Suzuki CAPPUCCINO (1993 - 1995)
BY ANDY ENRIGHT
British motorists like to assume the role of put-upon victims of a money grubbing state, but spare a thought for the poor residents of Japan. With vehicle ownership a crippling financial proposition and average metropolitan traffic speeds slower than the tectonic plate the cities sit on, the Japanese have some tough breaks. The K-class of motor vehicles was designed to give the miserable Japanese motorist the opportunity to own a car that would merely render them destitute rather than eternally in the debt of the local yakuza boss. To conform, the cars in question needed to be less than 3.
3 metres long, less than 1.4 metres wide and with an engine size of less than one litre. These midget cars were not meant to be fun. Fortunately, nobody told Suzuki that last bit.
| Build | |
| Comfort | |
| Depreciation | |
| Economy | |
| Equipment | |
| Handling | |
| Insurance | |
| Performance | |
| Styling | |
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Highlighting the fact that the Cappuccino is small may well be a Pope/Catholic or bears/woods sort of observation but its worth reiterating. This car is seriously diminutive. If youre broad of shoulder, Cappuccino driving can be rather intimate. The car is so low slung that it highlights a feeling that theres even less car than you at first envisaged.
Although a drivers airbag and anti-lock brakes are standard equipment, some drivers may feel a touch vulnerable in such a tiny car. When the roof is stowed theres not too much luggage space. Standard equipment includes air conditioning and electric windows, but security provision is poor. Nevertheless, everything is impeccably built, the engine bay being a masterpiece in miniaturisation.
If it didnt have a Suzuki badge on it, youd swear it was built by Sony.
Prices for Cappuccinos start at around £1,200 for 1991 vintage grey import models. The first of the official cars tend to fetch around £2,000 whilst a late 1995 model year example will fetch the best part of £3,500. Later cars can retail for anything up to £5,000 especially in the increasingly collectible Type2 guise. As with most roadsters theres a tendency for the price to inflate slightly during spring and summer, and the rarity factor of the silver cars tends to add make them keenly sought after.
Insurance is a surprisingly stinging Group 13, although some insurers may well ramp up quotes for greys.
First things first. The Cappuccino is a target for villains so make sure that your prospective purchase has a Thatcham approved alarm/immobiliser fitted. If it doesnt, try to negotiate the value of one off the price. Official UK cars are worth around 5% more than equivalent vintage imports and they can be identified by their indicator light casings on the front wings.
If the casing is flush with the wing its an import, if it bulges outwards its likely to be a UK car. Even the official UK cars were never supplied with any meaningful rustproofing, although a 6-year anti-perforation warranty acted as an emollient for many new buyers. Cars that have been undersealed or wax-oiled are a sure sign that the previous owner was fastidious in their care. Otherwise check for rust bubbles around the sills, wheel arches, doors, engine bay, and rear number plate recess.
Make sure the rubber roof seals on the hard top arent perished, that the panels arent dented, that the rear disc brakes havent succumbed to metal moth and that the air conditioning is still up to par. British cars were trimmed in PVC which has proved to be agreeably hardwearing although most import cars will have some rather uninspiring cloth seats which havent stood the test of time quite so well. One advantage of buying what is developing into a cult car is that a dedicated community of enthusiasts can help with any problems or queries you may have. The Suzuki Cappuccino Register for Enthusiasts (SCORE) is an excellent resource and their website at www.
score.org.uk is an invaluable source of advice, the club also being a handy way to land some discount at affiliated Suzuki dealers. Personally, the temptation to name the club SCARE would have been too great to resist
(approx based on a 1994 Cappuccino). Prices can vary according to where you shop, but parts tend to be surprisingly reasonable given the limited volumes the Cappuccino sold in. Expect to pay around £52 for a pair of front discs and £45 for a pair of pads. A front wheel bearing will be just over £210 whilst a clutch kit is approximately £170.
A rear shock absorber retails at around £95 whilst an alloy wheel will leave change from £180. A starter is in the region of £190 but should you need a new alternator, prepare to drain the current account of £480.
The 64bhp three-cylinder engine epitomises the word willing, generating enough power and torque to give the Cappuccino surprising verve. Its possible to hit 60mph in a mere 8.2 seconds, and this will feel a good deal more dramatic than an equivalently quick family saloon! Top speed is pretty variable, with progress beyond 80mph an exercise in teeth gritting. A refined motorway cruiser the Cappuccino most definitely isnt but its enormous fun on back lanes.
There you can take the roof down and enjoy every thrum, whiz, pop and hiss of the turbocharged and intercooled engine; a powerplant with a smaller capacity than your average bottle of Chablis. Fuel consumption is, as one would expect, superb the Suzuki capable of averaging around 43mpg. Its easy to be dismissive of the Cappuccinos abilities, to patronise it as a toy, but in the right conditions a well-driven example will show its pert rump to some far more serious tackle.
The limited numbers that reached these shores, the critical acclaim and the sheer infectiousness of its personality make the Cappuccino difficult to resist. Whilst wed wouldnt contend with the view that its best enjoyed as a second or possibly even third car, if youve the yen for s bonsai slice of eccentricity, a used Cappuccino might be just your cup of tea. So as to speak.
