We continue our series in the sporty European market Ford Capri today. Capri was launched as a small carriage in 1969 to accommodate customers outside of North America. Facts have proved that Capri has achieved immediate success throughout Europe and has also found a more limited customer base in North America. By the mid-1970s, times had changed, and it was time to launch a new Capri, Mark II.
Production of the Mark I Capri ended in December 1973, when the two-door coupe sold approximately 1.2 million units worldwide. Although its first-generation products were produced in five different factories in West Germany, the United Kingdom, South Africa and Australia, the production of the second-generation Capri was limited to two factories: the Cologne factory in West Germany and the Hallwood factory in the United Kingdom. Production did not continue until October 1976, after which all Capris were produced in Cologne.
Ford hopes to increase Capri's appeal to mid-market home customers who like the first model, so the changes to the Mark II are mainly recognition of daily life. The Mark II has more internal space and a shorter hood to improve maneuverability. The shape of the Capri has also changed: its rear hole has become a hatch (previously a suitcase), which means 22 cubic feet of cargo space. Ford provided a foldable rear seat for the hatchback to provide more cargo space. At the time, hatchbacks were emerging as a concept, and consumers quickly saw the appeal of versatility. Although Capri II is overall larger than its predecessor, it is about the same length as Mark I: 167 to 169.8 inches, depending on the decoration. But the Mark II is more than two inches wider and nearly three inches taller. The curb weight is about the same as before, about 2,150 to 2,500 pounds, depending on the engine size. In terms of safety and convenience, the disc brakes of the new Capri have become larger, and customers have found that an alternator is now standard. The power steering device is suitable for higher-decorated models such as Ghia. All the decorative suspensions are softer and more livable than before.
Some Mark II engines are left over from the previous Capri, although the V4 Taunus and the old Kent I4 engine are no longer an option. Two different inline four-cylinder engines with 1.3 liter and 1.6 liter displacements from the Crossflow (modern Kent) series, as well as 1.6 and 2.0 liter inline four-cylinder engines from Pinto are available. The high-end engine options are V6 engines, including 2.0 and 2.3 liter Cologne engines, and 3.0 liter Essex V6. The power of the in-line four-cylinder engine is between 55 and 99 horsepower, while the power of the cylinder bump is 108 horsepower in the 2.3 V6 engine and 140 horsepower in the 3.0-liter engine. To pay tribute to Hyundai, Mark II Capri offers the first automatic transmission in Europe: C3 is used in many excellent Ford products, such as Merkur XR4Ti. The gearbox choice for enthusiasts is a four-speed manual gearbox, but the high-end Capris is usually equipped with an automatic gearbox.
The marketing of the new Capri is different from its predecessor. Ford has introduced a variety of decorations (12 at a time), from the barebones 1300L to the luxurious automatic Ghia, the special edition Midnight Capri and the limited edition John Player Special. The Mark II Capri, which focuses on livability, luxury equipment and decoration, becomes less exciting and lacks the lively and athletic charm of the original Capri. Sales began to decline almost immediately. Ford took action to cut costs, causing the production of the aforementioned Halewood to cease in October 1976. Cologne's remaining production focused on trim reduction, eliminating the broad appeal that Ford had touted a few years ago. The mid-size 3.0-liter model disappeared, and buyers were forced to switch to the premium model 3.0 S (more sporty) or 3.0 Ghia (more luxurious).
In the North American market, Capri ceased production after the 1974 model year. From 1970 to 1974, this was a successful exclusive import, although the supply of interiors and engines was more limited to avoid competition with other Mercury products. Although Capri officially took a one-year vacation in 1975, Lincoln-Mercury dealers still have a large amount of surplus supply from the 1974, and special sales are available throughout the year. Capri Mark II returned to the United States triumphantly in 1976. Its delay was due to the very late start of production of the '74 Capris in December 1973. Capri bound for the United States once again looks different from its European cousins: further affected by US regulatory intervention, it uses indicator lights embedded in the grille and sealed beam headlights instead of the square Hella composite material from Europe. The five-mile-per-hour bumper is present and counted, and the color matches the bodywork. Catalytic converters are standard equipment, which means that no lead is allowed in the fuel tank.
