|But it was in Europe that the Capri really belonged, and the Brits took it to their hearts more than most|
Keen to see if it could replicate the formula on the other side of the Atlantic, in 1965 Ford’s German and English divisions began collaborating on a new project. As with the Mustang, the appearance of the new model – to be called the Colt – would be all-important; it had to appeal to a younger audience than was the norm for a Ford. German designer Uwe Bahnsen (who would later go on to co-pen the controversial original Sierra) would be responsible for the Colt’s looks, and he understood exactly what was needed. So when early the following year clinics in London, Cologne and a number of other European cities were shown a four-seater, fastback coupe with proportions suitable for Europe but more than a few design nods to the American car that inspired it (the long nose, the falling creases along the sides, the fake vents ahead of the rear wheels), the only substantial change deemed necessary was the introduction of larger rear side- windows to reduce the feeling of claustrophobia for rear passengers. Thus the D-shaped windows that would become a signature feature were born, and Ford allocated £20 million to complete the model’s development.
Just as the Mustang had borrowed its mechanical underpinnings from the Falcon and Fairlane to keep costs down, the Colt would similarly plunder its running gear from existing models, most notably the Escort, Cortina and Corsair. When it was discovered that Mitsubishi already held the rights to the Colt name, the new car would even borrow its name from another Ford – the Consul Capri of the early ’60s.
The Capri would be launched at the Brussels motor show in January 1969, although production at the Halewood plant in Liverpool had actually begun two months earlier to ensure that every UK dealer could have at least one Capri on its forecourt by the time sales started in February 1970. The move would also enable Ford to leave examples of it’s new car parked at a number of prominent public locations around the country, the major railway stations of the south-east being the main targets.
Ford billed the Capri as ‘the car you always promised yourself’ and gave potential customers the best possible chance of fulfilling that promise by offering the car with a wide range of engines and trim levels to suit different pockets. In the UK, the basic 1300, powered by a 52bhp 1.3-litre ‘Kent’ in-line four, cost £890, while a 2000GT XLR, with its 93bhp ‘Essex’ V4, topped the range at £1310, and there would be more powerful, more expensive V6 engines to come. (Incidentally, Capris built in Germany for mainland Europe would get entirely different V4 and V6 engines.)
The formula of style plus affordability worked again, and Ford soon had another hit on its hands. Little more than a year after going on sale, a quarter of a million Capris had been built. After an appearance at the New York motor show in 1970, it would even be sold in North America for a few years (albeit badged as a Mercury, not a Ford), while South Africa, Australia and New Zealand would get the Capri for a while too.
But it was in Europe that the Capri really belonged, and the Brits took it to their hearts more than most. No better was this illustrated than in late 1984, over 15 years after the Capri’s launch, when production of the left-hand-drive mk3 version came to an end. While the rest of Europe moved on, the Capri remained on sale in the UK for another two years, bringing the total number built to nearly 1.9 million.