The G6 convertible is a pretty good adaptation of the G6 coupe's styling, which itself borrows heavily from the Nissan 350Z. The convertible also gets props for looking good with the top both up and down. It's worth mentioning that the horizontal crease where the top folds is perfectly lined up to spill water from the roof into the cabin if you're foolish enough to drive with the windows down after a good rain.

Whatever extra points the interior's design team earned are wiped out by the horrible execution of the trim materials. In the test vehicle, weeks of abuse by sweaty journalists left the fake wood accents — which would seem ticky-tacky on an early-'90s Korean car — covered with scratches. The quality of plastic is similar to that in all of General Motors's cars: better than you thought it would be, but still not as good as you want it to be.

The G6 pulls strong from a dead stop, thanks to 240 lb-ft of torque and a tallish 3.69:1 final drive ratio. Midrange engine response is peppy, but the G6 isn't going to leave flaming skid marks in the mall parking lot. Giving any steering input under power results in noticeable torque steer.

Not bad, but a little more pedal feel would be nice. Please?

The G6 convertible is a reminder that not all open-air cars are built that way from the start (like, for instance, Pontiac's Solstice). The G6 also has a lot more weight and a lot more open area to contend with than its smaller sibling. What does this have to do with ride? Plenty, since the loss in rigidity mean you can feel the bumps echo through the body long after you've passed over them. On a mostly smooth surface, though, the G6 does just fine.

The G6 GTP comes with hydraulic-assisted steering instead of the electric boost offered on lesser models. That's good if you plan to buy a GTP, because the electric steering was, well, bad. For 2007 the hydraulic steering extends down to the GT model.

The four-speed automatic seems like an anachronism in a world of six-, seven-, and even eight-speed autos. There's a manumatic function for those who prefer to choose their own gear.

Cruising with the top down at 70 mph is almost too much for the radio to keep up with, and the G6 doesn't even seem that noisy. With less background noise, the CD- and XM-equipped stereo sounds just fine.

Hey check out my roof, it freaking folds into the trunk! Yeah, baby! Oh, and remote start is only a $190 option, which is less expensive than the $250 heated front seats.

Normally the G6 convertible has a swell trunk, but when the top is down the minimal storage space under the roof is rendered useless. More expensive hard top convertibles like the Mercedes SL and Volvo C70 do a neat trick and lift the roof out of the way for access; the G6 requires you to put the top all the way up.

It's two cars in one. Okay, not really, but it does come in at under 30 grand, and the hardtop roof counts for a lot.

The convenience of the G6 convertible's roof is not a free lunch - it compromises the car in more way than one. But it's still a good looking, fun-to-drive convertible. If you're not looking to buy one, at least make sure it's your next rental car for that Disney vacation.

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Jalopnik Reviews: 2006 Pontiac G6 GTP Convertible, [internal]

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