But I can't comment as positively on the car's turning circle. Despite its fairly short wheelbase, the PT needs a wide berth to execute a U-turn, a problem it shares with the SX 2.0 it sources its underpinnings from. The rack and pinion power-assisted steering is easy enough to rotate mind you, and its 2.72 turns lock to lock not requiring too much effort, but you'll have to get used to the back and forth jig when negotiating tight parking stalls.
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| Chrysler has done a wonderful job raising torsional rigidity to extreme levels, making the PT Cruiser Convertible one of the tightest ragtops I've driven in a long time. (Photo: Trevor Hofmann, Canadian Auto Press) |
Normally getting a convertible into dips, dives and hard corners immediately brings out chassis flex, the direct result of chopping a car's structural support system in half. Again Chrysler has done a wonderful job raising torsional rigidity to extreme levels, 4,693 lb-ft per degree of twist and 42,800 pounds per inch of bend to be exact, making the PT Cruiser Convertible one of the tightest ragtops I've driven in a long time. My co-driver and I even missed our turn and continued down a graded dirt road, not the ideal road surface for 17-inch rims. We quickly turned around and made our way back up the "washboard" rutted gravel roadway and once again could hardly feel any cowl shake - impressive job Chrysler.
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| The car's strong frame means that along with improved handling and ride, the convertible is also safer. (Photo: Trevor Hofmann, Canadian Auto Press) |
Structural rigidity is also important when it comes to safety, being that a stronger framework stands up to collision better than something that will immediately fold and crumble upon impact. Dual front and front-side airbags are also part of the GT package, while Chrysler does its best to enhance stopping power with the addition of 4-wheel disc brakes and ABS.
Base Touring models don't get ABS or rear discs, but the one I tested with optional ABS didn't seem to have a problem braking just the same. The base 150-hp naturally aspirated 2.4-L is also lively, as long as you don't drive the turbo first. Chrysler offers a 180-hp light-pressure turbo upgrade to the Touring model if the base engine doesn't get you going, which should be ideal for all but the most avid performance enthusiasts. The mid-level touring also gets 16-inch alloys with P205/55 R16 all-seasons for decent levels of performance.
