Acceleration may be lacking, total power output wimpy (in a numerical sense, anyways), but boy does this 2-seater sure tear some tarmac. The Cappucino reminds me of some older lightweights (think Lotus Elans or Triumph Spitfires). The main difference is the Cappucino is BETTER, especially so far as racing in GT goes. Better... and way more confident.

GT2

In my opinion, the Capp is easier to control than the Elan, understeers less than a Miata, and is therefore a more precise-handling car. Matter of fact, I've won several B-license races with no suspension or tire upgrades, laws yes. Even with full engine tuning of 190 hp, this is a very forgiving car with stock tires and suspension.

The Cappucino is one healthy little drifting machine in this game. Like a sleepless insomniac, it can be tossed and turned; it'll perform stunts some other higher-powered sports cars would not agree with. This is all assuming that the Suzuki isn't being buffeted by other cars though; if it is getting bullied, ignore my words....this one is a micro-weight and doesn't do well in traffic that you can't slip by. The benefit is that the Cappucino is just 55" wide and just 46" tall: it'll squeeze thru plenty of competition. Its low center of gravity ensures little drama.

Your problems with this car (let's call them ‘Cappucino Concerns’...haha) will actually be too much grip. Before the engine is modified, the front-end is especially sticky, even with stock tires. This includes GT4 machines as well as GT2 ones. These issues disappear once power is up with Stage 1 or 2 turbos in place. In place of the stickiness, you'll get light understeer, which is fine in most long turns and chicanes, since there isn't much car being pushed around. However, the Krazy Glue front-end problem returns as soon as the suspension is lowered with sports parts. It can be plenty annoying to be ahead of a pack of Rover Minis at Trail Mountain, push the steering too hard, and find yourself hitting a rock wall on the inside of a turn, for instance.

The Cappucino's whiney, torqueless engine doesn't bounce back from accidents, and the 'too-much-grip' phenomenon will be its worst enemy during races...not under or oversteer. All this is assuming the driver is not a newb and understands how to find the best cornering lines.

For this reason, I tend to use stock tires up front and sports tires in the back...something I rarely do with FR cars in GT2. In the 1st game, I remember constantly putting softer tires in the back of various cars. But in GT2, I prefer more drift and a looser feel for most FRs. Not so with the Cappucino. 

GT4

For GT4, I often used road tires (N3) rather than sports, since the Cappucino in this game can't get much further than the Lightweight Kei Series and Compact Car Cups, anyways. With sport tires installed, these Cappys sometimes will overkill their competition, even with minimal power.  

GT5
In GT5, all the rules have been changed once again. This car comes stock with medium-grade radials, yet even with these cheapies in place, we've still got plenty of car to drive.

With power near-stock, and while using safe, delicate driving (appropriate brake-distances, appropriate cornering speeds, etc.) the '91 Cappucino I drove in some Seasonal Kei car races does nothing but grip in and out of turns. Steering is light but accurate, and the rear feels loose but not too loose. But (heh heh) all this begins to change during harder cornering.

Understeer is finally more of a factor in GT5, mostly because of those cheap-ass tires. Not that pushing becomes 100% of our troubles, but it can show up here and there. Pushing this car for all its worth around Route 246, for instance, I often found that "sweet spot". The sweet spot where sports cars with larger engines & frames reside.  Front tires squealing and just turning red, understeer just a couple more MPH away, yet the car manages to keep its line. Cornering is basically still excellent, even with these cheap tires, and damage control is easy to utilize.

The Cappy can also be flung into turns now, its rear starting to start swing outwards just slightly more than the front, making the entire car feel somewhat like a mild carnival ride. We might as well call the Cappucino "S2000 Junior" or "'Lil MX-5".  ...This car does all the cool things the bigger boys can do, basically. All it needs is more power. Tossability and fun? I'm rating a 10 out of 10 here.  

Everything I just mentioned above about GT5 assumes the car's power is near-stock. I have also driven this car fully powered at Tokyo Route 246; an attempt to see if 123 horsepower can make a difference during the Clubman Cup. ... With full power (but a stock chassis and soft comfort tires) the car now has the ability to move a lot faster!  And the Cappucino is now at its very limits, when it comes to cornering. The Cappucino can compete in the Clubman/Tokyo Route 246, even with 123 horses. But radial tires are no longer an option. The upgrade to sports now becomes a necessity. 

Braking can be late, much later than with many larger cars, and it can also sometimes be light. A full second a braking in a Sil80 into Tsukuba's final turn can become just a blip in the Cappucino. ...Braking can be light, but it must also be firm. One must remember when and where (precisely) to brake a Cappucino, especially when racing against fuller-sized cars. Civics, Imprezas, etc.  Bottom line: Once the driver learns the Cappy's braking zones well, let the pwning begin, folks.   

The real-life Cappucino came with ABS as an option, so I definitely got this option. :-)  Driving a car this light and flimsy must be a nightmare at higher speeds without ABS, during races anyways. But even with ABS on, the rest of car still needs work. Pushing to maximum speeds (with maximum power), the suspension now starts feeling flimsy and too loose, and the rear-end especially starts getting extremely sloppy. Imagine taking a wet noodle and flinging it about. This is what I mean!

Oversteer (in various forms) now starts to dominate this car's handling, with understeer less of a reality. It's really really fun and addicting, actually, getting a Cappucino to slide out and be bad!  But it also can be annoying and dangerous, especially when it's race time. To correct this, better parts are needed, pronto! 

I found the limited-slip device to be something that's not needed in GT2 and GT4, but in GT5 it really does make a difference. Limited-slip tuning is the best place to start. We can set those gears lightly or aggressively. Light tuning will keep the Cappy's amazing flexibility in place (while keeping wheelspin at bay). More aggressive LSD tuning will kill this car's "fun" factor further (adding understeer), but some drivers might not mind this. Some drivers out there might be looking for a more solid Cappucino overall, and it is possible to create this sort of roadster.   

At tighter tracks (like the Go-Kart ones) the rear can also start getting smokey with passion on occasion, especially without a limited-slip in place. On stock tires, with stock power, a limited-slip is not needed 100% of time. All it will do is kill some of the action, and when power is low this is a car that could use all the action it can get!  ...But again, with more power all the other stuff gets needed, and limited-slip tuning becomes even more of a necessity.

Summary
Overall, I give the Suzuki Cappucinos high marks in the handling department in either game. It's a fun, fun machine, man. A classic underdog. And if any Mini-Me jokes happen out on the tracks, our Cappy won't necessarily be the butt of them.