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Battery size: 52-79kWh 
Miles per kWh: 4.1
E-Rating™: A+
Max charge rate: 185 kW
Range: 250 - 389 miles
Introduction
The Capri was a legend. Ford sold 1.9 million of them over the 17 years it was in production, and it still has a very loyal fan base. But we need to forget that car now because the new electric Capri is definitely not a low, two-door coupe like its predecessor. It is officially a coupe-SUV. Looking at it, I think it errs more on the SUV side of that description! The size and pricing of the Capri puts it up against the BMW iX2, Cupra Tavascan or VW ID.5 – and, speaking of VW, the Capri has far more in common with the ID.5 than it does with that original Ford icon of the 70s and 80s.
You see, the new Capri is basically a Ford Explorer, and that car is basically a Volkswagen. Well, sort of… Beneath the surface of both the Explorer and the new Capri lies Volkswagen’s MEB platform and powertrains, which you may be familiar with from the ID.3, 4, 5, Skoda Enyaq and the rest.
Ford agreed a tie-up with Volkswagen a few years back, so that VW now uses Ford bits for its commercial vehicles, and Ford uses VW bits for its electric passenger cars, in an effort to cut development and manufacturing costs. And that’s why we have a Capri that isn’t a Capri.
What it is, instead, is a very spacious and capable electric family car, that’s a bit lower and slinkier than the Explorer. In the marketing info that Ford gave us for the reveal of the Capri, there was a ‘220 highlights’ section, but it’s quite telling that 210 of those focused on boot space, safety tech, the massaging driver’s seat, the SYNC Move touchscreen technology (which I know sounds like something from a plumbing catalogue), the lockable cubby hidden behind the touchscreen, and the high levels of safety kit.
That probably tells you who the new Capri is aimed at - and it definitely isn’t all those fans of the original car. The people who will be buying this car will be after a stylish, electric family car – and that’s what they’re getting with this 4.63m-long coupe-SUV.
Interior, Design/Styling and Technology
Inside the Capri, it’s all rather familiar from the Explorer – but the seats are a bit Capri-like. with integrated head rests like the original car, and the steering wheel is also Capri inspired with its single spoke at 6 o’clock.
Other than that, it’s everything you’d expect from a modern family EV. The 14.6-inch touchscreen infotainment gets Ford’s own software, with permanent shortcut buttons that you can configure to help you hop quickly between your most-used functions – although they are a bit small and fiddly. It’s also a bit annoying that, if you select a Drive Mode or enter the vehicle settings from the shortcuts, the screen doesn’t automatically return to the previous screen you were on – and there’s no easy ‘back’ button.
Even so, it is really clever that – as with the Explorer – the screen tilts manually and reveals a ‘secret locker’ behind, which is a nifty place for keeping your valuables secure and out of sight.
Motors, Performance and Handling
I expected a lot of the Capri, in terms of the way it drives. I mean, you can make your own judgement on how it looks (peculiarly like a Polestar 2 from some angles, if you ask me). But if this is the sporty version of the Explorer, which is already one of the best handling family SUVs, then it needs to be great fun.
But, to be honest, it doesn’t feel much different to the Explorer. Sure, the Capri does sit 10mm lower on its springs and it goes down the road really nicely. The steering has a lovely build of weight, the nose turns into corners keenly but without feeling nervous; it’s all very confident and satisfying. It’s fast, too. Of course it is! And that’s fun in itself, right? But it’s no more fun than the Explorer, and it doesn’t really feel like a sports-SUV, so much as a well-balanced everyday family electric car. In fact, the Mustang Mach-E actually has a bit more about it if you’re after a more sporting-feeling electric SUV.
As with the Explorer, brake regen’ is controlled via the gear selector on the steering column. In default mode it’s very very mild and unobtrusive, or you can select ‘B’ mode for a heavier setting that’s well suited to pottering around town. It’d be nice to have one or two regen’ levels in between these two settings, to be honest, but at least the system is easy to judge and control smoothly.
Basically, you’re not going to buy the Capri for the way it drives, but it won’t disappoint on that front either. It’s just fine; it gels well and is more intuitive and slicker on a good road than most rivals, but I reckon the Kia EV6 and the Mustang Mach-E are just as good, if not a touch more fun.
Running Costs and Pricing
Prices start at £42,075 for the 52kWh Ford Capri Standard Range, while the Extended Range RWD that’s likely to be the biggest seller costs £48,075, and the AWD will be £52,075. Monthly finance deals leave a bit to be desired, unfortunately. With an £8,000 deposit or part-exchange vehicle, on a three year PCP contract with a 12,000 mile annual limit, the Capri 77kWh RWD Select is currently around £540 per month, which makes the sub-£400 per month Tesla Model Y and Renault Scenic look very tempting. Ford’s own Mustang Mach-E, which I still really like as it’s a fun, slinky-looking family electric SUV, is actually better value on monthly finance at the moment…
Expect those monthly prices on the Capri to fall after the initial launch frenzy dies down.
Equipment on the Capri is very generous, and goes some way to justifying the price. Even the Select model gets standard keyless entry, massaging driver’s seat, heated seats and steering wheel, wireless phone charging, 19-inch alloy wheels and reversing camera - not to mention that 14.6-inch infotainment system with Apple CarPlay, Android Auto and nav software that can find and factor in your charging stops.
There’s also a full suite of safety systems including adaptive cruise control, lane-keep assist, and a system that tells you if there’s a cyclist or car approaching when you’re about to open your car door.
The Capri Premium adds fully-adaptive Matrix LED headlights, B&O sound system, 20-inch alloy wheels, adjustable ambient lighting and various style cues.
A three year, 60,000 mile warranty is standard, which is in line with the VW ID.4 and Skoda Enyaq but is a long way off the longer standard warranties of the Kia EV6, Hyundai Ioniq 5 and Peugeot E-3008. The Capri’s high voltage battery is covered for eight years or 100,000 miles, which is on a par with the battery warranty of most rivals.
Verdict
Overall, the Capri really is a very good family car. It’s lovely to drive, roomy inside, full of equipment and competitively priced. Provided you’re not bothered about the Capri name bringing expectations that it doesn’t live up to, it’s very recommendable, especially if you can get a good finance deal. Just don’t expect it to be very sporty, or indeed anything remotely relevant to the original Capri, because it’s not. If Ford had just called it the Mondeo, in fact, then you’d know exactly what this very capable family electric car is about, and we’d all have a reborn heritage nameplate that made sense.
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