Suzuki Cappuccino (1993 - 1996) Sports 2d Owner Review

Suzuki Cappuccino As motorcycle enthusiasts, we enjoy the thrill of rapid acceleration, sweeping through bends, agile handling and the wind in our faces. We ride our bikes for pleasure. Enter the Suzuki Cappuccino. The vehicle was designed to meet Kei car specifications for lower tax and insurance in Japan. Weighing 725 kg (1,598 lb), the Cappuccino is powered by a turbocharged, three-cylinder, 657 cc DOHC engine (just under the 660 cc maximum displacement allowed for a Kei car). Its dimensions also conformed to Kei car regulations on length and width, being 3,295 mm (129.7 in) long and 1,395 mm (54.92 in) wide. Three removable roof panels mean that the car can be used as a closed coupé; T-top; targa; or, on retraction of the rear window and roll bar, a full convertible. Roof panels stow in the trunk (taking almost all the luggage space), and the rear window/rollcage assembly retracts into the body behind the seats. Unlike many convertibles of the time, the rear window is glass and wraparound, with demisting elements. The dream of re-creating a sporting image for Suzuki began in 1987 and within two years the "project car" was shown for the first time at the Tokyo Motor Show. Suzuki intentionally designed the Cappuccino just for the Japanese market, meeting the tax needs of the Kei-class: body length less than 3.3 m (10.8 ft), body width not exceeding 1.4 m (4.6 ft) and engine size less than 0.66 l. There was originally no intention to export the Cappuccino. In 1991 Suzuki GB opened discussions with Suzuki Motor Corporation about launching the car in the United Kingdom and meeting the needs of British National Type Approval. After 18 months of negotiation and technical co-operation between SMC and SGB, the Suzuki Cappuccino type was approved and homologated, with 23 adaptations required for the vehicle to conform to British NTA. In October 1992, the Cappuccino's first public viewing outside Japan occurred at the British International Motor Show, where it won two IBCAM Design awards: Best Sportscar Under £20,000 and Best Car of the Show. In October 1993, the Cappuccino was officially launched in the UK, priced at £11,995. Due to the car's initial success in Japan, and the tight import quota of Japanese products to the UK, the original allocation of 1,500 cars was cut to 1,182. Such limited quantities dictated a streamlined colour choice: red and silver in the ratio 4:1. Between 1993–95, a total of 1,110 cars were registered in the UK, with the balance sold to other Suzuki distributors across Europe. On one of my workday commutes on my VFR 750, I used to go past a Suzuki car dealership, and noticed a new Cappuccino (with the roof down) in their showroom, costing £12,000. I thought that it was a very “pretty” car, as I always wanted a small sports car. Three years later on my way home in the pouring rain, I saw the Cappuccino up for sale at £8,500. So I squelched my way into the dealer showroom, dripping water everywhere - much to the displeasure of the sales director. I booked a test drive for a later date. I turned up on a dry day – much to the relief of the sales director, and sat in the driver’s seat of the Cappuccino. Immediately I felt comfortable (due to a back injury, all previous cars that I have sat in, have given me back pain). The small car appealed to me as a motorcyclist, with a well designed interior. A half hour test drive convinced me that this was the car that I wanted. A deal was struck for £8,000, and I was to pay for undersealing the car, as they were not undersealed by Suzuki Japan. The car goes, stops, changes direction rapidly, and gives all the thrills of riding a bike, but on four wheels. You can even take the roof off when it is raining, if you want to remind yourself of riding a bike in cold wet weather! I purchased the three year old Cappuccino in December 1998, with 64,000 miles on the clock. I still own this beautiful gem, and have completed 155,586 miles to date. Rust was the biggest weakness of the Cappuccino, and I have replaced the real wheel arches on 3 occasions. Sills have been welded, where they join the floor pan. The exhaust system was replaced by the dealer prior to me taking ownership of the car, and it rotted again very quickly. As a new Suzuki system was over £500! (gasp), I had a stainless steel system fitted for £250, which is still going strong. The exhaust valves were prone to burning out on some cars, so I replaced the exhaust valves and guides. Rear discs are susceptible to corrosion, as due to the lack of weight of the car, they are very lightly loaded during braking. I purchased some pattern discs, and had the original Suzuki discs skimmed. As and when necessary, I swap the discs, and get the corroded discs skimmed, ready for the next MoT. I perform my own servicing, changing the oil every 3,000 miles; and conducting the recommended servicing every 6,000 miles. I changed the cambelt at 128,000 miles. Fuel consumption is around 45 – 48 mpg around town, rising to 51 mpg on long runs. The car has proved to be very reliable, except when I pressure washed the engine bay, and water got into the distributor – necessitating replacement. The car does attract a great deal of attention. On one journey down a narrow lane, a massive 4x4 vehicle loomed over me at a junction. The driver wound down his window and said “Wow, a Suzuki Cappuccino! I always wanted one of those!” (So why did he drive a monster 4x4?) In conclusion, if you want all the thrills of riding a motorcycle, but on 4 wheels, the Suzuki Cappuccino ticks all the boxes. I have owned mine for over 26 years, and hope she will keep on going for many years to come.