1968 Ford-Taunus Tire Fitment Guide

1968 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 one of those sizes fits a 13-inch rim. Where rim-width guidance is available, 155R13 fits 4.00 to 5.50-inch rims, 560-13 fits 3.50 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.

That means year and make alone are not enough for a 1968 Ford-Taunus tire choice. A 12M owner needs to stay within the 12M size group, while 17M and 20M owners need the larger pair of sizes. Once the model is confirmed, the next step is deciding whether you want a radial or bias-ply tire, then checking your actual wheel width before final selection.

On a 1968 Ford-Taunus, 560-13 is a numeric bias-ply size. The 560 portion is the old numeric width designation, and the 13 is the rim diameter in inches. This format belongs to the pre-metric era and does not read like a modern radial size because it reflects older bias-ply sizing practice rather than today’s millimeter-based system.

For a 1968 Ford-Taunus 12M owner, that matters because 560-13 is not simply another way to write 155R13. It points to a different construction type and a different look on the car, especially when whitewall styling is part of the restoration plan. If your goal is originality in appearance and period character, 560-13 makes sense; if your goal leans more toward radial behavior, the 12M’s radial option is the one to compare against.

No. The 1968 Ford-Taunus 12M uses its own set of sizes, while the 17M and 20M share a separate pair. The 12M can use 155R13, 560-13, or 590-13, and the 17M and 20M use 175R13 or 640-13. All of them are 13-inch fitments, but the size families are not interchangeable across the full model range.

That split reflects the different place each model occupied in the Ford-Taunus lineup. The practical takeaway is simple: identify the model before anything else. A buyer who starts with year and make only may end up comparing the right wheel diameter but the wrong overall size family, especially when moving between a smaller 12M and the larger 17M or 20M.

For a 1968 Ford-Taunus 12M, that choice is really a radial-versus-bias-ply decision. The 155R13 is a radial size in a Euro-metric format, while the 560-13 is a traditional numeric bias-ply size. Both fit 13-inch rims, but they represent two different periods of tire design and two different visual and driving character choices for the same model family.

A 12M owner restoring the car to a more period-authentic presentation will usually lean toward the numeric bias-ply option, especially when whitewall styling matters. A 12M owner planning more regular road use may prefer the radial size family. The key is to decide which matters more for your car: preserving an older bias-ply look and feel, or choosing the radial route while staying within the correct 12M fitment group.

1968 Ford-Taunus tires are available in blackwall and whitewall styles, depending on size. The radial 155R13 options for the 12M come in blackwall, while the numeric bias-ply sizes bring the whitewall choices: 560-13 is available in narrow whitewall and wide whitewall, and both 590-13 and 640-13 appear as wide whitewalls. That creates a clear visual difference between the radial and bias-ply offerings in this year and make.

For a late-1960s European Ford, blackwall generally feels more restrained and everyday, while whitewall bias-ply tires push the car toward a stronger period-restoration presentation. A buyer choosing for appearance should think about the intended personality of the finished car as much as the raw size itself. The right sidewall style can noticeably change how a 12M, 17M, or 20M sits visually, even when the rim diameter remains the same.

Three brands cover the 1968 Ford-Taunus range: Michelin, Dunlop, BFGoodrich, and Firestone, with brand availability depending on size. The 155R13 radial size comes from Michelin and Dunlop, 560-13 comes from BFGoodrich and Firestone, and 590-13 plus 640-13 come from BFGoodrich. That means the 12M has the broadest mix of brand choices because it spans both radial and bias-ply fitments.

Brand choice on a 1968 Ford-Taunus is often less about universal superiority and more about matching the tire’s construction, sidewall style, and visual character to the car. A Michelin or Dunlop radial speaks to the European side of the platform, while BFGoodrich and Firestone bias-ply options support a traditional vintage look. It is usually smarter to narrow the correct size and construction first, then compare the brands that exist within that exact fitment.

Rim-width guidance varies by size on 1968 Ford-Taunus vehicles. The 155R13 radial fits 4.00 to 5.50-inch rims. The 560-13 bias-ply size spans 3.50 to 4.50-inch rims depending on the product, while 590-13 fits 3.50 to 4.00-inch rims and 640-13 fits 4.00 to 4.50-inch rims. That range shows why two tires with the same 13-inch rim diameter may still suit different wheel widths.

