The Ford Capri is a car which was built by Ford of Europe from 1968 to 1986. It is a fastback coupé and was designed by Philip T. Clark, who had been involved in the design of the Ford Mustang.[1] It used the mechanical components from the Mk2 Ford Cortina and was intended as the European equivalent of the Ford Mustang. The Capri went on to be highly successful for Ford, selling nearly 1.9 million units in its lifetime. A wide variety of engines were used in the car throughout its production lifespan, which included V6 engines named Essex and Cologne at the top of the range, while the straight-four (Kent) and V4 (Taunus) engines were used in lower-specification models. Although the Capri was not officially replaced, the second-generation Probe was effectively its replacement after the later car's introduction to the European market in 1994.
History
Ford Capri Mk I (1969–1974)
Production of the Capri began in November 1968.[5][6] It was unveiled in January 1969 at the Brussels Motor Show, with sales starting the following month. The intention was to reproduce in Europe the success Ford had had with the North American Ford Mustang by producing a European pony car.
It was mechanically based on the Cortina, built at the Halewood plant for the United Kingdom and at Genk (Belgium), Saarlouis and Cologne (Germany) for Europe. The car was named Colt during its development stage, but Ford was unable to use the name, which had already been trademarked by Mitsubishi (and used since 1962 on its Colt).
The name Capri comes from the Italian island and this was the second time Ford had used the name, the previous model being the Ford Consul Capri, often just known as the Capri in the same way the Ford Consul Cortina and Ford Consul Classic rarely used the "Consul" in everyday use (the Ford Consul Cortina was officially renamed Ford Cortina in 1964).
Ford wanted the flashy fastback coupé to be affordable for a broad spectrum of potential buyers, which it made possible in part by making it available in a variety of engines. The British and German factories produced different Capri Mk I line-ups, with the continental model using the Ford Taunus V4 engine in 1.3, 1.5 and 1.7 L engine displacements, and British the Ford Kent straight-four in 1.3 and 1.6 L form. The Ford Essex V4 engine 2.0 L (British built) and Cologne V6 2.0 L (German built) served as initial range-toppers. At the end of the year, new sports versions were added: the 2300 GT in Germany, using a double-barrel carburettor with 125 PS, and in September 1969[7] the 3000 GT in the UK, with the Essex V6, capable of 138 hp.
Under the new body, the running gear was very similar to the 1966 Cortina. The rear suspension employed a live axle supported on leaf springs with short radius rods.[7] MacPherson struts were featured at the front in combination with rack and pinion steering (sourced from the Ford Escort) which employed a steering column that would collapse in response to a collision.[7]
The initial reception of the car was broadly favourable. The range continued to be broadened, with another 3.0 variant, the Capri 3000E introduced from the British plant in March 1970, offering "more luxurious interior trim".[7]
Ford began selling the Capri in the Australian market in May 1969[8] and in April 1970 it was released in the North American and South African markets. The South African Models initially used the Kent 1.6 engine and the V4 2.0 version of the Essex, although a Pinto straight-four 2.0 L replaced it in some markets in 1971. An exception, though, was the Perana manufactured by Basil Green Motors near Johannesburg, which was powered first by a 3.0 Essex engine and then by a 302ci V8 Ford Windsor engine after Ford South Africa began offering 3.0 Essex-engined options.[9] All North American versions featured the "power dome" hood and four round 53/4" U.S.-spec headlights. They carried no "Ford" badging, as the Capri was only sold by Lincoln-Mercury dealers (with the Mercury division handling sales) and promoted to U.S. drivers as "the sexy European".
The Capri was sold in Japan with both the 1.6 L and 2.0 L engines in GT trim. Sales were handled in Japan by Kintetsu Motors, then an exclusive importer of Ford products to Japan. The 2.0-litre engine attracted a higher annual road tax, but both models qualified as compact cars under the Japanese vehicle class system.
