Early Capri projects rarely retain all the small pieces that can make restoration so difficult, but the seller says this 1971 example remains complete. Built by Ford-Werke in Cologne, Germany, it left the factory in Sapphire Blue Poly with a 2.0-liter engine and 4-speed manual transmission. The car has reportedly been off the road for about 36 years and is listed on eBay in Van Alstyne, Texas, where bidding currently sits at $975 with no bids.
The Capri’s long hood, compact dimensions, rear-wheel drive, and fastback roofline gave American buyers a distinctly European alternative to the usual pony car. This one carries the desirable 2000 engine and manual gearbox, while a vinyl roof and air conditioning were apparently added after it arrived in the United States. The seller rescued the car from an Oklahoma towing company several years ago, fitted Porsche 924 wheels so it could be moved, and has stored it indoors since.
Its Sapphire Blue paint is heavily weathered, and most of the vinyl top has deteriorated, but the Capri’s handsome shape remains easy to appreciate. The bumpers, lights, emblems, glass trim, and much of the brightwork are still present. Unfortunately, the windshield is broken, both rear wheel openings show old repairs and rust, and the doors show some rust-through. The seller reports that the cowl base, door jambs, and most of the trunk remain solid, although the spare-tire well has a hole and the battery tray is nearly gone.
Inside, originality and completeness again work in the Capri’s favor. The woodgrain instrument panel, Capri steering wheel, 4-speed shifter, door panels, rear seat, and front buckets remain. However, the dash pad is badly cracked, and the upholstery is split and crumbling. The engine compartment still contains the 2.0-liter 4-cylinder and air-conditioning hardware, but the seller has not attempted to turn the engine and expects it may be seized. The condition of the transmission and rear axle is unknown, although the car reportedly rolls easily.
This is unquestionably a major undertaking, with rust in the front footwells, extensive underbody surface rust, and nearly every system needing attention. It will also be sold with a bill of sale only, but it’s worth investigating why the listing also shows the title as branded “Flood, Water Damage.” Even so, its early production, German construction, 2.0-liter/4-speed combination, and unusual completeness give it genuine appeal as either an ambitious restoration or a remarkably useful donor. Does this Mk1 Capri deserve to return to the road, or is its best future helping another one survive?
These were such fun cars, a half century ago. One college friend and a landlady in Brooklyn had one each, and both were surprisingly enjoyable.
This one has a LONG way to go before it can hit any road again.
My favorite version was the 6-cylinder Mk3. Haven’t seen one in years, though…
Sadly, the Mk3 never made it to North America.
Agree…..drove Lucia’s little V/6 4 speed all over….tough little car.
My wife’s first car. Same as this one, save for the vinyl top! If most of my toys didn’t decide to break down at the same time? I might ponder this Capri.
These were attractive, interesting, sporty, fun cars. My wife had one, back in the day. Tons of work here, but I hope it gets some love.
European version of the Mustang, very popular in the UK but rusted out easily
These Capris have really nice lines to them, the roof line, and the sides, longer hood. I always thought they were very nicely designed. We knew a couple people when I was growing up that had them. Hope this one gets back on the road. It’s going to take some work, but I think it’d be well worth it. As a kid I had an AF/X G Plus slot car with a white Capris body on it, one of my favorites.
I found an image online of the slot car. Definitely one of my favorites.
Looks identical to the one I had in 1979, it would barely hit 60 mph going downhill. Another 3 hundred dollar piece of junk in the old days!
I’ve owned 4, two 2.0, and two 2.8. Raced one of each, the 2.0 is definitely easier to turn in, less push. Actually the 2.3 had more hp and torque from the factory and the 2.8 liked to crash heads when mildly hot.
In ’78 it was hard to get parts for any of them, no dealer interest. No rear sway bar, and a front sway bar that would shift side to side under hard cornering, locating clamps were used by me as well as fabrication of mounts and a sway bar for the rear.
Tempting but no, import parts from Europe, they are big in England, maybe an English bloke would be interested.
Rough, but cheap. No reserve auction with a low opening bid, $975. This is the sort of auction that either separates internet hype from the real world or helps confirm actual interest.
It will be interesting to see where this auction ends.
Steve R
I had one. The V6 4 speed. It was fun and could chirp the tires hitting second gear.
Same. Great car.
I had a 72, 2.0 they had a cross flow head weber 2 stage 2 barrel had a cam go on mine guy offered to port and polish head as he was just starting out I said sure put on a header, pulled points installed electronic changed advance weights rejetted secondary as large as I could instgalled economy cam which was nothing but a low end high torque cam. it took and already fun car to an exteme level wasnt expensive either, most wund was blowing by my brother in laws new 280z…lol
Nice exterior lines, always loved these, but too much “tin worm” in this one. I think I would look for Pinto / Lima drivetrain and swap out, or then go for 90’s Ford Ranger 6 cylinder (the 3.0 with a 5 speed) for reliability, but drive the stink out of it.
