Ford Capri Cars: 280 Brooklands, 2.0S, II 2.0S JPS, RS3100

What Is Your Favourite Car Of All Time?

Capri Cars

This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Ford Capri art featured in this guide please click here.

This guide celebrates the key models in the 18 years history of the Ford Capri. Launched in 1969, the Capri was in continuous production until 1986, concluding with the special edition 280 Brooklands. A total of 1.9 million examples were assembled.

Capri 1300, 1600, 1300GT, 1600GT, 2000GT and 3000GT

The MkI Ford Capri hit the showrooms early in 1969 dubbed as "the car you always promised yourself". The Capri was an inexpensive and practical four-seater with the lines of a sports fastback. A bewildering array of options and accessories could be specified by the owner, in effect making each Capri almost tailor-made to an individual's tase, starting with 32 basic derivatives! With a choice six engines, (1300, 1600, 1300GT, 1600GT, 2000GT and 3000GT, the Capri could be customised by selecting from three Custom Plans. They were L, which was an exterior smartening option, X which upgraded the interior, and on GT cars the R would add sporty options such as a sports paint scheme, halogen lamps and sculptured road wheels.

Capri 3000GT XLR

The Capri 3000 GT was the ultimate expression of the early Capri range with its 2,994cc Kent V6 engine and a version that truly justified the Capri's sporty appearance. In common with all GT models, the 3000GT had servo brakes, radial tyres, wood trimmed centre console, a full array of sports gauges, close-ratio gearbox, twin speed wipers and a passenger vanity mirror. The original 3000GT was capable of 113mph and 0-60mph in 9+ seconds, but by October 1971 the 3000GT and 3000E models were delivering a 122mph top end, and 0-60mph in around 8 seconds. Of the pre-facelift MkI Capris, only the 3-litre models were adorned with the popular bonnet power bulge, which time would see spread to the entire Capri range. Visible on the 3000GT XLR is a sub-gloss black bonnet, grille and sills, courtesy of the R Custom Plan, with attractive sports wheels standard on this particular version.

Capri RS3100

The Capri RS 3100 was created as a low volume homologations special for used on the track against the mighty BMWs for the 1974 season. Although adored by the motoring press, sales fell victim to the Arab-Israeli war and the earlier Launch of the new Capri II. That should not take anything away from the RS3100, it was a truly stunning and aerodynamic creation. With its FAVO styled boot-mounted duck tail spoiler, low ride level, modified spring rates and cross member, matt black quarter (and rear) bumpers, quad halogen lamps, 4 spoke AVO alloys, and body stripes, the RHD V6 Capri boasted a then creditable drag factor of just 0.375. The Essex coded engine was basically overbored to 3091cc and the ports and inlet tracts were polished resulting in 148bhp, 124mph and 0-60mph in under 8 seconds. Only 250 models were produced, making this a rare collectors car indeed.

Capri 3000GXL

1972 brought about significant changes and as a result the facelift Capris were launched in an attempt to keep ahead of the growing competition. These facelifted Capris were easily identified by larger lights, indicators in the front bumpers, the bonnet bulge adopted by models other than the V6, smaller side dummy air scoops and new rear suspension set up with anti roll bar as standard. Interior luxury was becoming a reality with cloth inserts to greatly improved sculptured seats and revised facia with the now familiar large instrumentation and switchgear. The 3000 GXL sported quad headlamps of the type first seen on the limited production RS2600 and destined for the RS3100. Further refinements included a general softening of suspension, use of an excellent single rail gearbox and viscous-coupled fan. The 140bhp 3000GXL could be specified with automatic transmission, originally introduced on the 3000E and GT, which would push 1972 purchase price to a shade over £2000.

Capri II 2.0S JPS

By early 1975 industry trends and the Carpi's ego was steered to a more sporting nature and the Capri S GT appeared codenamed midnight. This model was blanketed in sensual black paintwork and featured gold coach-lining to its sides as well as bonnet and grille edges: a colour scheme borrowed, from the distinctive and successful John Player Special Formula 1 Lotus team cars. Black bumpers, headlining, door handles, door mirrors, window mouldings and exhaust pipe(s) continued the theme, whilst gold badging, seat panels and spayed alloy wheels (of varying designs) added the finishing touches. The Capri IIs generally soft suspension benefited from harder settings with luxuries such as tinted glass, twin rear view mirrors, halogen headlamps and rear wash-wipe, making the 1.6S, 2.0S, and 3.0S desirable sporting packages. The GT designation was dropped early on in S history and later models received a generous air-dam spoiler and less striping.

