Chrysler PT Cruiser Cabrio 2006 Review

What we liked
> Styling works in soft-top form
> Good rear vision – rare in a cabrio
> Quiet (with roof up!)

Not so much
> Seats too high and too hard
> Air management needs attention
> Can you spell scuttle s-hh-aaa-kkkk-eeeee

Buyers talk about the PT’s unique retro looks – a distinct lack of “me too” styling. Most pundits, however, criticize the original car for its lack of dynamic ability, average build quality and second-rate noise, vibration and harshness (NVH) control.

Many of these issues were addressed in last year’s update of the PT Cruiser (to read CarPoint’s review of the latest PT hatch click here). At that time much attention was paid to the car’s noise abatement and general build quality. There were styling tweaks and myriad changes under the skin. The end result was a much improved offering.

Now, Chrysler has added to its PT Cruiser range with the new 'topless' PT Cruiser Cabrio. Available in two trim levels and auto and manual versions, the Cabrio is a four-seater – and according to Chrysler, the most affordable four-seater convertible on the local market.

Priced from $35,890, the Touring kicks off the range equipped with a five-speed manual transmission. A four-speed auto is offered at a $2000 premium. You’ll also have to pay extra ($300) for premium (read: metallic) paint.

The Limited is the range-topping variant and is priced from $38,490/40,490 (man/auto). Mechanical specs (see below) are identical and options, err… limited – again just premium paint and a sound system upgrade ($1500).

Both Touring and Limited versions feature a power-folding soft top (with heated glass rear window) as well as a high level of standard equipment including aircon, power windows, six-disc MP3 compatible sound system and alloy wheels. Goodies like front fogs, electrically operated mirrors, split-fold rear seats, soft top tonneau cover and cruise control are all included in the standard spec.

The Limited gets leather and suede faced, heated front seats, some minor trim upgrades and bright finished alloy wheels. There’s more chrome and lumbar adjustment for the driver’s seat. In essence the spec levels are very close.

In the changeover from Hatch to Cabrio, the PT loses two doors and gets an injection of hotrod panache. This is a handsome little beast in the metal – even with the roof up.

The fabric top is 62mm lower than the hatch’s solid roof and the doors are a substantial 185mm longer. Aside from that, the major defining dimensions are unchanged.

According to Chrysler, the Cabrio’s powered folding roof is “designed and engineered to be ‘best-in-class’ for fit and finish.”

The lined and insulated top can be raised or lowered in 10sec though it’s not a totally hands-free operation – driver or front seat passenger are required to unlatch the roof via a large D-shaped handle on the front windscreen frame. It’s an easy process, though our launch Cabrio’s latching mechanism required a little persuasion.

Our test route showed the PT as a remarkably quiet cruiser when it was latched up tight. Alas the story wasn’t quite as rosy with the roof down. While there’s no buffeting (even at 120-130km/h) there was no shortage of rattles – most coming from that thicker side glass.

Also a little less than flattering were the stray drafts and eddies in the Cabrio when the roof was down. Though we weren’t expecting SLK-like air management (it’s a four-seater, after all) and there was no buffeting, it would have been nice to have rid ourselves of the annoying under-seat and door-side drafts that had us reaching for the heater controls even with the ambient temperature in the mid-teens.

That said, no complaints regards the effectiveness of the seat heating or climate control (roof up or down)!

At noted above, the Cabrio gets the upgraded hatch’s new three-dial instrument panel, new centre stack and revised HVAC controls and vents. There’s a new (taller) centre console with a sliding armrest and storage as well.

The driver’s seat is six-way power adjustable but it fails its basic function. Like a number of Chrysler seats of late, this is very much a ‘sit-on’ not ‘sit-in’ pew. There’s little, if any, lateral support and the squab feels too short – even for this 167cm tester. Six footers on the launch weren’t happy either.

And after a day in the Cabrio the comfort quotient didn’t improve. Seat comfort’s a personal thing, however, I alighted with a sore back and a sore ar^#. Not an ideal situation.

Rear seat room (belts for two only) is arguably the best of the current small four-seater convertibles and egress with the roof open is good. The ‘sport bar’ which wraps across the B-piller line will catch some unawares, but only once.

