Ford Capri (1989-94)

HISTORY:
First SA series launched in October 1989 with single cam TX3 engine or Turbo twin cam versions of Mazda's 1.6-litre shared with the 323 and MX-5. Non-turbo twin cam became base engine after Series II upgrade in October 1990 with stronger manual, Turbo brakes and auto option. Minor April 1992 SC upgrade introduced XR2 and XR2 Turbo then turbo-only Tickford Clubsprint and entry level Barchetta later. Final SE series in August 1993 offered Barchetta, XR2, XR2 Turbo and Clubsprint turbo and non-turbo, all with revised styling and colours. Build stopped in May 1994 but sales trickled on until July 1994. If you can, buy one of the last models and put it away.

PRICES:
As damaging ABC lemon beat-up fades, cool babes are reviving it as a slick quarter price Golf/Astra/306/Megane cab alternative. Early cars start from $5000; good Series II examples from $7500. Best and newest peak around $15,000. If kept in showroom condition, the Capri is now almost depreciation-proof.

POTENTIAL PROBLEMS:
Delayed launch left 1970s wedge to compete against MX-5 retro-chic but high sides deliver extra safety and decent boot. It has aged gracefully and resemblance to period Mustang profile doesn't hurt.

Proper four seater and fold down boot access with hood-up. Perfect for everyday use!

OVERVIEW:
US exports demanded big bumpers and better than average parking lot protection. Bumpers need special finish otherwise they bubble. Forgiving front drive handling is safer for novice drivers than MX-5's sharper responses. Turbo is right on the limit for front drive layout as grunt can provoke unwanted torque-steer. Proposed all-wheel drive Capri Turbo was killed off before production.

DRIVETRAINS:
Proven Laser/323/MX-5 drivetrains easily maintained but age and abuse can leave blown head gaskets, overdue cam belts, smoky valve stem seals, dud electronics, worn CV joints, front oil seal and pulley problems, sick turbo, broken engine mounts and worn transmissions. Oil leaks around rocker covers, crank seals, distributor and other parts increasingly common.

BODY:
Check all panel gaps and body to wheel clearances as open monocoque body can be hard to square up after a big hit. Check hood for splits especially at the sides, slashes, cigarette burns and opaque window. Optional hardtop vital if parked on the street. Ford ran out of spare hoods but Sydney company is making them again.

INTERIOR:
Sun-damaged interiors getting harder to find parts for but most Capri trim is based on sporty Falcon cloth patterns reversed. Spoilers and add-on body parts are starting to fade and craze. Early cars leaked but Ford offered more durable Series II hood as retro-fit which some owners refused as softer early material looked better. None should now leak so treat water damage with suspicion.

BRAKES/WHEELS:
Look for wheel damage including alloy spare and inferior tyres. Early smaller solid rotors wore quickly but easily updated to later ventilated discs. Check for rebirthed wrecks and Clubsprint authenticity. Avoid Capris that feel really loose.

WARNING:
The normally reliable and long-lived (250,000 km plus) Mazda B-series 1.6-litre engine as fitted to Ford Laser/Capri and Mazda 323/MX-5 is vulnerable to ham-fisted mechanics breaking the crankshaft and thereby destroying the engine. The problem starts when the crankshaft pulley has to be removed to replace a leaking oil seal and when replaced, it is tensioned incorrectly.

There is also a vital key way that locates the pulley in a specific position to allow the timing to be set accurately but it also can be broken which allows the pulley to slip and then prompts mechanics to set the timing at the incorrect point. This can cause an engine to mysteriously lose power or die altogether when all the vital signs suggest it should work perfectly. Don't worry if you missed it, it has caught out many expert mechanics!