The Development

IN THE BEGINNING THE MARK 1.

The inspiration for the Capri came from Ford of America who based it on their highly successful Mustang, which had set new sales records and created a new market. The basic styling of the Mustang was scaled down for the European market and was originally to have been named the Colt, but this name had all ready been registered by another company. The name Capri was chosen for its international connotations for the car was to be built simultaneously in Germany and Great Britain, Cologne and Halewood respectively.

The Capri design work started in 1966 and was undertaken entirely in Britain.

The characteristic `D` shaped rear side windows evolved through discussions with rear seat passengers who remarked that the rakish angle of the intended side windows caused slightly claustrophobic sensation. The resultant `D` shaped side windows, along with the long bonnet, remained constant features throughout the subsequent Mk 11 and Mk111 styling exercises. Only the Mk1 models incorporated the styling line starting at the head lamps and running the length of the car before following the wheel arch- this soon became known as the `hockey stick` line.

The Capri was designed to accommodate four adults within a raked fastback body shape, with its neat boot lid. The heavy buttress `C` posts imparted great strength into the design, but conversely created feasibility problems when the marketing of a convertible model was being considered by the factory.

POWER UNITS.
Capri development evolved allowing for both in line and V-pattern engines. Those built in Germany were all V-configuration, either four or six cylinder, whereas the UK range included both four cylinder and V4 units and, by September 1969, a 3-litre V6 was included, as fitted to the Zephyr/Zodiac saloons.

The Capri has always utilised existing engines from elsewhere in the Ford range. The 1298cc and 1598cc models owed their ancestry to the 1968 Ford Escort and Cortina Mk11. Two stages of tune were available, the higher output being badged as `GT`. Apart from minor changes, such as the shape of the sumps to clear the rack and pinion steering and the position of the pump pickup to ease installation, there were no variations form existing specification.

The V4 1996cc engine first appeared in September 1965 in the Corsair and later in the Ford Transit. The Capri 2000 GT was uprated from 2000E specification, having a different camshaft, carburettor settings, revised timing and fabricated exhaust manifolds. As a result, power increased from 88bhp to 92.5bhp

With the exception of a few prototypes, the promised Ford Cosworth BDA engine, with its double overhead camshaft, 16 valve cylinder head, never made it in to production. This formula 2 racing engine (preparation for road use was to include de-tuning by using milder cams and lower compression) would have been quite sensational. The promise of more power was eventually upheld in the guise of the 3-Litre V6 in September 1969. It was equipped with its new power bulge bonnet and capable of 122mph, the Capri was no longer a sheep in wolf`s clothing!

TRANSMISSION.

Gearboxes too were picked from the existing Ford line-up. The 1300, 1600 and 1300GT models received gearboxes from the Escort range, whilst the 1600GT and 2000GT utilised the gearboxes from the Cortina GT and Corsair 2000E.The more powerful V6s received full development in this area since existing ratios were unsuitable. The German built Capri’s were all fitted with the same gearbox ratios but with a selection of rear axle final drive ratios to suit each model.

SUSPENSION AND STEERING.

All Capri’s share the same basic design following the Ford tradition of the period. The layout of the front suspension consisted of MacPherson struts located transversely by track control arms and longitudinally by an anti roll bar.

The rack and pinion steering was totally new to Ford. The leaf sprung rear axle (which was relatively soft) was also located by the radius arms, the bushes for which were also very large and eccentric to permit a greater freedom to the arm when in compression rather than tension. Axle rotation, ie, under braking force, was dealt with by staggering the lower damper mountings – the offside one forward and the near side one aft.

Damper rates, anti roll bars sizes, spring rates front and rear and the introduction of a rear anti-roll bar and omission of the radius arms, along with power steering and various wheel widths, have helped to maintain the sporty feel of this driver’s car over the years.

Having selected a Capri with a suitable engine (then ranging from 64bhp to 140bhp) the potential buyer could then add one or more of the three custom pack groups of optional extras, each with an extra interior, exterior or performance bias.

SPECIFICATION DESIGNS.

