• Choice of powertrains 
• Better to drive than VW Group sibling products
• But it’s not very refined by EV standards

What power options are there?

The Capri’s powertrains 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 VW ID.5 and Skoda 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.

Later in 2025 Ford will introduce a Standard Range model packing a 52kWh battery and less powerful rear electric motor producing 170hp. Ford says it’s able to sprint from 0-62mph in 8.7 seconds. 

What’s it like to drive?

• Slightly firmer than other VW Group models
• But better to drive overall
• Though refinement is a weak point

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. It’s not a transformation but, like on the Explorer, Ford has been able to put its own stamp on the way the Capri drives. 

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It’s the best electric SUV to drive on the MEB platform, too, staying flatter in the corners and especially when afforded by the pace and performance of its dual-motor powertrain that we tested. Volkswagen and Skoda each give their SUVs with the same powertrain a sporty nameplate – GTX and vRS respectively – and it’s interesting that Ford treats it as a standard model. There’s plenty of poke for quick overtakes and to get up to speed, with additional traction to deploy its power in most weathers. We tested the Capri in a particularly cold spell and were impressed by how capable it was the ice and snowy conditions, even on its standard tyres.

It’s not perfect, though. It does feel quite heavy to drive, with a vague and spongy brake pedal that can make it quite difficult to bring the Capri to a smooth stop. It’s a trait shared with other Volkswagens on the same platform. 

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Most disappointing about the drive is its refinement, as it’s a surprisingly loud EV to travel in, with lots of road noise making its way into the interior. You’re more likely to hear the car crashing over a speedbump than you are to feel it. The ride is stiffer than that of a Skoda Enyaq, for example, but it’s generally comfortable, only struggling on particularly broken or uneven surfaces in quick succession. The larger 20-inch alloys on the Premium model won’t help; best comfort will likely be afforded from the Select with its smaller 19-inch rims.