Great memories of bombing along in a Cologne V6 version of this, up I-80 to winter ski areas with Zero dollars and Zero tools to deal with any breakdowns. (but we were singing loud!)
Just floor it dude, traction is vastly over-rated! (young and stupid, and survived to tell the stories)
Always liked these… and always wondered why Ford didn’t base the Mustang II on them as well… instead of the Pinto… I think it would have been better received and remembered by the enthusiast crowd.
Very true. The Pinto / Lima drivetrain worked so well in Europe, and we got such horrible packaging in US. (they got “low hp sporty”, we got “low hp crap can”)
Lots of interest in 70’s F-100 pickups getting the Crown-Hick conversion, resulting in a F-100 pickup with Crown Vic mods, ride and reliability.
Would a Ford Ranger 3.0 and 5 speed platform with this body put on be the equivalent? (I love those Vulcan engines)
Might have to shorten the frame.
My thoughts exactly, or how about the 4 liter V6 out of a Ranger. The problem is weight on the front end, the V6 cars pushed without enough power in stack form to swing the rear. As Tim Allen put it More Power was needed.
The Crown Vic front suspension swap is almost a bolt in. A friend did it to his 2wd 69 F100 in his driveway almost 10 years ago. An LS will easily bolt into the Crown Vic crossmember. Anyone not doing strict restoration should consider that upgrade.
Steve R
I had a 73 V6 4speed. Oh what fun I had in that car, I was 21 or 22 yrs old
Totaled Datsun 510 while in Germany in ’72. Got a deal on a new Capri 2.0. W/5 speed. It was damaged while unloading at dealer, so Ford policy was to repair and reduce price by damage amount. Drove the wheels off it for the next 3 years. With the 5 speed, cruised the Autobahn from Germany to Spain and an easy 90 MPH. It seemed to live at that speed/rpms. Brought back and loved to race the Chevy Vegas. And like John’s above it would squeak the tires hitting second. I destroyed it by putting a 289/C6 combo in it. Been looking for one for a while, but now more interested in a good driver quality one.
Beauty. In South Africa the power bulge on the bonnet was reserved for the V6 and V8.
There is now a V8 Perana for sale in South Africa for R745 000 by Creativerides.co.za. That is about 35 000 💰
Why the 3.0 V6? It was a durable soldier in the Taurus. But no torque to speak of. The 4.0 OHV V6 from the Ranger/Explorer application is closer to the original 2.8 V6 and uses the same bell housing pattern. I would love to find one without tin worm infestation. Very tough to do. I drove an employee’s Capri II at an autocross and did pretty well with the car. (second if I remember correctly) But it was the only car I ever spun out at an autocross.
I had one of those back in 1979. 2.8-4 speed. I can safely say that out of about 100+ cars I have owned over the last 55+ years, it was the worst piece of shit I ever owned. I dropped the engine from it, on my Hand, and came close to losing a Finger. It was a pure bag of filth. It’s great that they have stopped making them.
Obviously you never owned a Vega. These were beautiful cars, although I would have avoided the 2.8 v6
And I did own a couple of Vegas, as well as 1 brand new Monza with a v6-4 speed which I demolished and a 79 Monza Spyder with a 350, 4 bbl, 4 speed, so I have some experience with those cars. The Wheels, Brakes and Cooling systems were way too
small for any kind of performance use. I had a 3 core Rad made for the Spyder with the 350 and it still, just barely, was driveable. Those were the days,45 years ago, before the Internet.
I had one of those back in 1979. 2.8-4 speed. I can safely say that out of about 100+ cars I have owned over the last 55+ years, it was the worst piece of shit I ever owned. I dropped the engine from it, on my Hand, and came close to losing a Finger. It was a pure bag of filth. It’s great that they have stopped making them.
Kinda surprises me to hear your Monza stories, talk about an engineering fiasco. Didnt know they put a 350 v8 in any of them, but do recall them offering a 252 small v8 for at least a couple of years. Owners reportedly had to loosen the engine mounts and raise the engine a bit to get to the rear most spark plugs during tuneups, a friend of mine had one, dont think he ever changed the back plugs, talk about smashed fingers. As far as Vegas go, they were stylish, good looking, had some 70s Camaros styling cues in the front end design, but we know how that story ended. Think John Delorean had some input on the Vega
Monzas started out with a new 262 Smallblock and you are right about having to lift the Engine to change the Driver’s side plugs. When the Spyder came out in around 1979, they had 305s. California versions had gutless 350s. The one I had started life with a 305-4 Speed standard. I took a 350-4 bolt main-4 barrel from a 74 Impala Station Wagon and transplanted into my Spyder. As I said, I had to get a very expensive(for the time- $300.00) made to keep the heat under control, and it just barely did. Keep in mind that this was around 1983-no Internet for average folks and we had limited access to technical knowledge. Not like today.
Amazing. A Texas rust bucket.
Sold on 9/18/2026 for a high bid of $1,004, there were 4 dids from 2 bidders
Steve R