`L` - EQUIPMENT FOR EXTERNAL ACCESSORIES
Body chrome trim and side stripes; air scoop moulding ahead of the rear wheel arches; wheel trims; chrome trims; chrome plated exhaust trim; rubber cushioned over-riders.

`X` - EQUIPMENT FOR THE INTERIOR
Reclining front seats and body contoured rear seats; non glare mirror; dual horns; reversing light and handbrake warning light.
(The `L` and `X` options were often combined to form the XL models.)

`R` - EQUIPMENT DEFINED RALLY PACK
This was only available with the GT Models. Sculptured wheels, leather covered steering wheel; twin auxiliary lights with protective covers; map reading light. An optional paint scheme could incorporate a matt black bonnet and rear panel.

In those early days, the ultimate Capri would incorporate all three option packages , thus resulting in the XLR nomenclature.

These combination packages resulted in a choice of thirty models, plus a choice of Borg-Warner automatic transmission and extras such as metallic paintwork and vinyl roof.

CAPRI 3000E
Created for the luxury end of the market, the 3000E specification was mechanically similar to the 3000GT. To create the `executive image` the exterior and interior had several distinguishing features. It was trimmed with the full GT LXR options but omitted the black sports paint scheme. A pressed alloy trim panel, painted black, was positioned behind the tail lights, the raised edge of this panel was left as bright aluminium so creating the effect of an extra chrome moulding strip. The boot lid and front wing flanks received the 3000E badge.

Executive interior included unique seat cloth, rear armrests with integral ashtrays and cut pile carpeting throughout . Other features included a push-button radio, heated rear window, hinged quarter lights and fully carpeted boot floor.

Nowadays car owners expect such little luxuries to be incorporated into their new car, but in the early `70`s such items were generally only offered as `optional extras` and as such, vehicles with all these items included were indeed a luxury not everyone could afford. The 3000E was a prime example of the period, upholding the famous Ford marketing slogan; `Capri – the car you always promised yourself`.

THE VISTA SPECIAL.

In 1971, Ford took the basic 2000 GT Capri and added XLR and E options ( including vinyl roof, heated backlight, pushbutton radio and cloth trim seats) a boot spoiler and rear window slats. 1200 were manufactured in Vista orange and unsurprisingly were named the Vista Special – the first of many “special edition” model Capri’s to be made over the years.

FACELIFT – AUTUMN 1972

Many of the substantial changes, such as the revised dashboard layout and switchgear introduced for the “Facelift” remained with the Capri for the rest of its life.

Even with over 150 changes, the facelift model was still visibly a Mk 1 Capri. A new front grille, larger headlamps, indicators mounted under the front bumper and larger rear tail lights where some of the more obvious external changes. The 3000 GXL received quad headlamps, like those used on the RS version.

The facelift model incorporated important mechanical changes to the suspension settings, revised gearbox ratios and a new anti-roll bar. There was also the introduction of the four cylinder, in line SOHC engine.

The now familiar power-bulge bonnet of the 3.0 litre Capri was fitted to all models, regardless of the capacity since it was discovered by salesmen to be an impressive part of the Capri package and thus an excellent selling aid

GOING TOPLESS

Although investigated as a possibility, the Capri convertible was left to the specialist coachbuilders. However, much of the Capri’s strength lay in its monocoque bodyshell and therefore removing the roof meant that much extra work had to be carried out in order to replace some of it’s rigidity. The overall result was that the converted cars were singularly too expensive to make them attractive to the buying public in great numbers.

This said the Crayford Convertible has carved its own niche within the ranks and good examples are now highly sought after.

THE RS2600 AND RS3100 (1970-1974)

Also under the heading of “I wish I had got one” are the RS Capri’s – the RS2600 and the RS3100. The RS (Rallye Sport) Capri’s were manufactured to cater for the “competitive” owner and a need to satisfy regulations for a vehicle on which to base competition saloon cars (homologation). The RS2600 (produced mainly in LHD form) was the first ever Ford fuel injection production car and approximately 3500 were assembled between 1970- 1974. There were many specifications, but all were badged `RS` and featured quadruple headlamps.

