The new Ford Capri is a magnet for middle-aged men. Wherever you park, you’ll find one or two of them loitering around the car upon your return. And the commentary will be the same: “That’s the new Capri? That’s no Capri.” This is immediately followed by anecdotes from the 1970s and 1980s.
Clearly, the car meant a lot to people. Yet Ford’s decision to update “the working man’s Porsche” for the electric age feels more like necromancy than nostalgia.
There has been a motoring media pile-on over Ford’s decision to reinvent the Capri as an electric SUV. We’ve joined in as well, reflecting our frustration with a brand we’ve held in such high esteem for decades.
The cardinal sin here is that the new Capri is a crossover. That’s the term for the moment when the design department gives up and the marketing department takes over. The original Capri was all bonnet and bravado. This car is just another lump of mobile metal, lost in the car park of heavy-set EVs, identified only by the nameplate on the back and the occasional splash of boldly coloured paint.
Inside, it’s standard fare for a modern car: infuriating lack of tactile buttons and an enormous touchscreen which, in response to no one’s request, can be slid up and down to reveal a small storage compartment.
It has too many buttons and annoying foibles borrowed from the Volkswagen parts bin – which is appropriate, considering it shares its batteries, electric motors and platform with the German car giant. Ford has bought in VW’s MEB electric car platform under licence, and so the Capri is closely related to the VW ID.4 and ID.5, the Skoda Enyaq and the Cupra Tavascan.
That’s not a bad approach, given the potential savings and the fact that the VW platform is competent in its own right. When Ford first announced the revival plan and showcased the crossover, doubts crept in. But it was worth holding fire until it took to the road.
After all, if it’s not prepared to build a car from scratch, Ford can still lean on a long-time speciality: chassis development. The magic of the Focus was only really apparent on the road – otherwise, it was just another run-of-the-mill hatchback.
Could Ford work its magic on VW’s bits and pieces? Judged against its EV rivals, it comes pretty close. Certainly, the steering feel is smoother and more communicative than several of its competitors, while the ride quality is nicely balanced between comfort and rigidity.
Flick it into Sport mode and there’s a whoosh towards the horizon. On dirty back roads you even get a little rear-wheel spin – the mildest hint that the tail might flit out. But of course, nothing that anarchic would be permitted in the age of algorithms.
A time of 6.4 seconds from a standing start to 100km/h is quick – particularly for a single-motor set-up – but it never really feels aggressive. It just feels heavy and fast.
So the new Capri bears none of the sparkle of past Ford cars, particularly those that packed a performance punch.
The root cause of the issue is weight. It’s hard to make a car this bulky feel nimble and energetic. It’s like asking a heavyweight fighter to dance ballet on a tightrope – possible in theory, but every move is a negotiation with gravity.
For an EV crossover, it does relatively well. But it’s not fulfilling the promise.
Don’t get me wrong: the original Capri had multiple flaws. I drove the wild 2.8-litre version from a heritage fleet several years ago, and it was a timely reminder of just how erratic and feral the Capri could be. But whatever its foibles, it undoubtedly had real character. This car, while delivering faint glimmers of hope, is more of a chatbot.
Returning to the positives, the range is genuinely impressive. With the Extended Range version claiming 627km, our test car showed a consumption figure of 16.7kWh/100km after 1,051km. With 77kWh of usable capacity in the battery, that suggests that with a little more frugal driving – and less strain on the air conditioning – this car will comfortably deliver 500km from a full charge.
That makes the Capri a better performer than the Germans who built the parts that underpin this Ford.
It’s also very spacious, with a boot that boasts 627 litres and enough legroom front and rear to confidently accommodate tall adults.
There’s no doubt the Capri will find its market. It’s priced well, starting at €46,000 – if you can consider that a good price for a family car these days. It’s roomy, safe, refined enough for long journeys – and you can forget all the talk about heritage, passion or even fun.
If Ford wanted to stir up a bit of controversy and get middle-aged men reminiscing about a time when the Blue Oval was a big gun in the motoring world, then it’s worked. If it wanted to honour the heritage of a now-classic, then it’s wildly off-target.
Lowdown: Ford Capri Select RWD extended Range
Power 210kW e-motor developing 286hp and 545Nm of torque, powering the rear wheels via a single-speed automatic transmission. Extended range version comes with battery pack offering 77kWh of usable storage.
CO2 emissions (annual motor tax) 0g/km (€120).
Electric consumption 13.8 kWh/100km (WLTP).
Electric range 627km (WLTP)
0-100km/h 6.4sec.
Price €47,270 as tested, Capri starts from €45,798.
