It’s not often you leave for work in the morning and spy a bonafide Curbside Classic in front of your house. My street is generally quite sparse on Curbside Classics; an old neighbor’s Fiat 131 and Jaguar XJ and another neighbor’s Triumph 2000 left the neighborhood long before I started writing for this site. This morning, though, I was spoilt by this 1970-72 Ford Capri 3000 GT.
The early morning sun conspired to sabotage my photos, sadly. But you can still spot the owner’s inventive way of keeping the front bumper in place. The car is pretty much stock, as these left the factory that way. These were actually imported as CKD kits from the UK and were assembled in a factory in Homebush, New South Wales. This actually surprised me to learn, as I don’t recall ever seeing a Capri on the roads despite our rather rust-free climate. Apparently, they were relatively popular for a sport compact, although the 1.6 four-cylinder models were the volume sellers. We only received the first-generation Capri, which was sold from 1969 until 1972. Perhaps the generally younger clientele drove these too enthusiastically and that’s why survival rates are so low.
This 3000 GT would be one of 3,014 locally-assembled models. The 3.0 V6 produced 144 hp and 192 ft-lbs of torque, with a four-speed manual or an optional three-speed automatic. The manual vastly outsold the automatic. Interestingly, the biggest V6 is one of the engines that didn’t make it to North America, where the only available V6s were the 2.6 and 2.8.
I don’t think this belongs to a neighbor, which is a shame. I wouldn’t mind seeing this every morning as I leave for work.
I remember seeing the Capri when I was a boy. I was too young to drive at the time, but I remember admiring its styling.
Sweet Jesus, somebody needs to mow their lawn and trim along the sidewalk…
Cool car, can’t tell you the last time I saw a Capri. I rode in a newer one, as part of a high school carpool in the early 80s…the driver also had access to a Datson 810 station wagon, which was a heck of a lot roomier than the Capri. The main thing I recall about the Capri was that it was a 4 cylinder automatic, and it was SLOW.
It is spring in sub-tropical Queensland, that could be just a few days’ growth!
When they were first sold they had the Super roo decal below the stripe just behind the headlamp, to tie in with big brother Falcon GT in the showroom.
These had the MK4 Zephyr/Zodiac engine with higher compression heads, stock Capris have become quite rare most have had the 4 or 6 replaced with a V8 for more power and original survivors are quite thin on the ground.
Particularly as the Essex V6 tended to self-destruct from failed oil pump drives . .
A Capri always takes me to schooldays, when I used to get a lift home some days in a 2000GT, with a rev counter. Quite something in Wakefield, Yorkshire in 1972.
One thing that has always intrigued me about the Capri i that although it was a Ford of Europe project, the UK and German branches both had assembly lies, and the car had different engines in the UK and Europe. The UK got in-line 1.3, 1.6 and 2.0 fours, and 3000 V^; Europe got a range of (i think) 1.5, 2.0 ,2.3 and 2.6 V4 and V6.
Australia is RHD, so UK sourced CKD would seem to make sense. The matt black bonnet guarantees “cool” status of course.
Yes Australia and NZ got UK models not German still happens today GMH rebadges Vauxhalls for the local market not Opels because RHD though they keep very very quiet about it.
Yeah, the engine lineup for the British-built and German-built cars were wildly different. There was also a 1.7-liter V-4 in Germany, although it was relatively short-lived. (I think it was replaced by the 1.6-liter Pinto engine, but I’d have to check.)
That 1.7 was in some transit vans sold here noisy and slow.
There were actually both British and German 1.7-liter V-4, which were both used in different versions of the Transit, but were otherwise unrelated. The Essex 1.7 was 1,663cc and was basically two-thirds of the 2.5-liter Essex V-6. The Cologne 1.7 was 1,699cc and was more or less two-thirds of the 2.6-liter Cologne V-6. Did you guys get the German version or the British version? (I imagine in a Transit, “noisy and slow” would have applied equally to both.)
British version they made lots of noise and the vans were very slow Falcon 6 or Ford V6 conversions were popular along with a MK3 Zephyr diffhead to raise the gearing, V6s were pulled from most MK4s and V8s were inserted plenty of room and the MK4 gearbox and rear end could cope with a 351 Ford or 350 SBC.
