Ford 4-cylinder 4 cycle in-line engine.
Zakspeed progression of the for Ford developed BDA engine by Cosworth This on the other hand is based on the 1300 Kent-engine (Fiesta, Escort, Capri)
Cubic capacity: 1745 cm3 , Drilling 87,40 mm, Stroke 72,75 mm Compression 7:1, Power 580 hp / 9000 rpm
Charging: Turbocharger with charged air Manufacturer: KKK
Boost pressure: 1.3 bar; Continuously adjustable
by the driver through handwheel on the dashbord until 1.5 bar.
Engine block Capri series
Crankshaft: steel, stored
five times
Valve arrangement: two intake and two exhaust valves per cylinder
V-shaped hanging
Valve control: two overhead camshafts driven by timing belt Lubrication: dry sump, contents 16 liters of oil
Fuel injection: mechanical Bosch injection system
System Kugel Fischer: controlled by boost pressure and position of the accelerator pedal
History of the Zakspeed Turbo Capri
In the winter of 1979 / 80 the car has been rebuild completely. It has been the 3rd Capri in total.
All previous experiences of the development and the participation of the races from 1978 and 1979 contributed into the building of the car. The special thing about it was that Ford and Zakspeed had decided to compete against the Porsche 935 in the Great Divison. The creators Erich Zakowski and Mike Kranefuss were smiled at first by their rivals as this idea got public. First rumors came up at the Jochen Rind exhibition, today’s motor show in Essen. The laughter should pass quickly – especially the Porsche fraction. In January of 1980, the next bomb exploded. Reigning champion Klaus Ludwig switched from Porsche to Zakspeed Ford. The “Bild” newspaper reported on the front page about this sensation.
The brothers Manfred and Erwin Kremer cooked with anger. During the Season of 1979 Ludwig not only achieved the victory in Le Mans but also won the German Motorsport Championship. Together with Porsche Zakspeed was convinced to have the service of the exceptional driver further secured. It did not take a long time for Erich Zakowski and Mike Kranefuss to convince King Ludwig. He wanted to be the first driver to fear the overpowering Porsche in the Great Division of the German Motorsport Championship. The project excited the exceptional driver that much, that he cancelled his signed contract with the Porsche AG. At Porsche, the world was no longer understood. The acting German champion and current Le Mans winner prefers a Ford Capri?
One was shocked at Porsche
Klaus Ludwig was euphoric and informed that this Capri will be the Porsche killer and he should be right. The pressure on the creators increased rapidly. Of course, they did not want to embarrass themselves and mobilized all resources to prepare the project in the best possible way.
Technically, the aerodynamics had been revised and in the building of the chassis, a wing car version of the underbody of the car had been prepared. This meant, that the underbody of the car continuously increased from the center of the car to produce a so-called ground effect as it has already been common in Formula 1 since 1978. Since this system was not yet developed and one entered completely unknown territory, Zakspeed decided to give it up at first. Because of this the Super Capri was provided with a rear wing, which extended over the entire width of the back of the car in the first stage. This had also been a sensation which was difficult to interpret by the supplementary regulations. During the test drives in October 1979, a similar version, where the rear wing was extended to the width of the fender in front of the rear axle, existed and was tested in the with the Mampe Capri. Mid 80-s this wing system also held entry in the Formula 1. Ford and the chief engineer Tomas Ammerschläger interpreted the regulations that far and came to the conclusion that the offset was no longer needed and that the rear wing can be extended over the entire width of the car. Over this way one had laid the front lamps down into the fender at Porsche. So why not mount a rear wing on the fender? Said and done. That’s how the gigantic rear wing was born. When they showed up at the first race in Zolder, Belgium, the rivals were shocked. Porsche immediately intervened with the ONS inspection commissioners. What’s this?
