Buyers Guide

Ford Capri 1989-1994 – Buyer’s Guide

The Laser-based Capri was Australia's first sports car from a major manufacturer

Australia during its time as a car-building nation produced a lot of sports cars. However, until Ford announced the Laser-based Capri none had come from a major manufacturer.

The decision to build a soft-top was taken against a background of export cooperation with Lincoln-Mercury in the USA. While Ford hoped for decent local sales the Capri’s primary target was young, trendy buyers in North America.

The shape dated back six years to a design exercise called the Barchetta. That name would be revived in 1993 when Ford attempted to save the project with an improved design.

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Underpinning the local SA Capri range was a 1.6-litre Mazda engine with 61kW of power. Above it sat the entertaining Turbo with 100kW, lots of wheel spin and torque steer. Even later cars with power steering would jiggle the wheel in your hands under full acceleration.

Quality, or lack of it, was the real issue. The Capri had come to market sooner than was probably wise and while Ford’s Sydney assembly plant did a pretty good job of building Lasers, it fell down badly with the Capri. Lots of rattles and poor panel fit were exacerbated by an appalling convertible top design that let water in everywhere. It was said even the hardtops leaked.

| 2021 Market Review: Ford Laser/TX3/Capri

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Cars for the USA were built in LHD but delayed reaching their destination due to the need to engineer them for airbags. Eventually, more than 55,000 were exported but even that number was insufficient to save the project. Ford worked constantly to improve the Capri and in 1992 an upgraded XR2 joined the range. It offered a revised twin-cam engine which in non-turbo form had 77kW. The package included alloy wheels, power windows and mirrors and a cute little boot spoiler that served no practical purpose at all.

The SE version released a year later added an expanded range of colours, cruise control and central locking. Although airbags were included for the US market, Ford never offered them on local Capris. Once Ford’s Tickford performance division took over chassis development, improvements came rapidly. However, the Clubsprint and its Turbo stablemate arrived too late and sold in numbers too limited to save the model from oblivion.

| Ford Capri duo: GT3000 + RS3100

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The last and best Capris had their suspension lowered by 25mm, with new spring and damper rates that really helped the handling. Performance from the turbocharged Clubsprint was fun rather than neck-snapping, with 0-100km/h taking 8.9 seconds.

Production totalled 66,000 cars but only about 10,000 of those remained in Australia. Values remained very low for a long time but during recent years, Capri prices have climbed. Also, a lot of the cheap, nasty cars that were prominent 10 years ago are gone.

Non-turbo XR2s offer probably the best blend of performance and features. They also have the edge in practicality with a luggage platform behind the seats. These Capris can also be found with air-conditioning for very little difference in price from a non-a/c car. For longer-term ownership and collectability, consider a Clubsprint. They are scarce (only 400 made), distinctive in appearance and prices are typically below $12,000. That is cheap for any kind of usable, low-volume convertible.

Value range: Ford Capri (SA Turbo)

Fair: $4500
Good: $8500
Excellent: $13,500
(Note: exceptional cars will demand more)

BUYER’S CHECKLIST

Body & chassis

Roofs and window seals that leaked were a problem with early-model Capris and even adding a hardtop didn’t entirely stop the flow. Checking a fabric top for leaks might be difficult, but if you can grab the vendor’s hose and give it a burst that could save some mopping up later on. Look for rusty floors, listen for door hinges that crunch and crackle and doors that can be moved vertically due to rusted hinge mountings. Next check the front sub-structure for kinks, rust or rough repairs and look at panel shut lines for inconsistencies. Make sure the lights emerge and retract quickly and in unison.

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Engine & transmission

The Capri’s Mazda-sourced engines are durable and easily replaced with a good used unit if necessary. Turbo versions, unless somebody has meddled in search of excessive power, are OK as well but do demand more frequent maintenance than non-turbo motors, Changing oil and the filter every 5000km (or less if the car is seldom used) is essential, so ask for the service history and invoices. If a turbo car blows any kind of smoke, leave it alone. Transmission shudder might not be the fault of the clutch alone. Engine and transmission mounts that have cracked need to be replaced before they cause major problems.

Suspension & brakes

Edge-worn tyres are a hint of overdue suspension repairs or at best the need for a wheel alignment. Even at the rear, worn components will allow the wheels to splay and chew the inner edges of the rubber. During the test drive, perform a U-turn and accelerate, listening for clattering from front constant-velocity joints. New drive shafts are available from $180-250 each and avoid the time spent dismantling shafts to fit new joints. Quality front strut inserts cost around $300 per pair. Shuddering brakes indicate warped rotors but replacements or complete, upgraded braking systems are cheap and easy to locate.

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Interior & electrics

Water leaking into the cabin remains a problem for Capri owners, so look and feel in footwells and under the seats for wet or musty carpets. Surface rust on painted components is another warning sign. If instruments or switchgear don’t work, the component might be suffering from corroded terminals behind the dash. Seats should move easily on the runners and the backs need to lock properly. Some cars had specially-patterned trim and this will be hard to match should you be keen to maintain authenticity.

 

From Unique Cars #469, Aug/Sep 2022

 

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