..well we did get the 2.3 V6 in the top end Mk 5 Cortina of the day …I may be wrong but believed it was the Teutonic cuzzie (??)
There was a V4 MkI Capri on Trademe earlier this year. I thought it was NZ-new, but I’m probably mistaken. The engine looked lost in the engine bay…
haha – Ford made a mixed bag of engines back then …some sweet ..and some just immediate boat anchors (the Essex range sucked in my humble opinion, but I daresay there are some folks who say they were just the best…lol
Never heard of Essex V6’s having a lot of problems. I have owned 6 cars with Essex V6’s in and not one ever had issues with oil pump failure. In my opinion a great engine
I’ve seen just one in the past fifteen or more years, this was quite recent.
This would have to be newer than the one you posted
That’s a MkII, similar-looking but gained a hatchback.
Our next door neighbors were Pontiac people, but the dad got one Capri, maybe 1973 or 74. He had gotten progressively smaller, sportier cars. While the Mrs. got a series of 3 GTOs (66,68,71) he went from a 67 LeMans Sprint with the OHC 6, to a 71 Firebird base model to the Capri.
Looks a little tired. Export to the UK and collect £12000!. .
Still remember the ad’s in the US. “The Sexy European”. The V6 stick versions could move out, and as they aged they were hopped up by the boy racers in the ’70’s and 80’s. Explains why I can’t remember the last time I saw one of these. I took one off the road in 1972 when a pickup with camper was parked right behind a stop sign, blocking my view in quiet neighborhood. 16 year old me went through it and the only car on the road for the next 10 minutes happened to be a ’70 Capri with three people in it, and I was T boned in the drivers side, spun around, jumped over a curb between a Dodge van and a fire hydrant and stopped in front of a houses front door. The Capri was caved in up to the windshield, the back seat of the Beetle was bent up into a upside down U shape. I climbed out of the right side door just as the owner opened his front door, to the sight of me covered in white powder from a 50 lb bag of Pizza dough mix that exploded on impact. I was on my way to deliver it to another Pizza Pete’s that had run out. The people in the Capri went through the windshield and were in the hospital for a couple of days. I was bruised from the door and the seat belts, but was OK. Great find, I hope the owners finishes fixing the front end and treats the car to a new paint job.
I remember the Capri and liked them but never owned one. I knew a high school automotive teacher who would rebuild them from wrecks. He would take a front damaged one and a rear damaged one, cut them apart and make one good car. I was fascinated by the way he did it. Not at all the way you think it was done. I owned 2 cars that were rebuilt by him and never had any of the often associated problems with rebuilt wrecked cars.
A minor point, but the 1st generation is considered to be the 69 to 74 models…..with the 73 and 74 being labeled the “facelift” model due to the different instrument panel, slightly different front grille, different shaped “vents” on the side behind the door opening (I can’t remember if they got bigger or smaller), and different/larger tail lights. I think even the front seats were a bit different in the “facelift” model.
Over the years, I’ve driven 6 or 7 different 1st generation Capris, both 2 liter and 2.6 and 2.8 V6 models. I actually like the 2 liter cars best, followed by the 2.6 liter models as the 2.8 wasn’t too happy being revved and somehow managed to feel “heavier” than the 2.6.
And I put my money were my mouth is….so to speak, and bought a 15 year old 73 with the 2 liter and Ford’s C4 automatic transmission. Mine also had the (rare?) Decor Group which added “full” instrumentation and a fold down armrest for the back seat. Slow? I didn’t care, my biggest problem was that the doors didn’t really open that far making it harder than usual to get in and out of. And it really isn’t a car for tall people in general.
Most of these in the U.S. seem to have succumbed to rust, especially around the windshield….very difficult to fix, properly.
Would I want another one? Yes.
Had always wondered how the four was verses the V6 in these. In England I believe they sold ist gen Gt’s with a dual carb setup on the 1.6 Kent engine. That version had to be light, Since small size and light weight were always the ace in the hole of these, the most elemental might turn out best.
As I recall (it’s been a while since I looked at any performance figures, the 1.6-liter and probably 1.7-liter cars were slow but not embarrassingly so (the 1.3-liter being the latter) and the 2-liter was reasonable for the time — probably about as quick in British or European form as U.S. cars with the emissions-controlled 2.6 or 2.8-liter V-6.