Capri II 3000 Ghia

The Capri II was born in 1974 amid a gloomy economic climate, and this, with the cessation of US exports of the Capri, saw sales figures of the new generation Capri half that of the original. The new breed was larger, had mores space, with a better ride and generally was a much improved car, it incorporated a hatchback with the fuel tank repositioned to behind the rear axle under the floorpan. The V6 offerings were the 3000GT and 3000 Ghia - the newly acquired Turin styling house's influence resulting in a higher level of luxury than Fords had previously enjoyed, with liberal use of plush fabrics and extra padding to the now opulent interior. In terms of performance the 3000 twin-piped engine in its new shell did not sparkle as much as the retiring 3000GXL, but improved brakes and tyre combinations made it infinitely more controllable. The Ghia enjoyed vinyl roof, tinted glass, sunroof and stood on unique 8-spoke alloy road-wheels.

Capri 2.0S

1978 saw the emergence of the third generation Capri, a sleeker, faster and altogether safer car, easily identified by its quad headlamps nestling under a restyled drooping bonnet line and large ridged rear lights used extensively as a trademark by Ford models of the early 1980s. Based on the Capri II floorpan, the MK III Capri benefited by a liberal used of plastics and aerodynamically by the introduction of a standard rear spoiler for all the S models. The S range had a choice of 3 engines - the 1600 OHC, 2000 OHC and 3000 V6, all with twin venturi carburettors. At this time, models were shod with alloys first seen on the luxurious Capri II Ghia S, and were trimmed with the fashionable Carla seat fabric and huge S body-side stripes.

Capri 2.8 Injection

The swansong of the Capri's history, the 2.8 injection, did much to revive the fortunes of the ageing Capri, and was a sensation at its launch in 1981, adding years onto the life of the genre. The 3-litre Essex plant was dropped in favour of the aggressive Bosch K-Jetronic fuel injected Cologne V6, and handling improved by a taughter suspension and lower ride height resulting in a package far more refined than any yet presented, and all at the lean starting price of £7995. The 2.8i could reach 60mph in under 8seconds and achieved 130mph. This feisty performance with luxuries such as Recaro seats, unique perpperpot alloys, tilting/sliding sunroof, power steering, tinted glass and opening rear quarter windows ensure this model a cult status, going down in history as a true drivers car and a high point in Ford's sporting model range.

Capri 280 Brooklands

The final chapter in the Capri's history, and a fitting end was the Brooklands 280, of which only 1038 were produced as late as December 1986. Basically a 2.8i with special Brooklands Green metallic paintwork, the 152bhp Capri was undeniably attractive with its unique red and white coachlining and enormous 7J 15inch 7-spoke allooy wheels with road hugging 195/50 VR15 Pirellis, Trimed copiously in raven leather hide and with every extra one could possibly want, the Capri 280 could be nothing other than an instant classic, a dignified end to the Capri story, which spanned 18 years, and linked itself with such illustrious names as Jackie Stewart and Emerson Fittipaldi. Culminating 1.9 million examples, and loved by people worldwide, it really was "the car you always promised yourself".

Thank you for reading my guide and I hope you found it interesting!

Classic Austin Cars: 1100, 1300, A60 Cambridge, A99, A110 Westminster

Do You Remember Your First Car? Was It An Austin?

Austin Cars

This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the

classic Austin car art featured in this guide please click here.

This guide profiles classic Austin saloons from the BMC regime of 1952 to 1968. Ranging from the humble Mini to the powerful and well equipped Westminsters these famous models dominated our roads for at least two decades. During the mid-1960s Austin offered the widest range available from a British manufacturer with no less than nine different saloon models varying in price from £500 to £2500.

A30 and A35 (1951-1968)

One of the new models at the 1951 Motor Show was Austin's new small car, the A30. Called the new Austin Seven and fitted with the 800cc A-series engine, it was enthusiastically received by the motoring press and the public and began to appear on the roads in May 1952. Priced conveniently at £10 less than the two-door Morris Minor, the A30 was extremely economical and reliable, with just enough room inside for four adults. Never as adventurous as the Minor or in the same class in terms of handling or road-holding, the unitary-bodied A30 was nevertheless a runaway success. From 1956 the model was fitted with the bigger 948cc engine, becoming the A35, which in saloon form was discontinued in 1959 with the arrival of the Mini. The Countryman version of the A35 continued until September 1962 and the van version ran on until as late as February 1968. A total of over 550,000 A30/A35s, and commercial derivatives, were built by Austin between 1951 and 1968.

