1966 Ford-Taunus Tire Fitment Guide

1966 Ford-Taunus vehicles use five sizes across three models. The 12M uses 155R13, 560-13, and 590-13, while the 17M and 20M use 175R13 and 640-13. Every size here mounts on a 13-inch rim, but the recommended rim width range changes by size where product specifications are available: 155R13 fits 4.00 to 5.50 inches, 560-13 fits 3.50 to 4.50 inches depending on the product, 590-13 fits 3.50 to 4.00 inches, and 640-13 fits 4.00 to 4.50 inches.

That means the first fitment question on a 1966 Ford-Taunus is model identification, not just wheel diameter. A 12M owner has a different group of acceptable sizes than a 17M or 20M owner, even though all three use 13-inch wheels. Once the model is confirmed, compare construction type and wheel width against the actual wheel on the car so the tire choice matches both the vehicle and the intended use.

On a 1966 Ford-Taunus, 560-13 is a numeric bias-ply size. The 5.60 figure refers to the nominal section width, while 13 is the wheel diameter in inches. That format belongs to the bias-ply era and does not use modern metric sizing language. For the Taunus 12M, 560-13 is one of the period-style fitments and appears with whitewall variations rather than Blackwall radial treatment.

Understanding that code helps separate a restoration-oriented bias-ply tire from a later-style radial alternative such as 155R13. Even though both mount on 13-inch wheels, they represent different construction eras and a different visual character. If your goal is authenticity in stance and sidewall appearance, 560-13 belongs in that conversation; if your goal is a radial fitment, you would look to the metric option instead.

On a 1966 Ford-Taunus, 155R13 is a Euro-metric radial size. The 155 indicates a nominal section width of 155 millimeters, the R denotes radial construction, and the 13 is the wheel diameter in inches. Because no aspect ratio is shown in the size itself, it follows the conventional Euro-metric radial profile used in period applications. Within the Taunus range, 155R13 applies to the 12M rather than to the 17M or 20M.

That makes 155R13 easier to distinguish from the numeric bias-ply sizes also used on the 12M. It is the choice to evaluate when the car is being kept on a radial fitment, especially if you want the slimmer European radial look associated with compact mid-1960s cars. Before finalizing the choice, compare the wheel width on the car to the tire's approved range so the fitment remains correct at the rim as well as at the model level.

No, 1966 Ford-Taunus models do not all use the same tire size. The 12M uses 155R13, 560-13, or 590-13, while the 17M and 20M use 175R13 or 640-13. All of those tires share a 13-inch rim diameter, but the size family and construction type change with the model. The larger Taunus models move into larger overall fitments than the compact 12M.

That distinction matters because a 13-inch rim alone is not enough to identify the correct tire for a 1966 Ford-Taunus. A buyer comparing only wheel diameter could easily end up looking at the wrong width and construction. Start by confirming whether the car is a 12M, 17M, or 20M, then narrow the choice to the sizes associated with that model before comparing sidewall style or brand.

For a 1966 Ford-Taunus 12M, the difference between 155R13 and 560-13 is mainly construction type and presentation. The 155R13 is a radial in a European metric format and appears here in Blackwall form, while the 560-13 is a numeric bias-ply with whitewall choices. Both fit 13-inch wheels, but they belong to different tire traditions and create a different visual and driving character on the car.

A 12M owner leaning toward period appearance and traditional sidewall styling will usually focus on 560-13. A 12M owner who wants to stay with a radial format associated with later driving expectations will usually compare 155R13 options instead. The right answer depends less on wheel diameter than on whether the car is being restored around a bias-ply look or driven with a preference for radial construction.

Sidewall style varies by size on 1966 Ford-Taunus tires. The 155R13 radial appears in Blackwall form, while the 560-13 bias-ply is available in both Narrow Whitewall and Wide Whitewall versions. The 590-13 and 640-13 bias-ply sizes appear in Wide Whitewall form. That creates a clear visual split between the radial 12M option and the bias-ply choices used across the range.

For a mid-1960s European Ford, the most authentic sidewall look can depend on market, trim level, and restoration goal, so it is worth checking period photos or a Taunus marque source if originality is the priority. If the car is being built for a particular visual statement rather than strict factory presentation, the whitewall widths give the small 13-inch tire a noticeably different character without changing the underlying wheel diameter.

1966 Ford-Taunus tire coverage here comes from Michelin, Dunlop, BFGoodrich, and Firestone, depending on size. The 155R13 radial is available from Michelin and Dunlop, the 560-13 bias-ply from BFGoodrich and Firestone, and the 590-13 and 640-13 bias-ply sizes from BFGoodrich. Brand choice is not uniform across the full Taunus range because each size has its own mix of offerings.

