Ford Capri Mk III

Fast Facts

• Best model: 2.8i or earlier 3.0 V6
• Worst model: 1.3 or 1.6
• Budget buy: 2.0 especially early S model
• OK for unleaded?: Needs additive
• Will it fit in the garage? (mm): 4375 x 1700
• Spares situation: Mechanicals good, panels poor
• DIY ease?: No problem
• Club support: Very good
• Appreciating asset?: Very slowly
• Good buy or good-bye?: V6s are best

Still an inviting cockpit but trim parts are becoming scarce

Sunroof: nice but can rot the roof

2.8i has special hatch door glass

Period alloys are usually wrecked

2.8 smoother than older 3.0 V6. Pinto engines suffer from camshaft and carb hassles

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Britain’s Mustang was almost as life changing this side of the pond and they still make great stylish and speedy classics – but prices are on the rise

If you were asked which car was advertised as ‘the difference between driving and just motoring’ when it debuted in March 1978 you’d probably be stuck. But if you were asked which car was sold using the strapline ‘the car you always promised yourself’, you’d probably not have to think too hard. Yet both slogans belonged to the same car, albeit the famous one to the Mk1 Capri of 1969 and the more obscure one to the MkIII, launched in 1978.

The Capri became a cult car as soon as it arrived in the late Sixties, but it’s the later cars that have survived in the greatest numbers – largely down to better build quality and superior parts availability - not that you’ll fi nd much in the way of original panelwork for any Capri. These later Capris are not only more usable, but they’re much neater in their design and also more refi ned plus detail stylinf changes made them much for stable than the MK1. While the earliest cars are now the most collectible, it’s the Mk3 that’s the easiest to fi nd - and for regular use it’s also the one that makes the most sense.

History

The Capri was fi rst seen in 1969, as Europe’s answer to the Mustang ‘pony car’ phenomenon that had been sweeping the US for five years. Those first cars featured a boot, but in 1974 a MkII version appeared, with a hatchback instead. This range lasted four years, then in 1978 came the most functional of the lot; the MkIII. The number of changes between the MkII and MkIII Capris was relatively small, as the development of the car took less than a year. Its roots lay in a concept shown at the 1976 Geneva Motor Show called the Modular Aerodynamic, which was a cross between a MkII Capri and a Vauxhall DroopSnoot. The following April a development programme began using the project name Carla and by March 1978 the outcome was unveiled at the Geneva Motor Show - the MkIII Capri. From the outset there was no shortage of engine choice, with units ranging from a weedy (57bhp) 1298cc four-pot to a much more tasty 2994cc V6 pushing out more than double that.

In between there were 1.6 and 2.0-litre Pinto engines and the bodyshell was much like the MkII’s, the main differences being four headlamps instead of two, along with revised bumpers, spoilers and front grille. Top of the range was the 3.0-litre on steroids, the X-pack. Within just two years of the car’s launch, special edition fever took a hold with the 1600Lbased GT4 being introduced and in July 1981 the Calypso and Cameo derivatives arrived in the showrooms. But the one that overshadowed these models was the 2.8i which ousted the 3.0 models. Developed by Ford’s Special Vehicle Operations, it’s the 2.8i which offers the greatest value with strong performance and it can now be picked up for as little as £1500 in reasonable condition. Summer 1982 saw another limited edition in the shape of the Cabaret, but when the Tickford Capri was shown at the October 1982 NEC Motor Show all the other Capris paled into insignifi cance. Here was a Capri with a turbocharged 2.8-litre engine which generated a storming 205bhp which allowed it to do a genuine 140mph. Disc brakes all round were part of the package along with a limited-slip diff and revised rear axle location to help put the power down - but it didn’t go on sale for another year. Within a few months (in January 1983) a fi vespeed gearbox was made standard on the 2.8i and soon after on 2.0-litre cars as well. By the end of 1984 the only Capris on offer were the Laser (in 1600 form), 2.8iSpecial (featuring leather trim panels, a limited-slip diff and RS spoked alloy wheels) and the Tickford Capri. December 19th 1986 marked the end of an era when the last Capri was built. Like all of the last 1038 Capris it was a Brooklands 280, which meant it had leather trim, metallic green paintwork and 15-inch spoked alloy wheels. 1,886,647 Capris had been built and neither the Probe nor the Cougar which tried to fill the boots of the Capri ever captured the imagination in the way that the original European pony car had done.

Driving

A great driving position means the Capri is comfortable, but unless you opt for something with half a dozen cylinders you’re going to struggle to get the adrenalin going. Some of the surviving four-cylinder Capris are in superb condition, but they’re not what you’d call performance cars; the 100bhp 2-litre is the best choice. Pick of the bunch is the 2.8i, with its fuelinjected V6; it’s the smoothest, torquiest unit of the lot. It’s also not very easy to tune, but that shouldn’t be a problem as keeping these cars stock is now the way to go. Opt for one of these lat six-pot Capris and you won’t fi nd performance much of an issue, but the brakes are shockingly poor so you’ll want to invest immediately in some uprated anchors if everything is stock but a tad worn. Whatever engine is fi tted, if you’re moving from a front-wheel drive car to a Capri – and especially if it’s a six-cylinder Capri, you need to treat the loud pedal with respect. Thanks to rather primitive rear suspension, you need to be very wary if your first Capri experience is behind the wheel of a six-pot example and the roads are wet… Capri brakes were famous crap when new and you’ll equally just have to get used to the infamous Capri shimmy under braking too!

Prices

You’ll struggle to fi nd a MkIII 1300 Capri as they weren’t built for long and nobody wants them; many have had engine swaps by now, which effectively makes the 1600 Capri the entry model. You can still get free examples occasionally and the best ones fetch up to £1500. 2.0-litre cars generally go for £150-£2000 while 2.8s are worth anywhere between £500 and £4500 depending on whether it’s a basket case or a really nice example – really good cars can go for much more though. 3.0-litre cars have values between £250 and £3000 while Tickfords are still the most valuable, with top examples worth £10,000+ and reasonable runners worth around £5000. Most Brooklands models are in reasonable condition; they generally sell for £1500-£5000.

Improvements

Uprating the brakes with vented discs and performance capipers has to be the priority, even if the car is otherwise left standard. Rear suspension mods are also worthwhile, to help put the power down. Six-cylinder cars have plenty of torque so Ford gave these cars very high gearing; instead of tuning the engine, it’s worth lowering the fi nal drive ratio to increase acceleration. Fuel consumption will go up and so will engine revs while cruising – but it’ll make the car much more fun to drive.

Three Of A Kind

Toyota Celica

They’re now starting to be recognised as classics, but most have rusted away or were modifi ed to within an inch of their lives. They’re still relatively unknown though, so you’ll get a lot more car for your money than if you take the Capri route.

Opel Manta/Vauxhall Cavalier Sportshatch

Cavalier prices are even lower than for the Celica, but once again there aren’t many left. Manta values are fi rmer, but at least you’ll be able to fi nd one. Mechanicals are easy enough to rebuild, panels or trim not so.

Volkswagen Scirocco

Long recognised as a classic, the Scirocco is hard to fi nd in MkI form but easier in Mk2 (1982 on). These later cars are more usable, but parts supply can be an issue although it’s effectively just a reclothed Golf. Very good value.