A105 (1954-1959)

Austin's first popular medium sized six after the war was the 1954 A90 Westminster, which followed the lines of the A40/A50 Cambridge. The styling was the same but in fact the new Westminster was built 2 ½ " wider and had a longer front end in order to accommodate the new six-cylinder 2639cc C-series engine. Fitted with a single Zenith carburettor, the engine developed85bhp and gave the model a top speed of 85mph. From 1956 the A105 model was introduced with a high compression engine, twin SU carburettors and 120bhp on tap. It was better equipped than the A90 and was available in a range of two-tone colour schemes with fog lamps, whitewalls and fancy wheel trims. For 1957 a restyled Westminster was launched and designated the A95. It featured a new grille and a new, longer rear end. The A105 version of the car continued with these styling updates and now had overdrive as standard together with the option of an automatic gearbox.

1800 and 2200 (1964-1975)

The 1800 was not to be the hat-trick for Issigonis as the third successful front wheel drive model for Austin and BMC. There was nothing wrong with the concept of trying to redefine the large family car but unfortunately the model failed in many areas. It was intended to be powerful but was too big and too heavy and was no match for the performance orientated lightweights in the form of Ford's Cortina or Vauxhall's Victor. The model also lacked the style to compete in the growing executive car sector with competitors such as the Triumph 2000 and the Rover 2000 having a distinct advantage. BMC expected the car to sell in big numbers but it just didn't happen. There were plus points such as the superb ride comfort by virtue of Hydrolastic suspension and it was the roomiest family saloon on the market. Mark 2 from 1968 and Mark 3 from 1972. Six-cylinder 2200 from 1972 to 1975.

A40 Farina (1958-1967)

The A40 was the first project entrusted to the services of the outstanding Italian designer Pininfarina. As a direct replacement for the A35, the model broke new ground in that it was the first modern two-box car without a boot at the back, its general styling theme following Farina's then prevalent design brief, with crisp and simple lines similar to those of the Lancia Flaminia. On the mechanical side however, the components were fairly directly derived from the A35, with the 948cc engine in a similar state of tune and suspension, steering and braking systems similar too. The A40 was wider, had a longer wheelbase and was a great improvement on the older car in terms of roominess. The original A40 was introduced in the autumn of 1958.

Seven and Mini (1959-1969)

For 1959 BMC had an almost completely new range of cars in the popular classes. The Leonard Lord programmes of rationalisation by badge engineering had been successfully introduced, and the new Farina styled designs had brought Austin and other BMC marques into the new era. The best was yet to come as on the 26th August 1959 BMC launched the Austin Seven and Morris Mini-Minor, two revolutionary small cars that were to change the face of motoring. Issignis's masterpiece used the existing BMC A-series engine, but to fit in the smallest possible four-seater car he turned the engine sideways and put the gearbox and final drive in the sump. There was also fully independent suspension using rubber cones. For 1959 there were only saloon models, in standard or deluxe forms and a choice of three colours for the Austins Tartan Red, Speedwell Blue or Farina Grey.

Metropolitan (1954-1961)

Launched in America and Canada as early as 1954 the Metropolitan was released for home market consumption in 1957. Basically a two-seater, with children's seats behind, it was available in convertible or hardtop forms. At first the engine was a 1200cc unit from the Austin A40, but in 1956 a change was made to the 1489cc BMC B-series engine. A three-speed, column change gearbox was used and suspension , steering and braking systems were borrowed from the A30 or A40 models. Most were finished in two-tone colour schemes and a heater and a radio were fitted as standard. Whitewall tyres were a popular option. The Metropolitan did very well for the company, enjoying the distinction of being one of the best selling British-made cars in the US at the time. Last of the line, the Series IV of 1960-61 boasted quarter-lights to the door windows and an external opening boot. The Metropolitan never wore the Austin badge, even for the home market cars.

A99 and A110 Westminster (1959-1968)

Soon after the A40 and A55 models, the new Westminster followed in July 1959. Styling followed the themes of the A55 Cambridge but the more generous proportions of the Westminster made the result more pleasing. The new Austin was fitted with a bored out 3-litre version of BMC's C-series engine complete with two SU carburettors coupled to a novel gearbox, a three speeder with overdrive on second and top. Suspension followed previous Westminster practise but there were now Lockheed front disc brakes with servo assistance. In the great BMC revamp of 1961, the Westminster became the A110, it used the same engine but came with a new twin exhaust system to give a few more bhp. There was also a new grille and revised facia. There were no Morris, Riley or MG versions of the car but for those in search of more luxury there was the better equipped Wolseley 6/99.