That means brand selection starts after the correct model and size have been identified. A 12M owner has the broadest spread because both radial and smaller bias-ply sizes are in play, while 17M and 20M owners are working within the larger 13-inch fitments tied to those models. Once the size is settled, compare the available sidewall treatment and construction first, then decide which brand best fits the car's intended presentation.

Rim width depends on the specific tire size used on a 1966 Ford-Taunus. The 155R13 radial fits 4.00 to 5.50-inch rims, 560-13 fits either 3.50 to 4.00 or 4.00 to 4.50-inch rims depending on the product, 590-13 fits 3.50 to 4.00-inch rims, and 640-13 fits 4.00 to 4.50-inch rims. Those ranges matter because every size mounts on a 13-inch wheel, but not every 13-inch wheel is the same width.

The practical step is to measure the wheel already on the car before choosing among sizes that share the same diameter. That is especially important on a 12M, where both metric radial and numeric bias-ply fitments exist. A tire can be correct by model and still be wrong for the wheel if the rim width falls outside the approved range for that specific product.

Inner-tube requirements vary by size and product on 1966 Ford-Taunus tires. One 155R13 radial is marked TL for tubeless use, while another 155R13 radial does not carry the same tube marking in the size description. The bias-ply sizes here do not carry a TL marking in their size descriptions. That makes tube fitment something to verify at the product level rather than assuming one answer covers the whole Taunus range.

Wheel condition also matters, especially on original steel wheels that may have seen decades of service. Even when a tire is built for tubeless use, the wheel itself must be suitable and in good shape to support that setup properly. If the car still has original wheels or a long restoration history behind it, confirm both the tire marking and the wheel condition before deciding on tube use.

Every 1966 Ford-Taunus tire size here uses a 13-inch rim diameter, so the original wheel diameter can align across the range. That said, the rim width requirement changes by size, from as narrow as 3.50 inches on some bias-ply fitments to as wide as 5.50 inches for the 155R13 radial. Diameter compatibility alone does not confirm that every original wheel is suitable for every size.

A 12M owner comparing 560-13, 590-13, and 155R13 should be especially careful, because those choices cover different approved rim-width windows despite sharing the same wheel diameter. The same logic applies to 17M and 20M owners comparing 640-13 with a 175R13 radial route. Confirm the actual wheel width and the intended tire size together rather than assuming any factory 13-inch wheel can interchange across all Taunus models.

A 1966 Ford-Taunus should be stored away from direct sunlight, standing water, electric motors, battery chargers, and other ozone sources that accelerate sidewall aging. Keep the tires clean and properly inflated, and if the car will sit for long periods, move it occasionally or support it in a way that reduces long-term loading on one contact patch. Bias-ply tires tend to flat-spot more readily during static storage, while any collector tire can develop cracking faster if it lives in heat and UV exposure.

Those habits matter because many Taunus cars spend more time parked than driven, and storage damage often arrives before tread wear becomes an issue. A car that feels harsh or thumps on the first miles after storage may simply be working temporary flat spots out of the casing, especially with bias-ply construction. Good indoor storage conditions do more for tire longevity than low annual mileage by itself.

Tires on a 1966 Ford-Taunus are usually judged by age and condition more than by mileage. A sensible rule is to begin evaluating them closely once they are five to seven years old and to treat around ten years as the point where replacement deserves serious consideration even if the tread still looks good. The DOT date code on the tire is the starting point for that conversation, along with signs of hardening, cracking, or repeated loss of air pressure.

Collector cars can make old tires look deceptively healthy because they are driven so little. A Taunus that comes out only for weekend drives or shows may never wear a set out in the normal sense, but rubber still ages from time, heat cycles, and storage conditions. If the tire's age and condition do not inspire confidence, replacement is usually the smarter choice than trying to stretch a few more seasons from an aging set.

Tires on a 1966 Ford-Taunus should be inspected before every drive, with a more thorough check before any longer outing. Look for sidewall cracking, cuts, bulges, uneven tread wear, embedded debris, and any sign that the tire is not holding pressure consistently. On cars running tube-type-style fitments or older wheel hardware, the valve stem area deserves special attention as well because air loss can come from more than the tread and casing.

A quick walkaround is often enough to catch the problems that strand collector cars: a slowly deflating tire, a damaged sidewall, or a spare that has not been checked in years. Longer drives raise the stakes because heat buildup exposes weaknesses that short local trips may not reveal. Making tire inspection part of the normal pre-drive routine is one of the simplest ways to keep an older Taunus enjoyable and predictable on the road.

