Every serious car build starts with a vision. For the owner of this classic Ford Capri, the vision was simple and non-negotiable: strong Ford V8 power, a proper manual gearbox, and absolutely no compromises. No LS swaps, no Lexus V8s, no turbo Barras, and definitely no automatic transmissions. This car had to stay true to its Ford roots.
What arrived at our workshop was a solid foundation – a Capri fitted with a stock-style 302 Windsor and a half-completed BMW E36 front suspension conversion. At the back it still carried the original factory differential. It was a car with potential, but far from finished.
The Engine Decision – From Coyote Dreams to Stroker Reality
Originally the owner had his heart set on a modern Ford Coyote engine. And who could blame him? The Coyote is an incredible motor. But at the time, prices were steep, and the physical size of the dual overhead cam design created packaging headaches in the Capri’s tight engine bay. Reality stepped in and forced a change of direction.
That’s when we found the perfect alternative on Gumtree – an already built 347 stroker Windsor with quality components and a proven history. The engine builder supplied running videos and even included a high-quality aluminium radiator. The deal was too good to ignore.
The spec list on the motor was impressive:
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347 cubic inch stroker Windsor
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Edelbrock Performer RPM aluminium heads
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Factory Ford Perana intake manifold
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MSD Pro Billet small-diameter distributor
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Solid roller camshaft (Comp Cams or Crane)
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Holley 770cfm Ultra Street Avenger carburettor with billet metering blocks
The Perana intake required a small-diameter distributor – a normal HEI unit would clash with the runners – so the MSD unit was the perfect fit. This was a classic, old-school Ford V8 combination with serious attitude.
Six Speeds and Three Pedals
With the engine sorted, the next requirement was a manual gearbox. We sourced a brand-new 6-speed transmission from a Toyota Hilux 2.8 GD6 and adapted it to the Windsor. It might sound like an unusual pairing, but the Hilux gearbox is strong, smooth, and readily available.
There was one complication: the engine had originally been balanced using a flexplate for a C4 automatic. To retain that balance, we had a custom billet flywheel manufactured to bolt directly to the flexplate. Problem solved.
The clutch system uses Hilux components – clutch, master cylinder and reservoir – and the setup works flawlessly. The result is a Capri that drives like a proper driver’s car: mechanical, engaging, and raw.
Rear End Reinvention
Power means nothing without control, so the rear suspension received serious attention.
The factory diff made way for a Ford 9-inch rear end, mounted with a custom coilover conversion. All the original leaf springs were removed except for the main bottom leaf, which now acts as a locator. We designed and fabricated our own brackets, lugs and mounts to fit adjustable coilovers while retaining the Capri’s factory stabiliser bar in its original position.
To ensure strength and alignment, larger M14 U-bolts were used to secure the diff, and precision steel spacers were made to prevent any warping while the brackets were welded.
The coilovers feature multiple mounting positions (1-inch spacing) to allow adjustment of ride height and suspension travel. This setup is still being fine-tuned – under hard cornering the shocks can bottom out – and upgrades are planned before the car heads to its next big challenge: the Simola Hillclimb.
Originally the 9-inch ran a 4.11:1 ratio, but it proved too short for the car. We swapped to a 3.5:1 ratio which transformed the drivability. On paper it sounds long, but with the short first and second gears of the Hilux box, light vehicle weight, and healthy V8 torque, the car absolutely flies when you put your foot down.
Fixing the Front – Doing the E36 Swap Properly
The car came to us with BMW E36 front suspension already installed – but unfortunately not installed correctly.
The control arms had been positioned at extreme angles simply to lower the car, which completely ruined the suspension geometry. Since the owner already runs an E36 track car, we used that as a reference to re-engineer the setup properly. The arms now sit level as intended by BMW, allowing correct movement through compression and extension.
The Capri also retains E36 power steering, giving it a modern, responsive feel on the road.
Practical Upgrades
To create more space in the engine bay, the battery was relocated to the boot and fitted with a proper cut-off switch – a sensible upgrade for both performance and safety.
A full stainless-steel exhaust system with an X-pipe was fabricated by a specialist exhaust shop, giving the stroker Windsor the aggressive soundtrack it deserves.
The car rides on classic American Racing wheels wrapped in Galaxy radial tyres, 245/50/15 all round – a perfect period-correct stance.
Interestingly, no paintwork has been done to the body during this build. The car appears to have been resprayed around 2010/2011 by a previous owner. Over the years the Capri has lived many lives – at one stage it even housed a Toyota 1JZ engine – but now it’s back where it belongs: powered by Ford muscle.
Why “Black Mamba”?
Every serious build needs a name, and this Capri earned its title naturally.
We call it Black Mamba for a few reasons:
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Ford performance cars – especially Shelbys – have a tradition of snake-inspired names.
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The Black Mamba is South Africa’s most feared and venomous snake.
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The car’s grey paint closely resembles the colour of a real Black Mamba.
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In pop culture, “Black Mamba” represents the deadliest and the best – from Uma Thurman in Kill Bill to Kobe Bryant himself.
The name fits perfectly. Subtle, dangerous, and brutally effective.
A True Driver’s Capri
This build isn’t about flashy paint or modern electronics. It’s about raw mechanical engineering, proper fabrication, and staying loyal to the spirit of the car.
A classic Ford Capri. A thumping 347 stroker Windsor. Six gears. Rear-wheel drive. No compromises.
Project Black Mamba is exactly what a restomod should be – respectful of its heritage, improved where it matters, and built to be driven hard.
And this is only the beginning.
