Ah, a sunny day and a convertible. Wind in the hair. Mr. Sol scorching the forehead. Where's that hat when you need it, eh? All of which pretty much covers the pleasures that come with driving the 2007 Eclipse Spyder. Because like most convertible conversions, whether done in-house by the original manufacturer or by an aftermarket modifier, the Spyder trades a good measure of its ride and handling potential for the joys of open-air motoring.

Power-wise, the four-cylinder is competent, but sounds buzzy and low rent at idle and under hard acceleration. Cruising at highway speeds, however, it's more comfortable and relaxed, quieter, too. The V6 is the better choice in all regards, except, no surprise, price and mileage; it adds almost $3000 to the Spyder's window sticker and lops off as much as five miles per gallon in city driving and three mpg in highway driving from the four cylinder, according to the U.S. EPA's estimates. But it's significantly smoother under way and silky silent at idle, and its 98 horsepower and 96 pound-feet of torque over the four cylinder are a major step up in a car weighing close to two tons by the time a driver and passenger's mass is considered.

The shift lever, essential for managing the delivery of that power to the road, falls readily to hand, whether for the automatics or the manuals. Gear selection is more precise in the V6's close-gated six-speed manual than in the four-cylinder's five-speed, but both work well, with little of the rubbery feel so common with a front-wheel-drive layout. The automatics transmissions on both models offer a Sportronic mode that lets the driver shift manually. The slot for the manual mode is on the passenger's side of the shift gate, however, making for awkward up and down taps. Gear changes are quite properly more defined in Sportronic mode than in full automatic, but even then, they're well managed, with engine speed momentarily slowed by the electronics to soften the shifts. Mitsubishi's Sportronic holds the selected gear for as long as you want, a strategy enthusiasts prefer over manual modes that override the driver.

The brakes, vented discs in front and solid discs in back, do their job without fanfare or fuss, neither overwhelming in stopping power nor causing concern about fade. We wouldn't expect them to hold up to lap after high-speed lap of a race track, but for the style of motoring for which the Spyder is intended, they're more than up to the task.

The top is fully lined, which reduces traffic noise around town, and suffers only minor drumming at speed on the interstate. Top down, there's some buffeting that logically intensifies with speed, and conversation is more difficult, but not a strain; the wind blocker included in the Premium option package for the GT helps some, but not much. Even the stereo compensates, triggered to jack up the volume when the top is down. It's not as sophisticated as the system used in the 2006 Mazda Miata MX-5, which uses an equalizer actually to re-mix the stereo's output to overcome ambient noises unique to open convertibles, but we noticed a difference.

On smooth pavement, whether straight or winding, the Spyder is loads of fun. Yes, as a front-engine, front-drive car, it'll plow, or understeer (wants to go straight instead of turning), when carrying too much speed into a corner, but the wide track (the distance between the left and right tires) and large footprint from the low-profile tires keep this at a minimum. It has good directional stability and responds promptly to steering inputs, although the turning circle truly caught us unawares, forcing us to do a back-and-fill to manage a U-turn at more than one intersection after missing a turn. There's virtually no body lean in corners. And with the top down, you're sitting out there in the open, with nothing between you and the roadside vistas and scents and sounds.

It's when the going gets rough or the pavement grows ripples that the Spyder's coupe roots reveal themselves in marked cowl shake and body shudders that continue for a beat or two after the shock has passed. A sharp bump mid-way through a corner being taken even at a socially responsible speed will actually alter the car's line, not merely shift everything sideways a bit. Sadly, it's the same with top up or down. And slam a door, and there'll be noticeable vibration.