Ford wanted the flashy fastback coupé to be affordable for a broad spectrum of potential buyers, which it made possible in part by making it available in a variety of engines.

The range continued to be broadened, with another 3.0 variant, the Capri 3000E introduced from the British plant in March 1970, offering "more luxurious interior trim".

The South African Models initially used the Kent 1.6 engine and the V4 2.0 version of the Essex, although a Pinto straight-four 2.0 L replaced it in some markets in 1971.

They carried no "Ford" badging, as the Capri was only sold by Lincoln-Mercury dealers (with the Mercury division handling sales) and promoted to U.S. drivers as "the sexy European".

A new 2637 cc version of the Cologne V6 engine assembled by Weslake and featuring their special all alloy cylinder heads appeared in September 1971, powering the Capri RS2600.

This model used Kugelfischer fuel injection to raise power to 150 PS (110 kW) and was the basis for the Group 2 RS2600 used in the European Touring Car Championship.

The RS2600 also received modified suspension, a close ratio gearbox, lightened bodywork panels, ventilated disc brakes and aluminium wheels.

Germany's Dieter Glemser won the drivers' title in the 1971 European Touring Car Championship at the wheel of a Ford Köln entered RS2600 and fellow German Jochen Mass did likewise in 1972.

It was only available in vista orange and was optional dealer fitted with a Ford Rally Sport boot mounted spoiler and rear window slats – a direct link to the Mustang.

One of the last limited editions of the original Mk I, was a version that came in either metallic green or black with red interior and featured some additional extras, such as cloth inserts in the seats, hazard lights, map reading light, opening rear windows, vinyl roof and for the first time a bonnet bulge was fitted to the sub-3.0-litre models.

The Group 2 RS3100's engine was tuned by Cosworth into the GAA, with 3,412 cc (3.4 L; 208.2 cu in), fuel injection, DOHC, 4 valves per cylinder and 435 hp (324 kW) in racing trim.

[22][23] Although it was mechanically similar to the Mark I, the Capri II had a revised, larger body and a more modern dashboard and a smaller steering wheel.

The new styling cues, most notably the black "Aeroflow" grille (first used on the Mk I Fiesta) and the "sawtooth" rear lamp lenses echoed the new design language being introduced at that time by Ford of Europe's chief stylist Uwe Bahnsen across the entire range.

[48] Ford began to focus their attention on the UK Capri market as sales declined elsewhere, realising the car had something of a cult following there.

Ford was, however, enjoying success with high performance versions of the Fiesta, Escort and Sierra, which appealed mostly to buyers who might have been expected to buy a Capri before 1980.

The Puma was the last coupe that Ford has produced for the European market until the American built Mustang was introduced in both right and left hand drive and sold in both Europe and the UK.

The four-speed gearbox was replaced with a five-speed unit early on – at the same time Ford swapped the dated looking chequered seats for more luxurious looking velour trim.

This engine included larger valves, ported cylinder heads and a Weber 40 DFI5 carburetor and other optional performance upgrades.

The second option, referred to as Series X or X Pack, offered 185 hp (138 kW) and 195 lb/ft of torque, thanks to three Weber 42 DCNF two-barrel carburetors fed by an electric fuel pump, the same ported cylinder heads and larger inlet and exhaust valves as the GP1.

[50][51][52][53][54][55] From July 1981 to September 1982, German RS dealers marketed a limited edition, Zakspeed inspired, left-hand drive only, 'Werksturbo' model capable of 220 km/h (137 mph).

The engine was based on a normally aspirated carburetor equipped 2.8-litre Cologne V6, Ford Granada (Europe) engine using electronic ignition, a Tufftrided crankshaft, heavy duty head gaskets and oil pump, an oil cooler and a single Garrett T4 turbocharger providing 5.4 psi of boost, a limited slip differential, Bilstein dampers all around, an anti dive kit, uprated RS anti roll bars and single rear leaf springs, the engine put out 188 Hp at 5500 rpm.

Ford originally intended to make 500 turbo charged vehicles (by Turbo Technics) complete with gold alloy wheels and name it the Capri 500 but a change of production planning meant a name change to Capri 280 as the cars were simply the last models that ran down the production line.

British Leyland, for instance, had taken the decision not to replace its MG and Triumph sports cars on their demise at the beginning of the 1980s due to falling popularity, instead concentrating on mostly MG-badged versions of hatchbacks and saloons like the Metro and Montego, while Ford had enjoyed strong sales of its faster versions of the Fiesta, Escort and Sierra in the run-up to the Capri's demise.

[95][96] Mk.1 Ford Capris 2300 GTs were also operated by Autobahnpolizei in the state of North Rhine-Westphalia in Germany, with four entering service in Hilden in 1969.

Originally, Cologne-built Capris imported to North America were fitted only with the British 1600 OHV (1.6 L), 64 hp (48 kW) Kent engine with the four-speed manual transmission.

The Ford Motor Company of Australia assembled the European-designed Capri Mk.1 at its plant in the Sydney suburb of Homebush from March, 1969 until November, 1972.

Neither the Mk.1 facelift (except the RS3100) Capri nor the subsequent Mk.2 and Mk.3 models were produced or officially sold in Australia (though they were heavily involved in Australian motorsport and many have been privately imported).

Ford Australia concentrated its sales efforts on other UK sourced products, namely the Escort and Cortina sedans.

A Group 5 version of the Capri Mk III was built by Zakspeed to compete in the Deutsche Rennsport Meisterschaft motor racing series.

The car was supposedly a two door hatchback based on the Focus, fitted with a 1.6 litre Ecoboost engine and aimed at competing with the Volkswagen Scirocco and Renault Mégane RS market.