You cannot allow this– it does not comply the regulations
After a long discussion the car did formally not pass the technical control. Zakspeed was able to appeal against it and was allowed to start with reservations. The topic was adjourned. Erich Zakowski did not want it and was about to rebuild the rear wing. His argument was simple:
We will not need it, we will also win without it
He should be right but was not able to push through against his partner Ford. Ammerschläger and Kranefuss wanted to fight this through and saw a conspiracy directed by Porsche. After the first two races the rear wing was finally banned by the ONS and the previously gained 25 points had been denied. Because of this Zakspeed buried all hopes for a title. Erich Zakowski finally pushed through and resigned a renewed appeal against this decision. We will do what we do best, namely drive races
Now it was time for the genius Zakspeed technicians. The underbody was opened to realize the idea of the wing car. Although the development was not yet finalized one took full risk and just did it.
From the third race in Hockenheim the wing car concept has been and the Capri was faster than ever. That’s how you sounded at Ford Zakspeed in the direction of Porsche:
See what you have from it now
Anyway the championship was lost due to the denied points. However the vice title was celebrated as a victory. With the lost points of the first two races the team would have become German Champion. The Zakspeed Turbo Capri with the chassis number Zak-G5-C 001/80 was the first race car that was able to beat the Porsche in the Great Division in the German Motorsport Championship. In addition to the races of the German Motorsport Championship Zakspeed also participated in the legendary 1000 km race at the Nürburgring in the same year. Besides Klaus Ludwig the Formula 1 driver Jochen Maas came to action. After the exciting season the car was primarily used for test and development drives and also as a show car for Sachs. After the victory of the German Championship in 1981 the car received the Würth Weiß Design and was used for promotion purposes by Ford. After this the car was stored and came back to life for the 50th anniversary of Zakspeed. Now the time of the Group 5 cars has come back. Therefore, Zakspeed has decided to rebuild his originals for the participation in races again.
Of course, the main requirement is the complete restoration of the car and the new construction of parts. With the FIA we have an agreement that the tube frame chassis is going to be renewed and the magnesium casting are going to be replaced so that the Capri is able to receive an HTP car pass.
In return, the aluminum frame is allowed to stay. This is a special regulation only for Zakspeed.
Ford 4-cylinder 4 cycle in-line engine.
Zakspeed progression of the for Ford developed BDA engine by Cosworth This on the other hand is based on the 1300 Kent-engine (Fiesta, Escort, Capri)
Cubic capacity: 1745 cm3 , Drilling 87,40 mm, Stroke 72,75 mm Compression 7:1, Power 580 hp / 9000 rpm
Charging: Turbocharger with charged air Manufacturer: KKK
Boost pressure: 1.3 bar; Continuously adjustable
by the driver through handwheel on the dashbord until 1.5 bar.
Engine block Capri series
Crankshaft: steel, stored
five times
Valve arrangement: two intake and two exhaust valves per cylinder
V-shaped hanging
Valve control: two overhead camshafts driven by timing belt Lubrication: dry sump, contents 16 liters of oil
Fuel injection: mechanical Bosch injection system
System Kugel Fischer: controlled by boost pressure and position of the accelerator pedal
History of the Zakspeed Turbo Capri
In the winter of 1979 / 80 the car has been rebuild completely. It has been the 3rd Capri in total.
All previous experiences of the development and the participation of the races from 1978 and 1979 contributed into the building of the car. The special thing about it was that Ford and Zakspeed had decided to compete against the Porsche 935 in the Great Divison. The creators Erich Zakowski and Mike Kranefuss were smiled at first by their rivals as this idea got public. First rumors came up at the Jochen Rind exhibition, today’s motor show in Essen. The laughter should pass quickly – especially the Porsche fraction. In January of 1980, the next bomb exploded. Reigning champion Klaus Ludwig switched from Porsche to Zakspeed Ford. The “Bild” newspaper reported on the front page about this sensation.