A60 Cambridge (1961-1969)

In the autumn of 1961 most of the BMC models received a facelift and the A55 Cambridge MkII which had been available since early 1959 was replaced by the new A60 version, Simliar in appearance to its predecessor, the A60 featured a modified radiator grille and small tailfins, although side-flashes contrasting with the body colour provided a distinctive new look. Under the bonnet was a 1622cc engine and now also the option of an automatic gearbox. Wheelbase and track dimensions were slightly increased which improved the handling. For 1962 the A60 Cambridges and their Morris Oxford cousins were offered with a diesel version of the B-series 1489cc engine. Most of those produced were sold for export markets, where different excise duties made diesel cars a financially attractive proposition. The A60 Cambridge continued in production until 1969 by which time a total of around 276,000 had been produced.

1100 and 1300 (1963-1974)

The second Issigonis designed BMC front wheel drive car was introduced in Morris form in August 1962, but Austin dealers had to wait over a year before the equivalent Austin 1100 appeared in their showrooms. Although the 1100 did not have the same influence as the Mini it represented possibly the finest small family small of its day and was the best selling car in Britain for a number of years. Derivatives were made in Italy, Spain, Australia and South Africa making Austin and Morris household names in some peculiar places. The trusty A-series was now bored out to 1098cc and developed approximately 48bhp giving a top speed of 78mph. (Mk1). The 1100 was expertly packaged by Issigonis, being a little longer than an A40 but offering roughly the same interior room as an A60 Cambridge. Pinninfarina's influence was also there to see in the form of the cropped tailfins.

Thank you for reading my guide and I hope you found it interesting!

Classic Austin Cars 1960s 1100, 1300, A60 Cambridge, A99, A110 Westminster

Austin Cars

This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Austin car art featured in this guide please click here.

This guide profiles classic Austin saloons from the BMC regime of 1952 to 1968. Ranging from the humble Mini to the powerful and well equipped Westminsters these famous models dominated our roads for at least two decades. During the mid-1960s Austin offered the widest range available from a British manufacturer with no less than nine different saloon models varying in price from £500 to £2500.

A30 and A35 (1951-1968)

One of the new models at the 1951 Motor Show was Austin's new small car, the A30. Called the new Austin Seven and fitted with the 800cc A-series engine, it was enthusiastically received by the motoring press and the public and began to appear on the roads in May 1952. Priced conveniently at £10 less than the two-door Morris Minor, the A30 was extremely economical and reliable, with just enough room inside for four adults. Never as adventurous as the Minor or in the same class in terms of handling or road-holding, the unitary-bodied A30 was nevertheless a runaway success. From 1956 the model was fitted with the bigger 948cc engine, becoming the A35, which in saloon form was discontinued in 1959 with the arrival of the Mini. The Countryman version of the A35 continued until September 1962 and the van version ran on until as late as February 1968. A total of over 550,000 A30/A35s, and commercial derivatives, were built by Austin between 1951 and 1968.

A105 (1954-1959)

Austin's first popular medium sized six after the war was the 1954 A90 Westminster, which followed the lines of the A40/A50 Cambridge. The styling was the same but in fact the new Westminster was built 2 ½ " wider and had a longer front end in order to accommodate the new six-cylinder 2639cc C-series engine. Fitted with a single Zenith carburettor, the engine developed85bhp and gave the model a top speed of 85mph. From 1956 the A105 model was introduced with a high compression engine, twin SU carburettors and 120bhp on tap. It was better equipped than the A90 and was available in a range of two-tone colour schemes with fog lamps, whitewalls and fancy wheel trims. For 1957 a restyled Westminster was launched and designated the A95. It featured a new grille and a new, longer rear end. The A105 version of the car continued with these styling updates and now had overdrive as standard together with the option of an automatic gearbox.

1800 and 2200 (1964-1975)

The 1800 was not to be the hat-trick for Issigonis as the third successful front wheel drive model for Austin and BMC. There was nothing wrong with the concept of trying to redefine the large family car but unfortunately the model failed in many areas. It was intended to be powerful but was too big and too heavy and was no match for the performance orientated lightweights in the form of Ford's Cortina or Vauxhall's Victor. The model also lacked the style to compete in the growing executive car sector with competitors such as the Triumph 2000 and the Rover 2000 having a distinct advantage. BMC expected the car to sell in big numbers but it just didn't happen. There were plus points such as the superb ride comfort by virtue of Hydrolastic suspension and it was the roomiest family saloon on the market. Mark 2 from 1968 and Mark 3 from 1972. Six-cylinder 2200 from 1972 to 1975.