A new 2637 cc version of the Cologne V6 engine assembled by Weslake and featuring their special all alloy cylinder heads appeared in September 1971, powering the Capri RS2600. This model used Kugelfischer fuel injection to raise power to 150 PS and was the basis for the Group 2 RS2600 used in the European Touring Car Championship. The RS2600 also received modified suspension, a close ratio gearbox, lightened bodywork panels, ventilated disc brakes and aluminium wheels. It could hit 100 km/h from a standstill in 7.7 seconds.[10] The 2.6 L engine was detuned in September for the deluxe version 2600 GT, with 2550 cc and a double-barrel Solex carburettor. Germany's Dieter Glemser won the drivers' title in the 1971 European Touring Car Championship at the wheel of a Ford Köln entered RS2600 and fellow German Jochen Mass did likewise in 1972.
The first Ford Special was the Capri Vista Orange Special. The Capri Special was launched in November 1971 and was based on the 1600 GT, and 2000 GT models. It was only available in vista orange and was optional dealer fitted with a Ford Rally Sport boot mounted spoiler and rear window slats – a direct link to the Mustang. The Special also had some additional standard extras such as a push-button radio, fabric seat upholstery, inertia reel seat belts, heated rear screen and black vinyl roof.[11] There were only 1200 Vista Orange Capri Specials made.
One of the last limited editions of the original Mk I was the GTXLR Special, a version that came in either metallic green or black with red interior and featured some additional extras, such as cloth inserts in the seats, hazard lights, map reading light, opening rear windows, vinyl roof and for the first time a bonnet bulge was fitted to the sub-3.0-litre models. This special edition was only available with the 1.6 or 2.0 engines.
Mk I facelift
The Capri proved highly successful, with 400,000 cars sold in its first two years. Ford revised it in late 1971. It received new and more comfortable suspension, enlarged tail-lights (replacing the one sourced from the Escort Mk1) and new seats. Larger headlamps with separate indicators were also fitted,[12] with quad headlamps now featured on the 3000GXL model.[13] The Kent engines were replaced by the Ford Pinto engine and the previously UK-only 3000 GT joined the German line-up. In the UK the 2.0 L V4 remained in use.
In addition, North American versions received larger rubber-covered bumpers (to comply with US DOT regulations) for 1973.
In 1973, the Capri saw the highest sales total it would ever attain, at 233,000 vehicles: the 1,000,000th Capri, an RS 2600, was completed on 29 August.[14]
On 25 September 1973, Ford gave the green light to the long-awaited RHD RS Capri, replacing the Cologne V6 based RS 2600 with the Essex V6 based RS 3100, with the usual 3.0 L Essex V6's displacement increased to 3098 cc by boring the cylinders
Mk I facelift
The Capri proved highly successful, with 400,000 cars sold in its first two years. Ford revised it in late 1971. It received new and more comfortable suspension, enlarged tail-lights (replacing the one sourced from the Escort Mk1) and new seats. Larger headlamps with separate indicators were also fitted,[12] with quad headlamps now featured on the 3000GXL model.[13] The Kent engines were replaced by the Ford Pinto engine and the previously UK-only 3000 GT joined the German line-up. In the UK the 2.0 L V4 remained in use.
In addition, North American versions received larger rubber-covered bumpers (to comply with US DOT regulations) for 1973.