Like Capri Mark I, Mark II has limited decorative products in North America. Sold as a compact sports car, the independent Capri still does not have any badges other than the name. The United States received the aforementioned John Player Special trim, but because North Americans are not familiar with the British Tobacco Group, it is called S in China. Buyers who want more standard equipment and luxurious interiors choose Ghia, which was previously called an optional interior package on Mark I. North America’s Capri II engines were limited to two and were not used in European Capris: the 2.3-liter OHC I4 Pinto engine, or the 2.8-liter Cologne V6 used in the later Capri Mark III.
But in North America, there are problems with the pricing of Capri II. The extra equipment and luxuries on the new Capri make it cheaper than before, and the expensive German production and exchange rate are of no avail. Therefore, the last time Ford imported Capri II was in 1977, and it continued until 1978. As a replacement in 1979, Ford introduced the Fox-body Mercury Capri; a slightly higher-end twin of the Mustang.
In Europe, Mark II Capri took the Mark I's simple driving enjoyment concept into the wrong direction (too soft, too complicated). But Ford was not ready to abandon its ordinary coupe, but in early 1978 it built another Capri. In the third part, we will discuss Mark III and summarize the legend of Capri.
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When I was 16 years old, I got a free Capri (4cyl, car, black plastic interior, no air-in Sacramento! Yes, messed up). I think my sister wants people to upgrade her or something. She was angry when I categorically refused and rode the bike for 2 years until I saved money to buy what I wanted. Even according to the standard of discomfort, these are trash cans.
It sounds like you are stupid by anyone's standards. Also quite proud. Riding a bicycle over a car? Shake my head...
Free Capri or continue cycling for 2 years? OK. Although I don't understand.
That black and gold work is sharp. I like.
By "bicycle" I mean a motorcycle, inside that you will be cooked like an egg.
Lol, i get it. You don't like this car. The use of terms such as hatred is immature.
Why should I bear the registration and insurance costs for a car that I hate and will never drive (the minimum wage is less than $3 is no joke)?
Ford definitely got enough mileage from the OHC "Pinto" engine (see what I did there?). For about 40 years, this was a very bad process. Most importantly, it has been very successfully modified for various forms of 4-cylinder racing cars.
It will be interesting to see the complete list of vehicles that get this engine.
Ranger got it, and 2.5 is its stroke version. SVO, T-coupe, XR4Ti turbo4 versions are very popular in dune buggies, sand tracks, sports cars, high-speed racing cars, etc.
Ranger has a 2.8-liter V6 engine with a mechanical lifter based on European Capris.
I really appreciate these, but they are rarer and more expensive than the Pintos I was driving at the time, so don't go.
The problem with Capri is not the car itself. At the time, the United States had a strange aversion to foreign-made cars with domestic badges (Ford Fiesta and Dodge Colt also suffered the same fate, not to mention the beautiful Merkur xR4Ti). Perhaps it seems dishonest to sell a European-made Ford Capri as a Mercury in the United States. At the same time, by the mid-1970s, the car had to compete with Rabbits, Accords and Celicas.
As for Mercury, by the mid-1970s, it had become a copy of Ford's badge design, laying the foundation for its demise 35 years later. There is nothing unique about Cougar, Bobcat, Comet, Zephyr and 79 Capri, let alone every subsequent Mercury (LN7 etc.).
It's hard to believe that FoMoCo will keep the Mercury game like them.
This car appeared during the "foreign invasion" of non-domestic brands in the US market. Cute cars like the Beetle are tolerable, but nothing else is taken seriously until the price of gasoline has tripled.
At the same time, the inferior quality of domestically produced cars was exposed, and early adopters realized the features and performance they could get from "foreign" brands.
Therefore, the Big Three are trying to get involved in two camps:-Waving the flag of American-made products they own, praising their strength and scale, and at the same time trying to convince us that 75 Comet can get a 24 mpg highway. – Provide exotic "European" designed and manufactured cars to attract more refined tastes. The problem is that these buyers see through the smoke screen and go directly to the import dealer.