For a 1966 Ford-Taunus 12M, bias-ply fitments such as 560-13 and 590-13 reflect the tire construction that was still standard across much of the period, while 155R13 represents the radial format also associated with European cars of the era. That means the original answer can depend on market and specification rather than there being one single tire story for every 12M. No original-equipment brand should be assumed without period literature or marque-specific confirmation.

For restoration work, the best path is to use the size family that matches the car's build history and the presentation you are aiming for. A concours-minded owner should verify the exact size, construction, and sidewall treatment against factory manuals, sales material, or Taunus club sources. That extra step matters more on European Fords than many American cars because radial adoption and market variation could overlap in the same model year.

Correct tire fitment does matter when a 1966 Ford-Taunus is judged for originality. Size, construction type, and sidewall style all influence whether the car looks period-appropriate, and judges or knowledgeable enthusiasts will often notice if a compact 12M is wearing a modern-looking radial presentation when the restoration theme calls for a bias-ply whitewall, or if a larger 17M or 20M carries a visibly mismatched size family.

That does not mean every show car must wear the same tire, because the right answer can vary with market, class, and restoration goals. It does mean the owner should make a deliberate choice rather than treating any 13-inch tire as close enough. For event-specific standards, marque clubs and judging manuals remain the best way to confirm exactly how strict the expectation will be.

For the 1966 Ford-Taunus 12M, BFGoodrich and Firestone both cover the 560-13 bias-ply size, but the sidewall choices and approved rim widths are not identical. BFGoodrich offers both a 1.00-inch Narrow Whitewall and a 2.25-inch Wide Whitewall with a 3.50 to 4.00-inch rim-width range, while Firestone offers a 2.25-inch Wide Whitewall with a 4.00 to 4.50-inch rim-width range. Load capacity is the same at 850 pounds at 30 psi.

That makes the decision less about capacity and more about appearance and wheel match. If the car's wheel is on the narrower side, the BFGoodrich options align with that range and also allow a narrower whitewall look. If the wheel is wider within the 560-13 family, the Firestone option may suit the wheel better while keeping the broad whitewall style associated with many period restorations.

1966 Ford-Taunus tires can be suitable for highway driving when the size, condition, inflation, and construction all match the car and the intended use. The 155R13 radial options here carry H speed ratings, which correspond to 130 mph, while the bias-ply products do not show the same kind of modern speed-letter detail in their size markings. In normal real-world use, a properly maintained Taunus is more likely to be limited by its age, brakes, suspension condition, and overall mechanical readiness than by an H-rated radial's top speed ceiling.

Safety on the highway is really about using an age-appropriate tire in sound condition and driving the car within its own capabilities. A fresh, correctly fitted bias-ply tire can still be entirely appropriate for period-style touring, but it will not feel the same as a radial on grooved pavement or in crosswinds. Match the tire to the way the car will actually be driven rather than choosing purely by appearance or purely by speed letter.

Inflation pressure on a 1966 Ford-Taunus should follow the vehicle's factory recommendation first, with the tire manufacturer's rating used as the tire's upper reference rather than as a universal operating pressure. Among the bias-ply sizes here, 560-13 is rated at 850 pounds at 30 psi, 590-13 at 970 pounds at 32 psi, and 640-13 at 1,045 pounds at 32 psi. Those figures describe load capacity at a stated pressure and should not be transferred from one size to another or treated as one pressure for every Taunus model.

The practical takeaway is to avoid guessing across the range just because all of the tires mount on 13-inch wheels. A 12M on 560-13 and a 17M on 640-13 are not operating from the same size baseline, and a radial setup should also be checked against the manufacturer's own guidance. If the owner's manual is available, use it as the starting point and then confirm the chosen tire's pressure guidance before setting final cold inflation.

Before a longer drive in a 1966 Ford-Taunus, inspect all four tires and the spare for cracking, cuts, bulges, irregular wear, and correct cold inflation. Check valve stems carefully, especially if the car uses older wheel hardware or a tube-type-style setup, and make sure the wheel nuts are secure and the jack and spare are actually usable. A longer run also deserves a broader mechanical check because tire condition is only one part of road readiness on a mid-1960s car.

That broader check should include brakes, steering play, fluid levels, charging health, and whether the car tracks straight without vibration. Tires often reveal problems elsewhere, such as poor alignment or suspension wear, so a quick drive around town before a major outing is worthwhile if the car has been sitting. A little preparation goes a long way with an older Taunus, and it helps turn the trip into a pleasure drive instead of a roadside diagnosis.