The Ford Capri Ruled The Roads in The 1970’s

                             The Ford Capri ruled the roads in the 1970’s

In the late 1960’s the Ford motor company was having great success with the “Ford Mustang” its swept back coupe look combined with a throaty powerful V8 engine was selling like hot cakes!  Ford Europe decided to produce a European version of the Mustang.  European roads and fuel prices meant the European Mustang would be a very much watered down version of the V8 gas guzzling muscle car of American fame.

Ford designers came up with the now legendary “Capri” a different vehicle entirely to the previous “Consol Capri” Ford owned the sale rights to the Capri name so there the name began.  The original drawings of the Capri were very stylish with sweeping lines and a long bonnet.  Cost restraints and the size of European roads ended up with the MK1 Capri,  it did have sweeping lines and a long bonnet, with its now famous rear coupe side window however not quite as grand as the designers had hoped.

In 1969 “G” reg the Capri was launched with fantastic reviews.  The sporty lines of the Capri and the 2+2 seating configuration were an instant hit with the working class British people.  Ford claimed the Capri was “Sexy sporty and had 4 seats” anyone who has sat in the back seats of the MK1 Capri would take issue with the 4 seat statement!  Britain had not seen a production car with sporty lines and a sporty image apart from purpose built cars such as the “MG” or the “Jensen” or the “Morgan”

Sales of the Capri went ballistic it was the must have car of 1969 and onwards into the 1970’s.  Ford fitted 4 distinct engine sizes into the Capri they were the 1.3Lt (Kent OHV) Engine and the 1.6Lt.  A 2.0Lt V4 Engine was also fitted as in the Ford Corsair and Transit van.  A 3.0Lt (Essex V6) was also fitted.  When looking back on the Capri story you must remember the opposition the Capri faced, such as the “Vauxhall Viva” and the “Triumph Dolomite” and various other lack-lustre production cars.

The smaller engine Capri’s such as the 1.3lt and the 1.6lt by today’s standards were slow, no doubt about it. The 1.3lt Capri had a top end speed of 83mph (If you were lucky) Things did get better with the advent of the 1.6lt GT Capri which had a high lift camshaft and a Webber carburettor fitted along with a free-flow exhaust manifold.  This 1.6lt GT would top out at 99mph and with a slight hill in your favour would break the magic 100mph mark.

An outstanding concourse winning Capri

The 2.0lt V4 Capri was rare in numbers compared to the 1.6lt models.  Despite its extra cubic inches the V4 was a slightly disappointing power plant, it had slightly more torque low down than the 1.6 and a top speed of 102mph.  The jump to the 3.0lt Essex V6 was a wonder to behold in 1970! The V6 engine was previously used by Ford in the Consol and Granada cars with a 2.5lt capacity. With different pistons and a modified crankshaft stroke the 3.0lt V6 was produced.

The MKI Capri 3.0GT and 3.0lt E and 3.0GXL’s were fast even by today’s standards. 0 to 60mph was achieved in 8.1 seconds and a top speed of 115mph was achieved.  I have driven all of the above mentioned Capri’s and worked extensively on all models.  The 3.0lt Capri had a gloriously low down torque power.  In third gear at 18mph you could put your accelerator down to the floor boards and not change out of third gear until over 90mph!  Today’s modern vehicles can match the acceleration and top speed of the 3.0lt Capri without difficulty but not the shear pulling power of having a V6 3.0lt engine. Remember this 3.0lt engine didn’t have a catalytic converter, it didn’t have to have exhaust gas recirculation technology and it was not emission controlled.  This lack of green technology was not good for the environment but it was sure fun to drive!

The MK1 Capri was produced between 1969 to 1974 over one million cars were sold in Britain alone.  Time does not stand still and styling changes, in 1974 the MK2 Capri was launched.  It had the same coupe rear quarter window and a long shapely bonnet.  The styling was more squared and modern looking with large square headlights.

The engine sizes remained the same with a few differences.  The weedy 1.3lt Kent engine remained for the budget owner.  The 1.6lt and 2.0lt were now the more powerful Pinto OHC engine.  The 3.0lt Essex V6 remained the same why spoil a winner?  There were so many versions of the Capri sold it was hard to keep up with? They had the L Model the XL Model, the GL Model, the S Model, the Ghia Model was introduced replacing the E Model.