The Halewood plant manufactured the RS3100 in 1973-74. A mere 248 examples were built and those for one reason only – to enable Ford to build a faster Capri for the race circuit.

These road – going Capri’s were based on the 3.0GT bored out to 3100cc and featured a front bib spoiler and a large rear boot spoiler. Suspension was adopted from the proven RS2600 and featured ventilated disc brakes negative camber, single leaf rear springs and aluminium four spoke 6J x 13 road wheels. Performance was impressive with a top speed of 124mph, 0-60 mph in approx 8 secs and an average fuel consumption of around 22 mpg.
Officially, the homologation rules stated that a minimum of 1000 models should have been built in order to qualify for International Group 2 saloon car racing but, as it coincided with the end of Mk 1 production, the RS3100 was accepted.

MK 11 NEW SHAPE 1974-78
The new Capri was badged as the Mk11 and although the new shape featured a tailgate in place of the original neat bootlid, it was still instantly recognised as a Capri.

The new model showed significant progress from a safety point of view, with better visibility all-round and greater strength. The latter was attributable largely to double skinning the three quarter panels and closed boxed sections adjacent to the doors and on the roof, thus providing better roll-over protection.

CAPRI GHIA

In 1970, Ford bought an interest in the Italian coach building company of Ghia. By 1972, Ford owned the company outright. The new name meant more than just a new badge for the Capri – Ghia specification included cloth upholstery to the new seating and door panels, (this new plush interior was offered in a range of co-ordinated colours), cut-pile carpets, sliding steel sunroof and vinyl roof. The Ghia was offered with a choice of two engines; the SOHC, in-line 2 litre engine producing 98 bhp or the powerful 138 bhp “Essex” 3 litre V6 unit. The larger engine models were supplied with the new 8 spoke
5½" Js X 13 alloy wheels.

THE JOHN PLAYER SPECIAL:

Code named ` Midnight Special` the JPS was badged as Capri 11 and was referred to as Capri 11S in the sales literature and known in the USA as the “Black Cat” - pick what ever name you prefer!
Initially only available in mainland Europe, the purchaser had the option of a 1600cc four cylinder OHC engine or the 2300cc, V4 engine. When the JPS came onto the UK market in June 1975, it was with 1.6, 2.0 and 3.0 litre options. The JPS marked the return of the sporting image for the Capri, with its uprated suspension, striking coachwork, and rear spoiler.

The coachwork design was based around the livery of the Formula One, John Player Special Team Lotus cars.

Base colour was either black or Diamond white, though the latter was not popular and consequently is now very rare. A profusion of gold striping lined the bonnet, sides and back panels. The radiator grille surround was picked out in gold as was the exterior badging.

The most striking aspect was the road wheels, also resplendent in black and gold. During its short life, this limited edition model was fitted with three different types of alloy wheel. The first “Show” model had the Favo Escort style wheels: 1975-76 four cylinder models came with multispoke alloys and the Ghia eight spoke alloys were fitted from 1976 onwards.

The interior design was exclusive to the JPS: unique seat trim of black vinyl with gold ratio fabric inserts, black vinyl head restraints built into the front seats and all-black interior trim including headlining and sun visors.
The first models had a two spoke-steering wheel but this was later replaced with a three spoke sports version with the word “Capri” highlighted in gold.

MK111 – THE LAST GENERATION
Code named Carla

The visible difference between the Mk1 and Mk11 cars was obvious not only by the loss off the boot lid and subsequent tailgate replacement but by the new model being as `11`.
The progression to Mk 111, however, saw no such obvious developments.

The subtle changes from MK11 specification included a minor development of the front wings and front valance to emulate the shape of the Mk 11S front spoiler and a revised edge to the front of the bonnet was incorporated in order to complement the addition of quad 5 ¼" headlamps.

Larger tail-light clusters and new style bumpers with plastic wrap-around ends completed the exterior cosmetic changes.