As for Capri, it must be the poison at the dealer. Due to increased transportation and federalization costs, profits must be small, and Capri lives near the bottom of the Mercury line. I'm sure that dealers are more eager to sell Montego or even Comet.
Ford continued to "guess" because it worked. I remember an article in which a customer drove a Mercury identical to the corresponding Ford and thought it felt more solid and had better handling.
That was after the smallest difference between the Ford and Mercury versions, just the same model with different trims. Earlier, they were the same car under the skin, but with different skins (1960s Montego vs. Torino). At least they can say that the Mercury version at the time looked better.
By the time Ford killed Mercury, the list of recalls for the same problem was long and people finally figured it out (or Mercury owners eventually admitted that they had been buying Ford cars).
"And think it feels more solid and handles better."
But that is true. I paint Taurus and Sable.
Purchase/drive/burn exclusive import in the mid-70s. Opel Manta/1900 Mercury Capri Dodge Colt/Plymouth Arrow
Fox Capri is very different from Mustang, certainly more than any Buick or Olds of that era, from Chevrolet. Ford's idea of Mercury is correct, but the Lincoln/Mercury network needs GMC-type pickup, truck and SUV product lines to complete this combination.
When I was a child, there were three brothers in their 20s who lived in the back row of our house. One of them drove a brown MkII 2.8 Ghia. If not, I don't know how familiar with their scarcity in the United States.
2 points-Capri was never sold as Mercury... It was an independent brand until the American-made Fox version appeared-I have these brochures every year and I can assure you that automatic vending machine.
I also found a brochure. What is interesting is that vending machines are provided in North America, but not overseas. It is also interesting that Ford uses a completely different engine in the Mark II from Europe. Made corrections.
I should say...every booklet including the European market...cars are available in all markets.
@roger628-incorrect...partially. Capri is sold separately and under the banners of Ford and Mercury. I clearly remember the name Mercury Capri.
"Capri (later Mercury Capri) was the nameplate sold by the Lincoln-Mercury division of Ford Motor Company on three different series of cars from 1970 to 1994. From 1970 to 1978, Capri was a sports compact car. There is no Ford department brand, exclusive imports from Ford in Europe. From 1979 to 1986, Capri became a part of the Mercury model series as a pony car. From 1991 to 1994, Mercury Capri was a convertible sports car, which was produced by Ford in Australia Exclusive import.
In North America, the first and third generations of Capri do not directly correspond to the Ford brand, although they are sold under the Ford brand elsewhere. "
My first new car (and car payment), of course, was a 1976 Capri II 2.8 S 4-speed manual with black JPS trim. Select based on R&T reviews and the advertisements above. It was perfect for a 22-year-old computer programmer who liked to drive on the long and winding roads of New England and New York. Not exactly a muscle car, but it has much better handling and can still cruise for hours at illegal high speeds. Able to carry six friendly twenties or a full-size bookcase in a pinch. However, this is not a snow-friendly car.
Roman numerals make everything worse.
@ToolGuy——See "Jaws", "Saw Cry", Friday the 13th, Nightmare on Elm Street, Halloween, some Rocky movies...
The gold standard for Roman numeral cars with the smell of open septic tanks is still Mustang II
Maybe the godfather bucked the trend.
I really like the appearance of the Mustang II fastback, but it has never been a good car. Of course, I like every quickback, so that's it.
@Corey Lewis and @FreedMike-I am posting here because Corey is a former Volkswagen owner (very clever to his ex) and FreedMike is a current GLI owner. Go back to this link and scroll to the last comment for the latest update. Then please reply how fast you think I need to drive in a) I can still survive and b) it will kill the car. thanks…
https://www.thetruthaboutcars.com/2021/11/2022-volkswagen-jetta-gli-still-jekyll-and-hyde-and-thats-good/
The last model car kit I bought in high school was this car. But the last car I actually built was a 1975 Chevrolet Monza; I went to college but never built a Capri model. I still own the Monza model-without a doubt, it lasts longer than almost all copies of actual cars!
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