-inch diameter and the actual wheel width before treating the original wheel as interchangeable across every tire option in the 1960 Ford-Taunus range.

A 1960 Ford-Taunus should be stored in a cool, dry, dark space away from direct sunlight, electric motors, welders, battery chargers, and other ozone-producing equipment that can age rubber. Keep the tires properly inflated and move the car periodically so one section of the tread is not carrying the load for months at a time. Bias-ply tires such as 560-13 and 590-13 are especially prone to temporary flat-spotting during long static storage, while any older tire can suffer from sidewall checking if exposed to heat and ozone.

For longer storage intervals, many collector owners either roll the car occasionally or support it in a way that reduces prolonged stress on the tires without leaving the suspension fully hanging. Clean floors, moderate temperatures, and simple tire covers also help. If your 1960 Ford-Taunus is stored for seasons at a time, make tire care part of the same plan you use for fuel, battery, and brake-system maintenance.

Tire life on a 1960 Ford-Taunus is usually governed more by age than by mileage, since many collector cars see limited annual use. A sound rule is to begin evaluating tires closely once they are around five to seven years old and to treat ten years as a serious replacement point regardless of tread depth. The DOT date code on the tire sidewall is the reference for age, and that matters for both radial and bias-ply products.

A lightly driven 1960 Ford-Taunus can still be riding on tires that look presentable but have hardened, cracked, or lost flexibility with time. Tread depth alone is not enough. If the car is driven on modern roads at sustained speed, age becomes even more important than appearance, so checking date codes and overall condition should be part of routine ownership rather than something saved for the next restoration phase.

Tires on a 1960 Ford-Taunus should be inspected before every drive and again before any extended outing. Look for sidewall cracking, cuts, bulges, uneven wear, embedded debris, and signs of pressure loss. On cars using tube-type-style fitments or older wheels, valve stems and the condition around the bead area deserve extra attention because air-loss issues may not always begin in the tread itself.

Regular inspection is especially important on a collector car that may sit for long periods, then return to service for a weekend event or road trip. A short local drive can hide developing problems that become more serious once the tires build heat. Taking a few minutes to inspect and set pressures before departure is one of the simplest ways to protect both the 1960 Ford-Taunus and the people riding in it.

For a 1960 Ford-Taunus 12M, the period-correct starting point is bias-ply construction, reflected here by 560-13 and 590-13. The 12M also has a radial option in 155R13, which reflects the era’s growing acceptance of radial tires in Europe. That mix is historically believable for a German-market family car at the turn of the 1960s, but the exact original fitment can still vary with market, equipment level, and delivery specification.

If authenticity is the goal, begin with the sidewall marking the car carried when new, then compare it to factory literature, surviving original cars, or Taunus marque specialists. Bias-ply whitewalls will usually read as more overtly period-styled, while a blackwall radial may match a later or market-specific replacement tradition instead of first-delivery presentation. For a judged restoration, confirming what was correct for your exact 12M is worth the extra research.

Correct tire fitment does matter when a 1960 Ford-Taunus is shown, especially in classes that reward factory-correct appearance. Judges and knowledgeable enthusiasts often notice size, construction type, sidewall style, and overall tire profile because those details strongly affect how the car sits and reads visually. A modern-looking radial blackwall on a car restored for strict originality may stand out just as quickly as the wrong whitewall treatment on a period-themed presentation.

That does not mean every show applies the same standard. Some events are relaxed about tasteful radial substitutions, while concours-style judging can be much stricter about construction and sidewall appearance. Before finalizing tires for a show car, compare your planned fitment against event rules, period photos, and guidance from Ford of Germany or Taunus enthusiast communities so the tire complements the restoration instead of becoming an avoidable deduction.

For a 1960 Ford-Taunus 17M, the bias-ply 590-13 is the most traditionally period-oriented fitment in this range, while 165R13 represents the model-specific radial alternative. That aligns with the broader transition taking place in Europe, where radial technology was becoming more common but had not erased bias-ply use overnight. No single original-equipment brand should be assumed from that alone, but the size and construction give a useful historical framework.

Owners restoring a 17M for authenticity should verify whether their car’s market and build preference point toward a bias-ply presentation or an early radial one. Surviving service literature, period road tests, and Taunus clubs can help settle close questions that the size range alone cannot answer. Once the correct direction is established, sidewall appearance becomes the next important decision because it changes the car’s visual character immediately.

1960 Ford-Taunus tires can be suitable for highway use when they are the correct size, properly mounted, correctly inflated, and in sound condition. The radial sizes offered here carry H speed ratings, which correspond to 130 mph, while the bias-ply sizes do not show modern letter-speed markings in the same way. In real-world use, the car’s own brakes, suspension, steering condition, and overall mechanical health are often more important limits than the raw speed capability of the tire itself.

For a roadgoing 1960 Ford-Taunus, safety comes from the complete system rather than the sidewall code alone. A fresh radial on a worn front end is not a cure for wandering or poor braking, and an older bias-ply tire with age cracking should not be trusted simply because it looks period-correct. Match the tire to the car’s use, inspect it carefully, and keep expectations in line with what a small 1960-era sedan was designed to do.

Inflation pressure for a 1960 Ford-Taunus should begin with the factory recommendation for the specific model, then be checked against the tire maker’s guidance for the exact product being used. The available load-and-pressure figures here are size-specific: 560-13 products show 850 pounds at 30 psi, 590-13 shows 970 pounds at 32 psi, and one 165R13 product shows 1,047 pounds. Those figures describe the tire’s rated load relationship and should not be transferred from one size to another as a universal setting.

In practice, the original owner’s manual or factory placard remains the best reference for the car’s intended operating pressure, especially if the vehicle is lightly loaded and used for normal touring. Reproduction and modern radial products may have different construction characteristics than the car had when new, so it is smart to keep both the vehicle recommendation and the tire manufacturer’s rating in view. Set pressures cold and recheck them regularly.

Before a longer drive in a 1960 Ford-Taunus, inspect every tire for cracking, cuts, bulges, uneven wear, and any sign of air loss. Confirm cold pressures, look closely at valve stems, and check the spare as carefully as the four road tires. If the car uses an older tube-type-style setup, pay extra attention to valve hardware and any slow leaks that may have developed during storage.

Tires are only one part of the pre-trip check on a 1960 Ford-Taunus, but they are one of the easiest places to prevent trouble before it starts. A longer run also calls for a look at wheel fasteners, brakes, steering response, fluid levels, and the general condition of belts and hoses. When a collector car has been sitting, a careful walk-around before departure is far more valuable than discovering a weakness after the car is already miles from home.