In 1973, the Capri saw the highest sales total it would ever attain, at 233,000 vehicles: the 1,000,000th Capri, an RS 2600, was completed on 29 August.[14]
On 25 September 1973, Ford gave the green light to the long-awaited RHD RS Capri, replacing the Cologne V6 based RS 2600 with the Essex V6 based RS 3100, with the usual 3.0 L Essex V6's displacement increased to 3098 cc by boring the cylinders from the 93.6 mm of the 3.0 L to 3.75 in.[15]
Ford Capri Mk II – 'Capri II' (1974–1978)
On 25 February 1974,[21] the Capri II was introduced. After 1.2 million cars sold, and with the 1973 oil crisis, Ford chose to make the new car more suited to everyday driving with a shorter bonnet, larger cabin and the adoption of a hatchback rear door (accessing a 630-litre boot). This made it the first Ford to feature a hatchback, at a time when the hatchback was becoming increasingly popular in Europe after first being patented by Renault in the mid-1960s. By the standards of the mid-1970s, the Capri II was a very well evolved vehicle with very few reliability issues. For Germany the Capri now offered 1.3-litre (55 PS), 1.6-litre (72 PS), 1.6-litre GT (88 PS), or 2.0-litre (99 PS) straight-four engines, complemented by a 2.3-litre V6 (108 PS) and the UK sourced 3.0-litre V6 with (140 PS), available with either a four-speed Ford Type 5 manual transmission or one of Ford's new C3 three-speed automatic transmissions available on all models except the 1.3, the C3 automatic transmission proved to be a very popular option among Ghia buyers, therefore it became standard on all Ghia models after the 1976 model year and the four-speed manual transmission became optional.[22][23]
Although it was mechanically similar to the Mark I, the Capri II had a revised, larger body and a more modern dashboard and a smaller steering wheel.
Engines
Ford Capri Mk III (1978–1986)
The Capri Mk III was referred to internally as "Project Carla", and although little more than an update of the Capri II, it was often referred to as the Mk III.[46] The first cars were available in March 1978, and sold very well initially. The concept of a heavily facelifted Capri II was shown at the 1976 Geneva show: a Capri II with a front very similar to the Escort RS2000 (with four headlamps and black slatted grille), and with a rear spoiler, essentially previewed the model some time before launch. The new styling cues, most notably the black "Aeroflow" grille (first used on the Mk I Fiesta) and the "sawtooth" rear lamp lenses echoed the new design language being introduced at that time by Ford of Europe's chief stylist Uwe Bahnsen across the entire range. Similar styling elements were subsequently introduced in the 1979 Cortina 80, 1980 Escort Mk III and the 1981 Granada Mk IIb. In addition, the Mk III featured improved aerodynamics, leading to improved performance and economy over the Mk II.[47] The trademark quad headlamps were introduced, while the bonnet's leading edge was pulled down over the top of the headlamps, making the appearance more aggressive.[46]
At launch the existing engine and transmission combinations of the Capri II were carried over, with the 3.0 S model regarded as the most desirable model although in Britain the softer, more luxurious Ghia derivative with automatic, rather than manual transmission, was the bigger seller of the two V6-engined models.
2.8 Injection models
For the 1982 model year, the Essex 3.0 V6 powerplant which had been the range topper since September 1969 was dropped, mainly because of ever more strict emissions regulations, that Ford knew the old Essex V6 design could not meet. A new sport-oriented version of the Capri debuted at the Geneva Motor Show, called the 2.8 Injection. The new model was the first regular model since the RS2600 to use fuel injection. Power rose to a claimed 160 PS, even though tests showed the real figure was closer to 150 PS, giving a top speed of 210 km/h, but the car still had a standard four-speed gearbox. The Capri 2.8 Injection breathed new life into the range and kept the car in production 2–3 years longer than Ford had planned. The four-speed gearbox was replaced with a five-speed unit early on – at the same time Ford swapped the dated looking chequered seats for more luxurious looking velour trim. A more substantial upgrade was introduced in 1984 with the Capri Injection Special. This development used half leather seating and included a limited slip differential. Externally the car could be easily distinguished by seven spoke RS wheels (without the customary "RS" logo since this was not an RS vehicle) and colour-coded grille and headlamp surrounds. At the same time the 2.0 Capri was rationalised to one model, the 2.0 S, which simultaneously adopted a mildly modified suspension from the Capri Injection. The 1.6 model was also reduced to a single model, the 1.6 LS.
By the 1986 model year - the Capri's final year on sale - the range had been rationalised even further to just the 1.6 Laser, 2.0 Laser and the 2.8 Injection.