Before ordering for a 1968 Ford-Taunus, measure or confirm the actual wheel width rather than assuming any 13-inch wheel is automatically correct. This is especially important on cars that may have changed wheels during decades of ownership. When two sizes are both plausible for the same model, wheel width can be the deciding factor that keeps the fit sensible and avoids a mismatch between tire shape and rim.

Inner-tube requirements can vary within the 1968 Ford-Taunus range. One 155R13 radial is clearly marked TL, meaning tubeless, while another 155R13 product is marked differently, so tube status varies by product in that size. The bias-ply 560-13, 590-13, and 640-13 options should be checked by the specific tire’s sidewall marking and by the wheel itself rather than assumed from size alone.

That matters because tube use is a wheel-and-tire decision, not just a size decision. Original-style wheels, older rim condition, and the exact construction of the tire all affect whether a tube is appropriate. A 1968 Ford-Taunus owner should confirm the sidewall marking on the chosen tire and inspect the wheel’s condition before installation, especially on a car that has seen many years of storage or prior restoration work.

A 1968 Ford-Taunus uses 13-inch tire sizes across the 12M, 17M, and 20M range, so wheel diameter compatibility is straightforward within each model’s correct size group. That means a 12M’s 155R13, 560-13, and 590-13 all share 13-inch rim diameter, and the 17M and 20M pair of 175R13 and 640-13 also share 13-inch diameter. Rim width still needs to be checked separately.

In practice, many original 1968 Ford-Taunus wheels can support more than one size option within the proper model family, but wheel width is what determines whether the match is sensible. A buyer should treat diameter as only the first checkpoint. If the car has aftermarket wheels or mixed wheels from another Ford application, confirm the actual width before moving between radial and bias-ply choices.

A stored 1968 Ford-Taunus should be kept out of direct sunlight and away from ozone-producing sources such as electric motors, battery chargers, and furnaces. Clean, dry flooring helps, and correct inflation matters before the car is parked for a longer period. Bias-ply tires tend to flat-spot more readily during long static storage, while both bias-ply and radial tires can suffer sidewall aging if they sit in heat or near ozone.

If the car will sit for months, roll it occasionally or support it in a way that reduces constant load on one contact patch. That is especially useful on a 12M, 17M, or 20M wearing bias-ply tires. Storage habits have a direct effect on how the car feels when it comes back out, and careful storage is often the difference between a smooth return to service and a tire that looks old before it has seen much road use.

Tire life on a 1968 Ford-Taunus is usually governed more by age than by mileage. Collector cars often cover limited miles, so a tire can look acceptable in tread depth while still aging out in the sidewall and internal structure. A sensible rule is to begin evaluating tires closely at five to seven years of age and to treat around ten years as the point where replacement deserves serious consideration, regardless of miles driven.

That timeline matters because a 1968 Ford-Taunus may spend long periods parked between drives, shows, or restoration phases. Check the DOT date code on the tire and combine that with a visual inspection for cracking, hardening, and irregular wear. Even a lightly used tire can become a weak point on an older car if time, storage conditions, and inactivity have done more damage than road use ever did.

Tires on a 1968 Ford-Taunus deserve a quick inspection before every drive and a more careful inspection before any longer outing. Look for sidewall cracking, cuts, bulges, uneven tread wear, and any sign that the tire is losing pressure between uses. If your car uses tube-type fitment or older-style valve hardware, pay close attention to valve stems and the wheel area as well.

Older collector cars often reveal tire problems only after sitting, not after daily commuting. A short pre-drive check can catch age-related issues before they become roadside problems. On a 1968 Ford-Taunus that has been parked for weeks or months, the inspection is also your chance to feel for flat-spotting, confirm pressure, and make sure the spare is in the same ready condition as the four tires on the ground.

For a 1968 Ford-Taunus 12M, both numeric bias-ply sizing and radial sizing belong to the period, with 560-13 and 590-13 representing the older numeric bias-ply approach and 155R13 representing the radial format that was becoming established in European cars by the late 1960s. Bias-ply construction had long been standard, while radial adoption was increasingly common in Europe during this era. Original-market details could vary by market and equipment level.