A40 Farina (1958-1967)

The A40 was the first project entrusted to the services of the outstanding Italian designer Pininfarina. As a direct replacement for the A35, the model broke new ground in that it was the first modern two-box car without a boot at the back, its general styling theme following Farina's then prevalent design brief, with crisp and simple lines similar to those of the Lancia Flaminia. On the mechanical side however, the components were fairly directly derived from the A35, with the 948cc engine in a similar state of tune and suspension, steering and braking systems similar too. The A40 was wider, had a longer wheelbase and was a great improvement on the older car in terms of roominess. The original A40 was introduced in the autumn of 1958.

Seven and Mini (1959-1969)

For 1959 BMC had an almost completely new range of cars in the popular classes. The Leonard Lord programmes of rationalisation by badge engineering had been successfully introduced, and the new Farina styled designs had brought Austin and other BMC marques into the new era. The best was yet to come as on the 26th August 1959 BMC launched the Austin Seven and Morris Mini-Minor, two revolutionary small cars that were to change the face of motoring. Issignis's masterpiece used the existing BMC A-series engine, but to fit in the smallest possible four-seater car he turned the engine sideways and put the gearbox and final drive in the sump. There was also fully independent suspension using rubber cones. For 1959 there were only saloon models, in standard or deluxe forms and a choice of three colours for the Austins Tartan Red, Speedwell Blue or Farina Grey.

Metropolitan (1954-1961)

Launched in America and Canada as early as 1954 the Metropolitan was released for home market consumption in 1957. Basically a two-seater, with children's seats behind, it was available in convertible or hardtop forms. At first the engine was a 1200cc unit from the Austin A40, but in 1956 a change was made to the 1489cc BMC B-series engine. A three-speed, column change gearbox was used and suspension , steering and braking systems were borrowed from the A30 or A40 models. Most were finished in two-tone colour schemes and a heater and a radio were fitted as standard. Whitewall tyres were a popular option. The Metropolitan did very well for the company, enjoying the distinction of being one of the best selling British-made cars in the US at the time. Last of the line, the Series IV of 1960-61 boasted quarter-lights to the door windows and an external opening boot. The Metropolitan never wore the Austin badge, even for the home market cars.

A99 and A110 Westminster (1959-1968)

Soon after the A40 and A55 models, the new Westminster followed in July 1959. Styling followed the themes of the A55 Cambridge but the more generous proportions of the Westminster made the result more pleasing. The new Austin was fitted with a bored out 3-litre version of BMC's C-series engine complete with two SU carburettors coupled to a novel gearbox, a three speeder with overdrive on second and top. Suspension followed previous Westminster practise but there were now Lockheed front disc brakes with servo assistance. In the great BMC revamp of 1961, the Westminster became the A110, it used the same engine but came with a new twin exhaust system to give a few more bhp. There was also a new grille and revised facia. There were no Morris, Riley or MG versions of the car but for those in search of more luxury there was the better equipped Wolseley 6/99.

A60 Cambridge (1961-1969)

In the autumn of 1961 most of the BMC models received a facelift and the A55 Cambridge MkII which had been available since early 1959 was replaced by the new A60 version, Simliar in appearance to its predecessor, the A60 featured a modified radiator grille and small tailfins, although side-flashes contrasting with the body colour provided a distinctive new look. Under the bonnet was a 1622cc engine and now also the option of an automatic gearbox. Wheelbase and track dimensions were slightly increased which improved the handling. For 1962 the A60 Cambridges and their Morris Oxford cousins were offered with a diesel version of the B-series 1489cc engine. Most of those produced were sold for export markets, where different excise duties made diesel cars a financially attractive proposition. The A60 Cambridge continued in production until 1969 by which time a total of around 276,000 had been produced.

1100 and 1300 (1963-1974)

The second Issigonis designed BMC front wheel drive car was introduced in Morris form in August 1962, but Austin dealers had to wait over a year before the equivalent Austin 1100 appeared in their showrooms. Although the 1100 did not have the same influence as the Mini it represented possibly the finest small family small of its day and was the best selling car in Britain for a number of years. Derivatives were made in Italy, Spain, Australia and South Africa making Austin and Morris household names in some peculiar places. The trusty A-series was now bored out to 1098cc and developed approximately 48bhp giving a top speed of 78mph. (Mk1). The 1100 was expertly packaged by Issigonis, being a little longer than an A40 but offering roughly the same interior room as an A60 Cambridge. Pinninfarina's influence was also there to see in the form of the cropped tailfins.

Thank you for reading my guide and I hope you found it interesting!