Series X & GP1
The Mark II and Mark III 3.0-litre X-pack special performance options pack for the Capri were offered between 1977 and 1980. They used a special glassfibre wide bodykit made by Fibresports, larger ventilated front disc brakes (retaining the standard drums at the rear), Bilstein gas-filled rear dampers and front struts (used with single rear leaf springs), an "anti-dive kit", a Salisbury limited slip differential (LSD) and a choice of two performance upgrades for Essex V6 3.0 L engines. The first upgrade, called the GP1 or Group 1 pack, bumped power up to 170 hp. This engine included larger valves, ported cylinder heads and a Weber 40 DFI5 carburetor and other optional performance upgrades. The second option, referred to as Series X or X Pack, offered 185 hp and 195 lb/ft of torque, thanks to three Weber 42 DCNF two-barrel carburetors fed by an electric fuel pump, the same ported cylinder heads and larger inlet and exhaust valves as the GP1. It used special head gaskets even though the standard compression ratio of 9.0:1 and standard camshaft were retained. The X Pack was also equipped with a wing as standard and it featured unique 7.5 x 13 inch wheels, for which a special bodykit was made. The X Pack included a free flowing performance exhaust system with distinctive flattened rear ends. The X Pack Capri could reach 60 mph from standing in 7.4 seconds, a full second faster than the standard 3.0-litre Capri, and had a top speed of 130 mph. These upgrades could only be bought through and fitted by one of the 80 Ford RS Motorsport dealerships in the UK, or a complete new car could be ordered factory equipped through a Ford Motorsport dealer. It is estimated that little over 100 conversions were made.
The X Pack was also available in mainland Europe between 1979 and 1980 where it was marketed as the 3.0 RS even though it's wasn't ever an official RS like the 2600 or 3100. All were white with blue stripes and used standard 3.0 Engines, Only 100 of these were ever made, and 1980 was the last year for both the German RS and British X Pack. The next year the 3.0 engine option disappeared completely to give way for the new 2.8 Injection models.[50][51]
2.8 Turbo
From July 1981 to September 1982, German RS dealers marketed a limited edition, Zakspeed inspired, left-hand drive only, 'Werksturbo' model capable of 220 km/h.[56] Based on the 3.0 S, this derivative featured widened Series X bodywork, front and rear 'Ford Motorsport' badged spoilers, deep 7.5j four-spoked RS alloy wheels fitted with Pirelli P7 235/60VR13 tyres and an RS badged engine. The engine was based on a normally aspirated carburetor equipped 2.8-litre Cologne V6, Ford Granada (Europe) engine using electronic ignition, a Tufftrided crankshaft, heavy duty head gaskets and oil pump, an oil cooler and a single Garrett T4 turbocharger providing 5.4 psi of boost, a limited slip differential, Bilstein dampers all around, an anti dive kit, uprated RS anti roll bars and single rear leaf springs, the engine put out 188 Hp at 5500 rpm. Figures of around 200 produced examples are common, but numbered transmission tunnels possibly indicate 155 conversions were made.[57][58][59]
Tickford Turbo
The Tickford Capri used a turbocharged 2.8 Injection Cologne engine which developed 205 hp, allowing it to reach 60 miles per hour in 6.7 seconds and 100 miles per hour in 18.5 seconds, topping out at 137 miles per hour.[60] This version also featured a luxury interior with optional full leather retrim and Wilton carpeting and headlining,[61] large rear spoiler, colour-coded front grille, deeper bumpers and 'one off' bodykit designed by Simon Saunders, later of KAT Designs and now designer of the Ariel Atom.