The major difference between the MK1 and MK2 Capri’s was the advent of the hatch back on the MK2.  This further opened up the market to include more family orientated motorists.  The rear seat passengers were treated to perhaps an inch or two more leg room! The overall performance of the various models were very similar.  The MK2 Capri is acknowledged as one of the first Hot-Hatchback’s of the 1970’s which is ironic as the Hot-Hatch eventually sealed the fate of the much loved Capri. 

The JPS styled Capri was painted in all black with gold pin striping as per the JPS formula one racing cars.  If one is found today and can be restored they will be worth a small fortune.  The 3.0lt S for sports Capri had an additional front chin spoiler fitted and pin striping to accentuate the sporty lines of the Capri.  I have driven the 3.0’s in this trim and it was a great torquey head turning car.  My only criticism was the lack of power steering on the MK2 3.0lt.

The MK2 was produced from 1974 to 1978 a small production run as sales dropped dramatically compared to the MK1 Capri.  The MK3 Capri was launched in 1978 the body shell was very similar to the MK2 but it was slimmer looking and had no chrome on the vehicle at all.  The MK3 had a four headlight configuration using round 7” headlights. 

Although the MK2 and MK3 looked very similar no two body panels were the same.  Lots of younger drivers brought the four headlight set up of the MK3 Capri and fitted it the their earlier MK2’s to pretend they had a more up to date vehicle.  The bonnet and front wings on the MK3 were different and the conversion looks amateurish at best. 

A superb “Brooklands” Capri.

The MK3 had a more up to date dashboard with the Ghia and Sports models having an updated six clock dashboard adding to the sporty image.  The TV show the “Professionals” used a Gold and Silver 3.0s Capri’s which did no harm at all to the sale of the Capri.  The MK3 3.0s had power steering at last which was well received by the press, the heavy 3.0lt engine being mounted over the front wheels made parking and slow turns a bind without power steering. 

In 1982 Ford announced the 2.8 Injection Capri early examples used the 3.0lt S gearbox and rear axle.  The 2.8lt Cologne V6 was fuel injected and boasted 146bhp! Taking the top speed of the 2.8I Capri to 126mph.  Various motorway police units used the 2.8I Capri as interceptors on motorways.  The 2.8I had a two tone paint finish and “Pepper pot alloy wheels. From 1983 the 2.8I had a 5 speed gearbox and a limited slip rear differential fitted as standard.

The advent of the Golf GTI and the Ford XR2 and XR3 were denting Capri sales dramatically.  Ford countered with the 2.8I Special and the ultimate Capri the “Brooklands 280” in 1986 Ford drew a line under the Capri after 17 years of production and millions of vehicles sold. 

On a personal note I owned a MK1 1.6GT Capri in Daytona Yellow with a black vinyl roof.  I owned a Green MK2 1.6lt GL Capri and a MK2 silver 2.0GL Capri. I owned a MK3 3.0S British racing green Capri and a MK3 2.8I in silver. There were other Capri’s I owned for short periods that I will not mention. 

 The Capri broke new ground in Europe for speed and style.  The interior of the Capri always left you feeling you were driving something special with all the gauges flickering on the dashboard and the limited vision from the rear allied to the long bonnet in front of you.  The Capri was a victim of its own success too many boy racers brought the smaller engine cheap Capri’s and screamed around the streets crashing into walls regularly!

I drove the vehicles for years and was tarnished with the same brush as the boy racers of the time.  Towards the end of production of the Capri it did feel like an older vehicle to drive.  The clutch travel was long and the brakes were not as sharp as they could be, the steering was heavy on all but the 3.0lt examples with power steering.  When the plug was pulled in 1986 I agreed it was time for the Capri to do one more burn out from the lights and leave the road open for more modern cars.

Identical to the last 2.8i Capri I owned circa 1994.

Today restored Capri’s I.e. in concourse condition are fetching well over £10,000! More than they ever cost when new!  The boy racer mantle was passed on several times and it remains with the “Vauxhall Corsa” drivers with their lowered Corsa’s with pumping stereos and huge rear tailpipes that only have a weedy 1.0lt engine that can hardly tell the time!

Lord Banks