Ford Capri

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Why should I buy one?

The car you’ve always promised yourself (to coin Ford’s adverts at the time), may be little more than a Cortina in sexier clothes but that never stopped it from a remarkable production run of almost 20 years. They still turn heads while the V6 versions are mini Mustangs, from where the idea stemmed from. Capris are better value than Escorts right now we might well add.

What can I get?

The Capri came in a wide assortment of models, from 1.3 to 3-litre, and trims, although it’s more a case of what you can get these days. The Mk1s, which ran from 1969-74, remain the most sought after, preferably the ‘72 facelift which is the much better car, not least because the interior was improved, and this is unlikely to change. The Mk3 (1978-87) is the next favourite, especially the delightful 2.8 Injections, while Capri II, launched in 1974, lags by some way but this means that they are the most realistically priced where around £4-5000 nets you a good example, perhaps half the price of the others – something to think about as they are much the same car. Coveted Capris include the ‘winged’ Mk1 RS3100 (£25-30,000) and the 3000GXL while Mk3s with the most are 2.8is, especially the Brooklands Green coloured 280 that signed the Capri off (think ten grand for a nice original one) and the ultra rare turbocharged Tickford which is like a scaled down Aston in character although all models have their merits, even something as prosaic as a 1600L or the special edition Mk3 Calypso and Cabarets…

What are they like to drive?

Not much different to an Escort and Cortina Mk2 to be honest. Ford really only sorted out the Capri successfully with the Mk3, and the 2.8i in particular; the handling was softened in 1972 to counter refinement criticisms, more so on the firmer suspended GTs. Of course, this means little five decades on, where you can easily uprate and tweak a Capri to suit – as many owners do. Performance largely depends on engine size and only really feels sporty from the 1600GT (or later S) upwards; the 2-litre Pinto is a nice compromise but the earlier 2-litre V4 is disliked, somewhat unfairly – usually by those who haven’t sampled one! Handling is old school Ford where V6s have a touch of the Healeys about them and if you demand power steering then only the Ford will do, but not on the Mk1. Common to all models is the infamous Capri steering ‘shimmy’ under braking which can be hard to eradicate while that big front end can feel light and vague at very high speeds.

What are they like to live with?

It’s a Ford meaning ease and simplicity and, while the Capri isn’t as well covered as Henry’s other classics (body and trim panels can be a problem), it’s still miles easier to keep sweet than the Opel. There’s a huge amount you can do to tune and improve a Capri as well and, thanks to excellent parts interchange-ability, you can even fit modern Zetec engines between the wings with fair ease – and complete kits are available. Rust can be chronic and engine parts for the ‘British’ V4 and V6 engines are becoming problematic.

We reckon

Capri serves up smiles per mile in style. Most of them left are now in the hands of loving owners. With the car’s 50th fast approaching the time to keep that promise to yourself is now!