Rear disc brakes were standard on the Tickford, which featured numerous other suspension modifications. This model was essentially rebuilt by hand by Tickford at approximately 200 hours per car. It sold only 80 units. One problem was the relative price difference to the standard Capri Injection, with the Tickford version costing twice as much.[61]
What is thought to be the last Capri registered in the UK is a white Tickford registered on 11 September 1991 with the registration number J4AJA.[62]
Turbo Technics conversions
Independent tuner Turbo Technics also released a turbocharged 200 hp and 230 hp evolution which came supplied with a specially built gearbox. The Tickford Capri pricing issues meant that Ford also sanctioned the Turbo Technics conversion as semi-official, although only the German RS and British Tickford ever appeared in Ford literature as official Ford products.
Capri Laser
From November 1984 onwards, the Capri was sold only in Britain, with only right hand drive cars being made from this date. The normally aspirated 1.6 and 2.0 variants were rebranded with a new trim level – "Lasers" – which featured a fully populated instrument pod, leather gear lever, leather steering wheel, four-spoke alloy wheels as used on the S models, an electric aerial and colour-coded grille and mirrors.
The very last Laser Capri came off the line in November 1986, painted in a unique "Mercury Grey" colour. This car was registered on 8 May 1987 in Sussex and is to be found in a collection of classic cars in Gillingham, Kent.
Capri 280
The last run limited edition Capri 280, nicknamed "Brooklands" referring to the name of the particular shade of green that all Capri 280 models were painted in, featured a limited slip differential, full leather Recaro interior and Pirelli Cinturato P7 tyres, 15 inch versions of the seven spoke 13 inch wheels fitted to the superseded Capri Injection Special. Ford originally intended to make 500 turbocharged vehicles (by Turbo Technics) complete with gold alloy wheels and name it the Capri 500 but a change of production planning meant a name change to Capri 280 as the cars were simply the last models that ran down the production line. A total of 1,038 Capri 280s were built. There was no direct successor to the Capri, as Ford felt that there was not adequate demand for a car of this type in Europe to justify a direct replacement; Capri sales had been declining since 1980, with faster versions of more practical hatchbacks and saloons becoming popular at the expense of sports cars. British Leyland, for instance, had taken the decision not to replace its MG and Triumph sports cars on their demise at the beginning of the 1980s due to falling popularity, instead concentrating on mostly MG-badged versions of hatchbacks and saloons like the Metro and Montego, while Ford had enjoyed strong sales of its faster versions of the Fiesta, Escort and Sierra in the run-up to the Capri's demise.
When the last Capri was made on 19 December 1986 at the Ford factory in Cologne, 1,886,647 Capris had rolled off the production lines.
The last Capri made (registered as D194 UVW) still exists today, and is owned by Ford's heritage workshop. The "Brooklands" models had a steep price tag of around £12,000 and struggled to sell.
Engines
Police use
Throughout its production run, Ford Capris were operated by the traffic divisions of some police forces in the United Kingdom. A fleet of Mk.I 3000 GT Capris were first introduced to the Lancashire Constabulary in 1971, with further examples entering service with police forces in Merseyside, Sussex, the Royal Ulster Constabulary in Northern Ireland and Strathclyde Police in Scotland.[94] Most notably, Ford Capris were operated extensively in the traffic division of Greater Manchester Police, as well as its predecessor Manchester and Salford Police. High-performance Capris were delivered to the force from 1971 until 1986, when a final fleet of Mk.III 2.8 Injection Capris were delivered.[94] Greater Manchester Police eventually retired their last Mk.III 2.8i Capri in 1992, being replaced by a Ford Sierra Sapphire Cosworth.[95][96] Mk.1 Ford Capris 2300 GTs were also operated by Autobahnpolizei in the state of North Rhine-Westphalia in Germany, with four entering service in
Outside Europe
North America
Capri
From 1970 to 1978, the Capri was sold in North America through Ford's Lincoln-Mercury Division. All were German-produced. Headlamps were four round sealed-beams (shared with the Capri RS3000), and turn signal lamps were grille-mounted on all US-spec 1971–74 Capris and 1976–78 Capri IIs. Full instrumentation wasn't available on 1971–72 four-cylinder models but was made standard equipment from 1973 on. An optional interior decor package, changed by name to the "Ghia" package for the Capri II, featured deluxe interior trim and features. 1973 Ford Capris were the Mk I face-lift models featuring the new grille, larger taillights and new interior and dash. The 1973 model had the federally mandated 2.5 mph front bumper for '73. The bumper was extended, the gap closed with a silver filler panel. 1974 models had larger bumpers front and rear with wraparound urethane, body-color bumper covers to meet the revised Federal front and rear 5 mph standard. 1976–78 models were the re-designed hatchback models offered worldwide since 1974, fitted with the grille-mounted turn signal lamps and the required round sealed-beam headlamps, 5 mph body-color bumpers and catalytic converter, requiring no-lead fuel. In 1976, an 'S' (JPS) special edition featured black or white paint with gold-coloured wheels, gold pin-striping, and upgraded two-tone interior in beige and black. Due to late production of Capri IIs, there were no 1975 models sold in the US (Lincoln-Mercury dealerships had an inventory of leftover 1974 models during the 1975 model year as seen on TV advertisements).