That means a restoration-minded 12M owner should think in terms of era-correct size family and construction first, rather than hunting for a single universal answer. If the car is being prepared for marque judging, confirm the expected construction type and sidewall treatment with Ford-Taunus clubs or event judges familiar with the specific market version. That extra step matters because a late-1960s European Ford may have more nuance than a simple one-size-fits-all restoration rule.

Correct tire fitment absolutely matters when a 1968 Ford-Taunus is judged for authenticity. Size family, construction type, and sidewall appearance all affect whether the car looks period-correct. A blackwall radial and a wide-whitewall bias-ply can both be valid vintage-style products, but they create very different impressions and may not be judged the same way depending on the event and the standard being applied.

For a serious show car, think beyond simple wheel diameter. Judges and knowledgeable enthusiasts often notice whether a 12M, 17M, or 20M is wearing the right style of tire for the car’s intended presentation. If the goal is concours-level accuracy, consult marque specialists and period photography before settling on a radial-versus-bias decision or a whitewall width, because those details can change the authenticity of the finished car.

Within the 560-13 size for the 1968 Ford-Taunus, BFGoodrich and Firestone share the same basic bias-ply construction and the same 850-pound load rating at 30 psi, but they differ in presentation and rim-width range. BFGoodrich offers both a narrow whitewall and a wide whitewall, each fitting 3.50 to 4.00-inch rims, while Firestone offers a wide whitewall version fitting 4.00 to 4.50-inch rims.

That makes the choice more specific than brand name alone. A 12M owner with a narrower wheel may naturally land on the BFGoodrich options, while a car with a slightly wider 13-inch wheel may better align with the Firestone version. Whitewall appearance also matters, since BFGoodrich gives you two visual treatments in the same size family and Firestone focuses on the broader whitewall look.

1968 Ford-Taunus tires can be appropriate for highway driving when they are correctly matched to the car, in sound condition, and used within their ratings. The 155R13 radial products carry an H speed rating, which corresponds to a 130 mph ceiling. The bias-ply sizes here do not show modern speed-letter markings in the same way, so their safe use depends heavily on condition, inflation, and the normal limits of a late-1960s car’s chassis, brakes, and suspension.

For most real-world driving, the bigger concern is not whether a 1968 Ford-Taunus tire can theoretically exceed highway speed, but whether the full car is healthy enough for sustained road use. Fresh inspection, correct pressure, and honest expectations matter more than chasing maximum speed capability. On an older Ford-Taunus, tire condition and mechanical readiness should guide the plan for any highway outing.

Inflation pressure on a 1968 Ford-Taunus should start with the factory recommendation for the car and then be checked against the chosen tire’s own rated figures. Among the sizes here, 560-13 carries 850 pounds at 30 psi, 590-13 carries 970 pounds at 32 psi, and 640-13 carries 1,045 pounds at 32 psi. Those figures are load-and-pressure ratings for the tires themselves, not a universal inflation setting for every Ford-Taunus model.

The practical approach is to use the owner’s manual or period factory guidance for the car’s baseline pressure, then confirm that your selected reproduction tire is suitable at that setting. Do not transfer a pressure number from one size to another just because both fit a 13-inch wheel. Construction type, load capacity, and wheel fitment all influence what pressure makes sense on a specific 12M, 17M, or 20M.

Before a longer drive in a 1968 Ford-Taunus, inspect each tire for cracking, cuts, bulges, uneven wear, and any sign of old impact damage. Confirm pressure when the tires are cold, and make sure the valve stems are sound. If the car uses tube-type fitment, include the valve hardware and wheel condition in the check, and do not forget to inspect the spare as carefully as the four road tires.

A longer trip is also the time to treat the tires as one part of a broader vintage-car inspection rather than as an isolated item. The best tire on the car cannot compensate for brake, suspension, or alignment issues that make an older vehicle unstable or hard on its tread. On a 1968 Ford-Taunus, a few minutes spent checking the full package before departure is far better than discovering age-related weaknesses once the drive is underway.