2025 Ford Capri Extended Range RWD Review

The 2025 Ford Capri Extended Range RWD resurrects a storied nameplate, though it does so in a vastly different shape than its 1970s ancestor. It enters the electric mid-size crossover segment as a coupe-styled sibling to the Ford Explorer. Built on Volkswagen’s MEB platform in Cologne, Germany, it competes directly with several established European and American offerings. The Capri starts at 44,950 EUR for the standard range model, while the 77-kWh Extended Range rear-wheel-drive version tested here commands 51,950 EUR. Ford aims to capture buyers who want European engineering underneath but prefer a slightly more assertive exterior design. Its most immediate rival is its platform twin, the Volkswagen ID.5 Pro, which currently starts at 47,595 EUR. Buyers in this segment also cross-shop the Tesla Model Y Long Range RWD, priced aggressively at 44,990 EUR, and the Skoda Enyaq Coupé 85, which starts at 51,150 EUR.

The manufacturer claims a range of 627 kilometers for this specific configuration under WLTP testing procedures. The 77-kWh Extended Range Capri sits near the top of its class on paper when comparing these standardized numbers. WLTP figures suggest an aerodynamic advantage from the swooping roofline, cutting the drag coefficient down and allowing the single rear motor to operate efficiently.

Real-world range typically falls 15 to 30 percent below WLTP estimates depending on driving style, ambient temperature, and speed. A long highway run at 130 km/h in mild weather will likely yield closer to 440 kilometers before a charging stop becomes strictly necessary. City driving, where regenerative braking does its best work, should push the actual driving distance just past the 500-kilometer mark.

The Extended Range variant utilizes a Nickel-Manganese-Cobalt battery chemistry. NMC cells offer high energy density, allowing Ford to pack 77 usable kilowatt-hours into a relatively compact space beneath the floorboard without pushing the vehicle’s height to awkward proportions. The trade-off for this density is thermal sensitivity and longevity compared to the heavier Lithium-Iron-Phosphate packs found in the newly updated base model Capri. NMC batteries prefer to operate between 20 and 80 percent state of charge to prevent accelerated degradation, meaning daily drivers should set their home charging limits accordingly. The battery pack is wrapped in a protective aluminum housing designed to shield the cells from road debris and minor impacts. In cold weather, the NMC chemistry generally maintains acceptable charging speeds once preconditioned, taking about 28 minutes to fast-charge from 10 to 80 percent at its peak rate of 135 kW.

Ford licensed Volkswagen’s MEB architecture for both the Explorer and the Capri, meaning the wheelbase, motor placements, and underfloor battery structures are entirely German. Designing a vehicle on an outsourced platform is like renovating a rented apartment; you can change the paint and the furniture, but you cannot move the load-bearing walls. Ford did, however, completely redesign the exterior sheet metal and adjust the suspension geometry. The rear-mounted permanent magnet synchronous motor produces 286 horsepower and 545 Nm of torque. Thermal management is handled by a standard liquid cooling loop that integrates with the cabin climate system, relying on the central software to distribute heat where it is needed.

The suspension setup utilizes a traditional MacPherson strut at the front and a multi-link arrangement at the rear. The result is a ride that communicates road imperfections more clearly than an ID.5, particularly over expansion joints and broken pavement. It manages body roll competently during tight cornering, keeping the heavy battery mass well controlled. The damping is ultimately a compromise. It does not punish the occupants on a daily commute, but it also never fully settles into a comfortable glide. The steering rack provides very little feedback from the front tires, isolating the driver from the surface of the road. Ford opted for slightly stiffer spring rates than Volkswagen, adjusting the geometry to reflect their own internal testing parameters.

The acoustic glass used in the front windows is slightly thicker than the standard panes found in the closely related Volkswagen ID.5.

The cabin layout relies heavily on a 14.6-inch vertical touchscreen located in the center console. My son, who generally treats anything without a silicon valley origin story as a historical artifact, found the physical sliding screen gimmick entirely fascinating. The interface itself handles everything from navigation to climate control. Ford has eliminated almost all physical buttons, including the climate adjustments, seat heaters, and volume knob, burying them in the display. Touchscreen-only interfaces require a driver to look away from the road to adjust cabin temperature or fan speed, introducing unnecessary cognitive load and safety compromises. The lack of tactile feedback means you must visually confirm every input, a frustrating process when moving at highway speeds. The steering wheel features touch-capacitive sliders that are far too easy to brush against during normal driving, inadvertently skipping tracks or changing the volume. A hidden storage cubby sits directly behind the primary display, offering a place to secure smaller items out of sight.

The sloping rear roofline dictates the physical dimensions of the cargo area and second-row seating. Headroom in the back is adequate for average adults, though taller passengers will find their hair brushing the headliner. The trunk offers 572 liters of cargo space, which is highly practical and surprisingly deep. A black panel stretches across the front fascia, visually linking the car to its 1970s namesake, and the quad headlight signature looks sharp at night. In hindsight, the design choices work better in darker colors that hide the rather tall lower door panels. The rear visibility is compromised by the narrow back window, making the standard rearview camera an absolute necessity for tight parking maneuvers. The vehicle does not offer a front trunk, meaning charging cables must be stored in the primary rear compartment.

Evaluating the long-term durability of this vehicle requires looking at both Ford’s assembly and Volkswagen’s underlying hardware. The MEB platform has been on the road since 2020, and its early software gremlins and 12-volt battery failures are largely resolved in these newer iterations. The electric motor and single-speed reduction gear are mechanically simple and have proven durable in hundreds of thousands of Volkswagen group cars. Ford’s specific software integration into the Sync Move screen is newer and may experience occasional freezing or lag, as early owner reports of the related Explorer suggest. The suspension components and braking systems wear predictably for a heavy electric crossover. The drum brakes used on the rear axle are a pragmatic choice for an electric vehicle, as they are sealed against the elements and less prone to rusting from underuse when regenerative braking does most of the stopping. The mechanical simplicity of the drivetrain heavily offsets the minor software annoyances, making the overall package quite robust. All new units are delivered with Ford’s standard battery warranty covering eight years or 160,000 kilometers.