Motorsport
Zakspeed Ford Capri
A Group 5 version of the Capri Mk III was built by Zakspeed to compete in the Deutsche Rennsport Meisterschaft motor racing series. Klaus Ludwig subsequently won the 1981 title. The car retained very little of the Capri. Only the roof, pillars and parts of the rear end remained. The body mainly consisted of aluminium profiles and 80 metres of aluminium tubing.[103] The turbocharged Cosworth engine puts out approximately 530 PS at 9200 rpm with 1.4 bar charge; 1.6 bars were available for short periods for an extra 70 PS.[104]
Revival
At the 2003 Frankfurt Motor Show, Ford unveiled the Visos concept. The two door coupe took numerous styling cues from the Capri.[105]
In 2009, it was reported that a new Capri model was being developed. The car was supposedly a two door hatchback based on the Focus, fitted with a 1.6-litre Ecoboost engine and aimed at competing with the Volkswagen Scirocco and Renault Mégane RS market.[106] The car was never produced.
In early 2023, there was speculation that Ford could revive the Capri nameplate in Europe as an electric sports crossover coupe, similar to the revival of the Puma nameplate in 2019. Though the Capri name has not been confirmed by Ford, instead being named the "Sport Crossover" prior to an official launch in 2024, the vehicle would be based on the Volkswagen Group MEB platform and would share technology and design cues from the 2024 Ford Explorer EV.[107][108]
See also
- Ford Mustang
- Ford Probe
- Ford Puma
- Ford Visos
- Mercury Capri
- Ford Capri EV
Further reading
- Halwart Schrader, Ulrich Knaack (Red.): Ford Capri 1969–1987. Eine Dokumentation (= Schrader-Typen-Chronik). Motorbuch-Verlag, Stuttgart 2007, ISBN 978-3-613-02712-1.
- Reil, Andreas A.: Die Legende aus Köln. Die Geschichte des Ford Capri auf DVD. Mediabook-Verlag, Gau-Heppenheim 2003, ISBN 3-932972-40-6.
- Tuchen, Bernd: Ford Capri – Alles über das legendäre Sportcoupé. GeraMond, München 2009, ISBN 978-3-7654-7716-4.
- Tuchen, Bernd: Klassiker exakt: Ford Capri I. Entwicklung, Technik, Daten. Peter Kurze, Bremen 2013, ISBN 978-3-927485-32-7.
External links
References
- Dave LaChance. Capri's designer a mystery no longer Hemmings Daily, 16 September 2010, retrieved 17 May 2017^
- Springbock Supercars – Aussie Style, Australian Muscle Car, Issue 10, Nov/Dec 2003, pages 16 to 19^
- Technical data Ford Capri Mk I – Perana V8 (1970–1973) www.ford-capri.ch, retrieved 17 May 2017^