Stunning ex-South African Mk1.
Original classic Fords: There’s a lot to be said for importing a rust-free classic Ford, and Mick Harris’ South African survivor finished in Diamond Blue has to be seen to be believed.
Online auctions. They make the world a better, smaller place. Whether you’re into Japanese manga or yerba maté from Brazil, there’s always a way to get the best of over there over here. For home restorer and classic Ford fan, Mick Harris, an international internet ad was the perfect introduction to his pristine 1971 Capri 1600GT: the pair crossed paths while he was searching for an early 3-litre car and he couldn’t look away. “It was the colour that hit me first,” he remembers, “but then I saw it was just outside Johannesburg and realised that there was a chance it could be rust free!” The car hit Mick like a bolt out of the Diamond Blue; it had to be his.
One month later, the Ford rolled back onto dry land and was swiftly deposited into a Bournemouth garage. First impressions revealed a collection of potential issues, Mick’s shrewd eye identifying worn steering gaiters, cracked front seats, below-par carpets and a fluid leak over one rear wheel. Despite the obvious deficits, he was keen to continue. “No car looks the same up close as it does in a photograph,” he says, “and the body was in very, very good condition. It would have been a shame to let it go.”
A deal was agreed and the 1600GT entered a rolling restoration. “I found that to be the best way to find any faults with the car,” Mick explains, “and I immediately discovered that the tyres were like a threepenny bit.” The aged rubber was swiftly replaced, as were the original steel wheels, swapped out for fresh Yokohamas and a set of Minilite style wheels. Another substitution followed, Mick dropping out the South African rear axle in favour of a morecommon replacement. “They sourced the axles for these Capris locally,” he says, “but mine had become noisy and there was no-one in this country who could obtain the right parts.”
Instead, Mick slid his Mk1 into the garage and installed an English axle. “It’s what my car would have had if it had been supplied in the
UK,” he continues, “and it’s a straight swap. I didn’t have any problems, apart from my search for a differential that didn’t whine…” In search of a whisper quiet driveline, he fitted, trialled and rejected three axles before settling on the Capri’s current unit. Rebuilt by UK Axles, a High Wycombe specialist, it’s a substantial improvement.
Focus now shifted to the transmission, a Type-9 five-speed which had been added during the Capri’s South African years. It’s a change Mick views as highly beneficial. “I chose to retain it,” he explains, “because having that extra gear really helps on the road. It’s good for the driving experience.” Only the bearings, which had worn and become noisy, required immediate attention.
Kent capers
Looking under the bonnet, Mick also saw little need to overhaul the engine. Treated to a full rebuild in the late 2000s, it wears a C62 aftermarket camshaft and a big-valve head, a pair of modifications intended to increase power, and required nothing more than a replacement head gasket and new core plugs to run at its best. Mick’s only other tweak has been to reverse a South African alteration to the distributor, which had been running with no vacuum advance. As a result, the car now takes low-speed running in its stride.
The Kent inline-four also benefits from a lifetime of exacting ownership. “The original owner was a stickler for detail,” Mick says, “and I’ve got a massive file of invoices going back to the mid 1970s.” Were that not enough, the far off Capri fan also recorded part replacements, fuel economy, mileage and even oil consumption in a dedicated book.
Unfortunately, an uncharacteristic error would eventually lead the South African to retire his coupé. Sometime in 1993, part way through a routine oil change, a distraction would cause the owner to drive down the road with an empty sump. “He realised his mistake, gingerly drove it back and left it there. It seems a shame: he thought he’d destroyed his engine but it was still in great condition.”
Thanks to its careful previous custodian, the 1600GT also features an immaculate bodyshell. Stripped to a bare shell and resprayed in the 2000s — a pro-active move to replace the sun-faded, original paint — the metalwork is otherwise untouched. “I’ve thought about adding the bonnet from a 3-litre but that almost seems like a shame when the original is rust-free. Even the underside is like a new vehicle.” Only the market-specific trim — the car has neither side air vents nor lower chrome strips — and the sand that shimmies out of hidden crevices betray the Capri’s early life.
Extra padding
Inside, there was more work to be done. Perished door rubbers demanded replacement,
“INSIDE THE CAPRI THERE WAS PLENTY OF WORK FOR MICK TO GET STUCK INTO”
Aldridge Trimming provided replacement carpets and Mick had to solve the mystery of the front seat covers. “When I first got the car, the front seats appeared to have the 1971 facelift cover pattern,” he explains, “that’s what I’d been told they used in South Africa and that’s what I ordered.” When the vinyl arrived, however, the new fabric was notably larger than the seat frames. “There’s no mention of a cover change in the car’s history,” he continues, “so I can only presume the old ones were original…” Slightly flummoxed, Mick resolved the dilemma with extra seat padding.
Detail changes round off the rebuild. GAZ rear dampers, a new steering coupling and replacement front brakes all improve the driving experience, while a quarter bumper conversion offers a subtle tie-in to Mick’s automotive history. “I just think it looks better. I fitted them to both the Mk1s I had in the 1970s.” Complete, Mick’s virtual purchase provides very real pleasure, frequenting shows around the UK. “People tell me I’ve paid a lot for my Capri but just think: how much would it cost to restore a British body to this standard? It’s perfect.”
Thanks to: UK Axles (07734 169758, www.ukaxles.com), Aldridge (01902 710805, www.aldridge.co.uk) and GAZ Shocks (01268 724585, www.gazshcoks.com).
“THINK HOW MUCH IT WOULD COST TO RESTORE A BRITISH MK1 TO THIS LEVEL”