The brothers Manfred and Erwin Kremer cooked with anger. During the Season of 1979 Ludwig not only achieved the victory in Le Mans but also won the German Motorsport Championship. Together with Porsche Zakspeed was convinced to have the service of the exceptional driver further secured. It did not take a long time for Erich Zakowski and Mike Kranefuss to convince King Ludwig. He wanted to be the first driver to fear the overpowering Porsche in the Great Division of the German Motorsport Championship. The project excited the exceptional driver that much, that he cancelled his signed contract with the Porsche AG. At Porsche, the world was no longer understood. The acting German champion and current Le Mans winner prefers a Ford Capri?
One was shocked at Porsche
Klaus Ludwig was euphoric and informed that this Capri will be the Porsche killer and he should be right. The pressure on the creators increased rapidly. Of course, they did not want to embarrass themselves and mobilized all resources to prepare the project in the best possible way.
Technically, the aerodynamics had been revised and in the building of the chassis, a wing car version of the underbody of the car had been prepared. This meant, that the underbody of the car continuously increased from the center of the car to produce a so-called ground effect as it has already been common in Formula 1 since 1978. Since this system was not yet developed and one entered completely unknown territory, Zakspeed decided to give it up at first. Because of this the Super Capri was provided with a rear wing, which extended over the entire width of the back of the car in the first stage. This had also been a sensation which was difficult to interpret by the supplementary regulations. During the test drives in October 1979, a similar version, where the rear wing was extended to the width of the fender in front of the rear axle, existed and was tested in the with the Mampe Capri. Mid 80-s this wing system also held entry in the Formula 1. Ford and the chief engineer Tomas Ammerschläger interpreted the regulations that far and came to the conclusion that the offset was no longer needed and that the rear wing can be extended over the entire width of the car. Over this way one had laid the front lamps down into the fender at Porsche. So why not mount a rear wing on the fender? Said and done. That’s how the gigantic rear wing was born. When they showed up at the first race in Zolder, Belgium, the rivals were shocked. Porsche immediately intervened with the ONS inspection commissioners. What’s this?
You cannot allow this– it does not comply the regulations
After a long discussion the car did formally not pass the technical control. Zakspeed was able to appeal against it and was allowed to start with reservations. The topic was adjourned. Erich Zakowski did not want it and was about to rebuild the rear wing. His argument was simple:
We will not need it, we will also win without it
He should be right but was not able to push through against his partner Ford. Ammerschläger and Kranefuss wanted to fight this through and saw a conspiracy directed by Porsche. After the first two races the rear wing was finally banned by the ONS and the previously gained 25 points had been denied. Because of this Zakspeed buried all hopes for a title. Erich Zakowski finally pushed through and resigned a renewed appeal against this decision. We will do what we do best, namely drive races
Now it was time for the genius Zakspeed technicians. The underbody was opened to realize the idea of the wing car. Although the development was not yet finalized one took full risk and just did it.
From the third race in Hockenheim the wing car concept has been and the Capri was faster than ever. That’s how you sounded at Ford Zakspeed in the direction of Porsche:
See what you have from it now
Anyway the championship was lost due to the denied points. However the vice title was celebrated as a victory. With the lost points of the first two races the team would have become German Champion. The Zakspeed Turbo Capri with the chassis number Zak-G5-C 001/80 was the first race car that was able to beat the Porsche in the Great Division in the German Motorsport Championship. In addition to the races of the German Motorsport Championship Zakspeed also participated in the legendary 1000 km race at the Nürburgring in the same year. Besides Klaus Ludwig the Formula 1 driver Jochen Maas came to action. After the exciting season the car was primarily used for test and development drives and also as a show car for Sachs. After the victory of the German Championship in 1981 the car received the Würth Weiß Design and was used for promotion purposes by Ford. After this the car was stored and came back to life for the 50th anniversary of Zakspeed. Now the time of the Group 5 cars has come back. Therefore, Zakspeed has decided to rebuild his originals for the participation in races again.
Of course, the main requirement is the complete restoration of the car and the new construction of parts. With the FIA we have an agreement that the tube frame chassis is going to be renewed and the magnesium casting are going to be replaced so that the Capri is able to receive an HTP car pass.
In return, the aluminum frame is allowed to stay. This is a special regulation only for Zakspeed.
