Overview

The new electric Ford Capri has caused quite a stir. I can’t remember the last time a car goaded the public into such a tribal frenzy – but, as our sister publication CAR magazine proved, drivers aren’t best pleased that Ford has slapped the badge of its most iconic British sports car onto the tailgate of another electric SUV.

The Capri’s heritage runs deep in the UK. Everyone from weekend warriors to seasoned criminals loved the original car for its bullish charm and accessible performance. In fact, I’d bet my next paycheck that everyone in Britain is connected to the original Capri through only a couple of degrees of separation – and when you eventually arrive at that touchpoint, you’ll find your owner has very fond memories of their car.

I’m not sure Ford has managed to capture the essence of the original car with this pure-electric replacement, though. But I entered the car’s international launch event with an open mind in the hope I could find a good car once I’d waded through all the challenging marketing material. Scroll down to find out what I made of it.

What’s it like inside?

It’s identical to the Ford Explorer, which isn’t such a bad thing. You get the same 14.6-inch infotainment screen which, compared to Ford’s previous touchscreens, is a vast improvement. The menu design is a little more logical, the graphics are far sharper and there’s a fixed climate control bar at the bottom of the panel.

We’d have preferred a set of physical dials, but at least it means you don’t need to fumble around in menus to change the fan speed. Like you do on the Skoda Enyaq. The screen also has the same party trick as the Explorer, in that it can move backwards and forwards on runners to both counteract for glare and reveal a sneaky storage bin that’s large enough to hide your wallet, phone and keys away from prying eyes.

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But it doesn’t exactly scream ‘sports car’ – despite Ford’s protestations. The front seats are wide and accommodating (rather than tight and well-bolstered), there are loads of storage bins (including a vast 17-litre armrest cubby) and there’s enough space in the back to let my six-foot frame stretch out in comfort.

The Capri even gives its equivalent Volkswagen’s MEB cars a good run for their money on boot space. You get 572 litres with the rear seats in place, which is two litres more tbhan. The Skoda Enyaq Coupe and 23 litres more than the Volkswagen ID.5. Plus, the Capri gets a clever multi-position boot board that can create two boxes to hold smaller items tightly or be removed entirely to liberate some extra loading height.

Ford Capri electric motors

These will be familiar to anyone who’s spent any time researching Volkswagen’s electric cars. The Capri is built using the same MEB platform as the ID.5 and Enyaq, so it shares those cars’ motors and battery packs. A short-range model is on the way but, from launch, you can only have the car’s most expensive big-battery specifications.

The first is called Extended Range RWD and it uses a 77kWh battery pack and a single 286hp electric motor on the rear axle. It can sprint from 0–62mph in 6.4 seconds and has a maximum driving range of 390 miles.

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Above that is the Extended Range AWD model, which adds an electric motor on the front axle to boost power to 340hp. The extra oomph hacks the car’s 0–62mph time down to 5.3 seconds. It’s teamed with a slightly larger 79kWh battery pack, which means range only drops to 368 miles.

Range and charging

I’m not yet sold on the Capri’s efficiency claims. When I drove it on its European launch, its trip computer said it was achieving more than four miles per kWh. That’s staggeringly frugal. More frugal, in fact, than a Tesla Model 3 – and that’s one of the most efficient electric cars on sale.

What’s particularly puzzling is that none of the Capri’s MEB-based sister cars can match it for efficiency. The Skoda Enyaq Coupe, for example, which is roughly the same shape, weight and size as the Capri, can only return 3.2 miles per kWh. So, I’ll withhold my judgement until I can conduct a proper range test with the Ford in the UK.

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At least the Capri’s charge times are reasonable. Find a public charger that’s capable of kicking out 135kW and the 77kWh model will be able to charge from 10–80% capacity in just 28 minutes. Plug it in to an 11kW wallbox and it’ll take on a full charge overnight.

If you’re worried about charging speeds, you should consider opting for a Kia EV6 instead. Its larger 84.0kWh battery pack can thrash from 10–80% capacity in as little as 18 minutes, thanks to its 800-volt electrical system and its compatibility with the fastest 350kW DC rapid chargers.

What’s it like to drive?

It’s not a sports car, no matter how much Ford’s marketeers insist that it is. To be fair to Ford, though, it has managed to improve the MEB platform compared to its Volkswagen and Skoda branded sisters.

Ford gave the Capri firmer damping, slightly stiffer spring rates and a new traction control system, all of which has made the car feel sharper to drive. But I’ve always thought MEB cars have felt a little lumpen – and it would be wrong of me to say these changes have completely transformed the experience.

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It is the best version of the MEB platform, though. The extra chassis stiffness afforded by the firmer damping means the Capri corners flatter than its siblings. But you don’t have the confidence to exploit the changes. The steering is incredibly vague once you wind in more than an eighth of a turn, and the brakes have very little feel to them. It’s like treading on a dish sponge soaked in treacle.

And because it’s so heavy, it isn’t very playful. Push beyond the limits of the car’s pre-determined parameters and the traction control system will come down with all the speed and grace of a piano dropped off a tele handler, completely spoiling your fun.

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In fact, this ‘sports car’ is best driven… slowly. Keep the car in eco mode, avoid using the brake pedal, be smooth with your inputs and lean as heavily as you can on the brake regen system. Then it makes sense. Ford’s really nailed the brief, hasn’t it? If you’re looking for a coupe SUV that’s fun to drive, check out the Kia EV6.

I’m a little curious to learn how the new damping setup has affected the platform’s ride quality. The launch event was on some excellently maintained roads on the outskirts of Marseille – and the potholes I did encounter sent some unfamiliar shudders through the cabin. I just hope it isn’t too harsh for UK roads.

What models and trims are available?

The Capri is available with a choice of two trim levels – Select and Premium. The Select model is very well equipped, featuring Ford’s enormous infotainment screen, a heated steering wheel, heated front seats and a wireless smartphone charger. It is quite expensive, though, at £48,075. The most basic Enyaq is £4,000 less.

Step up to the Capri Premium and you’ll be spending £52,175. For your money, you get 20-inch alloy wheels, a hands-free tailgate, an interior ambient lighting system and a more powerful Bang & Olufsen stereo. Rather cheekily, considering the price gulf between its MEB sister cars, you’ll need to fork out another £1,050 if you want a Capri with a heat pump – which you do because it has a big impact on the car’s efficiency.

Click through to our verdict to see if we think you should consider buying a Ford Capri. Find out more about how we test cars, on our detailed explainer page.