And boot space is not too bad either. True, the load area is bisected by a brace which links the rear suspension towers but soft bags can be manoeuvred around it. Of more concern to some people might be that the boot lid opens to sit at mid-chest level requiring taller owners to do a modicum of gymnastics when loading the car.

Perhaps best to limit yourself to one (front seat) passenger on trips, resort to the ‘Fold-and-Tumble’ rear seats and chuck your baggage into the substantial load area created. (Hmmm, PT Cruiser Ute… Note to Chrysler…)

There are four-wheel disc brakes as standard with ABS electronically variable brake proportioning (EVBP). A low speed traction control stops the wheels from slipping below 56 km/h. 

Passive safety features includes multistage driver and front passenger ’bags plus side airbags.

For security, the PT Cruiser is fitted with DaimlerChrysler’s Sentry Key theft deterrent system and a security alarm.

Featuring a relatively conventional front-wheel drive powertrain, the Cabrio is powered by a naturally-aspirated fuel-injected 2.4-litre DOHC petrol engine. Peak power is just 105 KW (5200rpm) with torque and equally modest 214NM (4000rpm).

A firecracker it’s not. But the Euro 4-compliant balance-shaft-equipped 16-valve engine is an honest performer and in its latest guise is more refined than the PT donk of old.

Chrysler claims a 0-100km/h time of 10.3sec for the manual version. No fuel consumption figures were taken on the launch but the claimed combined stat is 9.3lt/100km.

No surprises in the gearbox area – a conventional but eminently usable five-speed manual or the optional four-speed adaptive automatic transmission. Dubbed AutoStick by Chrysler it offers the choice of manual gear selection and a lock-up torque converter. The transmission control computer adapts the shift points to suit individual driving styles, driving situations and road conditions

Suspension is also PT Hatch-sourced. Local PT Cruisers and Cabrios feature settings to suit “international market demands.” According to Chrysler, compared to US vehicles, local PTs feature revised damping, greater front and rear roll control and higher specification tyres.

Again at the risk of pointing out the bleeding obvious, don’t expect to go hunting Boxsters – this is still very much a boulevardier, rather than a sportscar.

COMPETITORS
Chrysler has made a name for itself of late for hitting the market with price-point busting cars – the 300C in particular is priced and equipped very competitively. The company’s no doubt hoping the market will see parallels with the PT Cruiser Cabrio.

With the Touring kicking off at under $36,000, the Cabrio undercuts the VW Beetle Cabrio 2.0L ($36,990) and is significantly cheaper than the Holden Astra Convertible ($43,990) and metal-roofed Renault Megane ($49,280). Indeed, Chrysler claims the PT Cruiser Cabrio is the most affordable four-place soft top available in the segment.

When quizzed on the value-for-money sums, the company made the point to CarPoint that the PT Cabrio delivers open-air motoring at a much smaller increment over its equivalent hard-top model than its competitors – around $6000 compared to $11,000 in the case of the Beetle.

Given the competitive pricing of the Cabrio, Chrysler’s target of around 250 units over the remaining six months of 2006 looks modest. Open cars are an emotional purchase and the PT Cabrio will no doubt push enough people’s buttons.

And while it’s commendably quiet with the roof buttoned up, there’s just too many whistles and rattles with the top down to ignore.

Handling defaults to understeer early – it pays to slow down and enjoy the journey rather than to try and push on to your destination. The Cabrio’s ride is fine on the highway and around town but beyond that the car jiggles, shakes and shimmies.

As noted hereabouts the front seats aren’t this tester’s cup of tea either – as well as being uncomfortable they’re too high to boot. The Cabrio would have even more mini-hotrod appeal if the occupants were sunk down an inch or two. At least you’re rewarded with decent rear and rear ¾ vision – top up or down. The latter can be a real issue in cars like the MINI Cooper Cabrio and to a lesser extent the Astra.

The PT’s engine is hard to fault as a solid, smooth if anonymous engine – Chrysler’s fettling of the latest version has paid off. And the same can be said of the manual gearbox – it’s light, shifts positively and does what it’s supposed to do. It’s probably the pick of the transmissions too – the auto’s tallish gearing does the engine no favours.

Despite the faults we’ve pointed out, the PT Cabrio is a surprisingly likeable package.

It’s not the sharpest tool in the shed (by definition) nor any performance icon, but nonetheless endears itself. We can see city-based buyers, male and female, young and old taking a shine to the Cabrio and making it there own.