The new Capri carried over the matt black theme to window surrounds, door handles, mirrors and bumpers. Certain models were fitted with large rubber side mouldings, the `S` model being the exception, instead, large `S` decals and striping decorated the car’s flanks.

The optional extras list shrank as more and more items were incorporated into the standard package, but prospective `S` owners were offered optional Recaro front seats, headlamp washers, remote control drivers mirror and an excellent tilt and slide sunroof.

MK 111 SPECIAL EDITIONS
GT4

The GT4 was launched to commemorate Ford`s involvement in motor sport, the name being taken from the famous GT40 race car. The most memorable press photographs were of the GT4 with a Capri Zakspeed racer as a backdrop. The GT4 was available in a choice of three colours – Diamond white, Strato Silver or Signal Red. Bold striping ran along the length of the car, terminating at the rear with an uplift to the tailgate spoiler. The leading edge of the bonnet and the front wing tips received stripes of varying gradient, the striping being three-toned red. A chocolate brown interior standard for the GT40 model.

CALYPSO.

The calypso was introduced in July 1981 and was available only in 1600cc guise (based on the LS model). A striking combination of two tone paintwork united with two tone tape stripe made the Calypso unmistakeable. The colour scheme proved so popular that it was carried over to the Cabaret range. There appear to be two distinct variants – no doubt due to the production changes at the time. The most obvious changeover was the seat patterns; early models were trimmed in “Laser” fabric seat cloth (a self – coloured material with horizontal contrasting lines), whilst later models had tartan seat cloth.

CAMEO
The Cameo was introduced at the same time as the Calypso. Based on the “L” model, it was available in 1.3 or 1.6 litre format.

Rather uninspired as far as limited editions go. The Cameo had a discreet tape stripe along its flanks but unfortunately, this stripe was often the same colour as the bodywork with the result that it would literally disappear from view! An understated `Cameo` logo was fixed to the tailgate.

CABERET
“A Capri to make a song and dance about” ran the sales blurb. The Cabaret took to the stage in May 1982 and was based on the GL and Ghia models, with a choice of 1600cc or 2000cc engines.

Among the list of credits were; 5½" J sports road wheels, tailgate spoiler, tilt and slide sunroof and two – colour body stripes which ran the length of the car at door – handle height, terminating in an uplift at the rear spoiler. The Cabaret was available in a choice of six metallic colours and had a matching trim and body side decals.

The interior had a long centre console with armrest together with door trims and sidewalls (with `Sandford` fabric inserts) and shark grey carpets, similar to those in the 2.8i.
Like the GT4 and the Calypso, the Cabaret instruments were picked out with red trim.

CABERET 11

Following the success of the original version, this special edition arrived on the scene in January 1983 based on the `L` series and available with 1.6 or 2.0 litre engines.

The Cabaret 11 featured distinctive two-tone paint schemes which had proved so popular with the Calypso,(Imperial Red or Caspian Blue with Strato Silver or Caspian Blue with Midnight Blue)a tilt and slide sunroof and 5½" J sports road wheels (6” could be specified at extra cost).

The interior consisted of `LS` style seats, trimmed in grey `Ascot` and `Sandford` fabric, a centre armrest and deep pile carpet. Sidewalls and door trims had `Ascot` fabric inserts and the comprehensive equipment level was complimented by the standard RST21P push button stereo radio/cassette deck and electrically operated aerial.

PRODUCTION FEATURES.

One question that will possibly remain unanswered is just how many `specials` were made. To date, there do not appear to be any records confirming the total build of any special edition Capri, with the exceptions of the RS3100, Tickford and Brooklands 280.

THE 2.8 LITRE INJECTION.

Utilising the Cologne-built 2.8 litre engine and changing from carburettor to Bosch fuel injection required only a few changes to the electrical fuel pump accumulator and cooling system.

Special Vehicle Engineering (SVE under the control of Rod Mansfield) were responsible for refining the suspension and braking systems. An extended centre console livened up the interior along with a mixture of grey velour and chequered `Carla` fabric applied to the standard Recaro seats.