Try looking for the Capri (and every other car you ask about) on Google. They include power, 0 to 60 mph times and top speed. Try it next time.
William, it’s awesome you were “gifted” with this CC sighting in front of your house. Great post about one of my favorite Fords, period. The ’76 Capri II I didn’t buy as a teenager was “the one that got away”.
With drilled jets and headers+ straight thru exhaust a workmates 3L Capri did 117mph on Taupo raceway, slower top speed than my worked 65 3.3 Vauxhall Velox which was a surprise.
A lot of “top speed” has more to do with gear ratios than engine power.
I had a ’74 2.8 V6 with a four-speed for one year. Bought it new, but electrical gremlins scared me into trading it. Here in Northern California, rare cars survive forever…but I’ve seen exactly one Capri ( a ’72 four-cylinder) in the past two years.
These things used to be quite common but I haven’t seen one for years. I considered buying a V6 Capri one time but walked smartly away after driving it. Nose heaviest thing I ever drove.
Every day going to work I pass a later model Capri, with the rectangular headlights. It looks like a very original base model, in a 1970s gold/brown. I’ll stop one day and put it in the cohort.
Capris had a very specific place in British hearts, as a “sports” model at a time when all the fun seemed to be being sucked out of cars with the misery of BL and dreary tin-can cars. The 2.8i continued to sell very well, even in to the late 80s iirc, and was a well-respected car.
Funny, even with the bashed in front end I find it preferable to the park benches used on later US bound examples. The hatchback didn’t do any favor for the aesthetics either IMO. The earliest examples like this are quite pretty looking to me, I wish it was in front of my house, instead I have to look at my neighbor’s stupid Camry
I would love to have one of these early Capri’s, with a swapped in 4.0L out of an early 1990’s Ranger/Explorer with a 5 speed. Then go Corvette hunting.
The Capri was promoted by Ford as “The car you always promised yourself”.
I sold my last Capri 12 years ago and promised myself to buy another one someday.
But time marches on and so I bought a car for my kids last Sunday, a 2000 Ford Puma, which was a cute little coupe based on the Fieast MK 4, built in Cologne and only sold in Europe.
Only one owner from new, original 19.000 miles, always maintained by a Ford-dealer.
I know it is not rear-wheel-drive like the Capri and it only has 90 hp, but it only weighs 1.100 kg and it has a great chassis, so you can drive it like a go-kart.
I have already fallen in love with it and plan to enjoy it for the next year until my kids have reached the legal driving age here in Germany, than it will be theirs to drive.
The Capri was such a good looking car and the first generation imported into Canada seemed to be everywhere. It was a time when noteworthy imports such as the Celica and 240 Z were also selling well in this country.
Can’t remember the last time I saw an early generation car on the streets. More so the odd later model, but not in stock form. They always seem to be modified and that maybe because stock parts are hard to come by.
Still a few Capris on the road here although pre-facelift (small tail lights shared with MkI Escort) MkIs are rare. We got them in UK spec right up until the very end of production. The Sierra XR4i was meant to replace the Capri, but they co-existed in our showrooms (& in the UK).
It is a shame the Ford Essex (and even the Ford Taunus) V4 engine were such dogs, as opposed to the Ford Essex (and Cologne) V6 engine.
Is it known whether Ford UK like Ford Germany explored a narrow-angle V4/V6 design or sought to develop a V6 and inline-4 engine like Fiat’s Dante Giacosa managed to do with the 130 V6 and 128 SOHC engines?
Also wonder whether it would have been worthwhile for Ford UK to develop a Kent/Crossflow-derived pre-Pinto 4-cylinder OHV engine to cover the 1750-2000cc displacement sector (in place of the Essex V4), inspired by the Kent/Crossflow-derived developments of the Cosworth BDA petrols and Lynx/Endura-D diesels.
Coming back to the Essex V6, could it have evolved in the same manner the Cologne V6 did in real life? Especially in terms of capacities beyond 3375cc (as in the South African Essex V6) towards 4-litres+ as well as SOHC or even DOHC equivalents of the 2.9 Cosworth BOA/BOB?