The new high-tech Capri sported subtle pinstriping and badging. Changes made during the life of the 2.8i included the introduction of a 5 speed gearbox in 1983 and a limited slip differential (LSD) for the 1984 2.8i Special.

TICKFORD

Exactly 100 examples of the Tickford Capri were produced, all to the same mechanical specification, but each with varying interior trim spec. The car was the result of a Ford/Aston Martin liaison to develop the `ultimate` Capri. Fully type-approved and crash tested; the Tickford Capri carried its own unique chassis plate and appeared for sale in the official Ford brochures.

Exterior and interior styling was the responsibility of Simon Saunders (then Aston’s in-house stylist). He chose to style the car in a more dramatic fashion than perhaps some would desire, but AM Tickford felt that the Capri needed `Aston presence`.

AM Tickford took a long look at the way in which Ford`s Zakspeed 2.8i incorporated a turbocharger. Immediate problems which came to light were that the RHD steering mechanism would foul a similar turbo installation and the carburettored engine lacked an intercooler, essential for the injection engine. So, the Tickford turbo was mounted centrally at the front of the engine, next to the radiator with an intercooler positioned alongside.

The rear axle was modified to accept a rear brake disc installation differential cooler and a more positive form of axle location.

During the three years of production and the introduction of the 2.8i Special Capri in late 1984, AM Tickford announced several revised Tickford Capri’s. These together with an options list, meant that of the one hundred cars built, no two are identical. It is interesting to note that the Tickford Capri’s were all finished in either red, black or white livery, the only exceptions being the Aston Martin press cars.

THE BROOKLANDS 280

December 1987 – the end of a era as the last Capri rolled off the production line at the Cologne plant in Germany. A total of 1038 special edition Brooklands 280s marked this momentous occasion. The name Brooklands was adopted for its historical connotations, likened to the Capri’s motor sport heritage. All 280s were finished in an exclusive metallic `Brooklands Green` paintwork with a coloured coded radiator grille, headlamp surrounds and door mirror housings with a black tailgate spoiler. Fitted with the well – proven 2.8 litre injected engine, the 280 was treated to a LSD and ventilated discs on the front wheels.

The 280 Capri received a luxurious interior, including Recaro seats, trimmed in top quality Ravenhide leather with burgundy piping, and a leather trimmed steering wheel and gear lever knob. Other 280 features included a steel tilt and slide sunroof, tinted glass and the highly desirable 7J x15 inch, seven – spoke alloy wheels.

Sadly, the last-of-the-line Capri’s were deprived of the simple things of life, such as electric windows and central locking, much to the disappointment of many dedicated enthusiasts.

“The 280 is a classic car that ends the Capri story on a very high note. Overall, it’s been fun and that is the point of a car like the Capri…”

The History

NOVEMBER 1968.
Capri production begins in Cologne and Halewood
The original UK range comprised two 1.3 litre cars (1300, 1300 GT) and two 1.6 litre models 1600 and 1600GT. In Germany there were five models and all with `V` engines of 1.3, 1.5, 1.7, 2.0 (two versions) litre capacity.

JANUARY 1969
Capri announced at the Brussels Motor Show.

FEBRUARY 1969
Capri launched in Europe, with the price of the first UK 1300 being slightly less than £900.00.

March 1969.
The Capri’s competition history begins when two cars come 4th and 7th in the French Lyons Charbonnieres Rally.

OCTOBER 1969.
UK launch of the Capri 3000 GT. Priced at £ 1427.12.8. Its 3.0 litre engine produced 136 bhp.

MARCH 1970.
The homologation RS 2600 is shown at the prestigious Geneva Motor Show in Switzerland. At home, the 3000E is launched. Records show that already more than a quarter of a million Capri’s have been produced.

APRIL 1970.
The Capri is shown to an American audience for the first time at the New York Motor Show.

SEPTEMBER 1970.

The RS2600 goes into production in Germany and in doing so becomes the first ever fuel-injected Ford car.
In the UK the 1300 and 1600 range benefited from various up rates, notably servo assisted brakes.

APRIL 1971.
The RS Capri proves its mettle by netting its first European Championship win in Austria.

SEPTEMBER1971.

The first Capri `special edition` the Capri Special is put into production, based on the 2000GT.

OCTOBER 1971.

With no less than 138 bhp on tap, the 3000 GT becomes the fastest UK production Ford with a top speed of 122mph. The 1300GT is dropped from the UK catalogue.

JUNE 1972.

The final supply of GT badged cars receives the 3litre bulge bonnet along with extra “goodies” and special paintwork.

JULY 1972.

The 3000 E is dropped from the UK catalogue.

AUGUST 1973.

A good month for zero’s Capri number 1,000,000 is produced.

JANUARY 1974.

The UK Halewood plant begins very limited production of the RS 3100, 248 are built, despite the fact that the homologation rules state that a minimum of 1000 should be made for entry into European Group 2 saloon car racing.

FEBRUARY 1974.

The Capri 11 makes its debut. Looking visibly similar to the Mark 1, it is considerably different, having three doors, i.e., with a hatch, rather than a boot. It is also wider, heavier, longer and taller.

AUGUST 1974.

The RS 3100 tastes European Championship Victory for the first at the seaside race circuit of Zandvoort in Holland.

MARCH 1975.

The Swiss Geneva motor show is chosen to debut the Capri `S` Black and Gold paintwork make it one of the most distinctive Capri’s built. It was available with 1.6, 2.0 or 3.0 litre engines.

JUNE 1975.

The Capri `S` hits the showrooms with a price ticket of £ 2329.54.

OCTOBER 1976.

Capri production in the UK ceases. All told, 337,491 Capri’s were assembled in Halewood between the years 1968 and 1976.

AUGUST 1977.

The production of USA bound Capri’s (Federal) ceased (though it carried on in name only – the badge was stuck onto the (Mustang)

MARCH 1978.

The Capri 111 was launched. The car owed much mechanically to its predecessor, though there were visible exterior differences notably at the front, where four headlamps shone from the new grille.
The UK range at the launch compromised; 1300, 1600L, GL, 2000GL, Ghia or S, 3000 Ghia or S.

MARCH 1981.

The Capri 2.8i is shown at the Geneva Motor Show with some 160Bhp available, it enters the league as the fastest European Ford, with a top speed of 131 mph.

JULY 1981.

UK Special edition models launched: the Calypso and the Cameo. The Calypso was based on the current 1.6 litre `LS` model and featured distinctive two toned paint work. The Cameo was less noticeable, its external decoration being limited to discreet striping. It was based on the `L` model and was available with a 1.3 or (in 1982) a 1.6 litre engine.

MAY 1982
The special edition Cabaret is launched.

JANUARY 1983.

A busy time for the Capri. A five speed gearbox is introduced for 2.8i, and item which soon finds its way into the specification of the 2.0 litre cars. Also the special edition Cabaret is launched the Mk 11 following the success of the previous version in 1982. The Cabaret featured two toned paintwork, a large number of interior `goodies` and 5½" road wheels as standard. It was based on the current `L` model and was available with 1.6 litres or 2.0 litre engines.

OCTOBER 1984

The 2.8i gets an increase in specification, with leather trim, limited slip differential and stylist RS alloy wheels as standard.

NOVEMBER 1984

Capri no longer available in LHD – Cologne factory is ` geared down` to producing RHD only cars.

JUNE 1985

UK race success for the Capri as examples scoop the first five places in the 24 hour race for production cars at Snetterton.

DECEMBER 1986

The end of the year and the end of an era – the final Capri (a 280) rolled off the production line in an emotional ceremony at the Cologne works. Chassis number GG 11896J is one to look out for. In all 1.900,557 Capri’s were built between the two plants.

1987

The last Capri’s go on sale in the UK. The Special edition versions of the 2.8i the Brooklands 280, were all finished in exclusive metallic paintwork – Brooklands Green. Also fitted were a slide and tilt sunroof, tinted glass, Ravenhide leather, Recaro seats and the tasty 7J x 15, seven spoke alloy wheels, 1,038 examples of the 280 were manufactured.

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