The PT Cruiser offers both a five-speed manual and four-speed automatic transmission. The manual gearbox is surprisingly precise, not sports-car grade, but not bad for unit with a longer-throw gate and foot-long shifter. Working the gears to get the most from the base engine is pleasing.

The automatic isn't as effective as the five-speed at getting the base Cruiser cruising, because the power is biased toward higher rpm, which is not where automatics work best. The engine's peak torque is reached at a relatively high 4000 rpm. (Torque is that force that propels the car from intersections and up steep hills.) On the other hand, kickdown shifts come fairly quickly. With properly timed dips of the accelerator, there's enough power for safe, clean overtaking on two-lane roads.

The 180-horsepower turbocharged engine that's optional on Limited produces a healthy 210 pound-feet of torque, starting at 2800 rpm and holding steady to 4000. That improves performance with the automatic considerably.

Speaking of torque, the engine in the GT develops 245 pound-feet, at 2400-4500 rpm. That makes the 220-horsepower High Output turbo feel like a bigger engine, even though it's not. A rumbly exhaust makes the GT sound more like what hot-rodders wanted when the hot-rod body was first introduced. You know it's a turbo because of the telltale whine when it spools up, though chambers in the intake manifold act as sound dampers.

The GT can get to 60 mph in about 7 seconds, which is decent but not rocket-like acceleration. Driving the GT around town, you'll likely forget to downshift, since the engine pulls strongly at 2500 rpm in any gear. Once you decide to go quicker, the GT acts a little more like the muscle car its body says it is.

The standard gearbox in the GT is a five-speed manual built by Getrag in Germany. We also drove a GT with Chrysler's AutoStick transmission, an automatic that has a semi-manual shift feature. It works well, though the tall shifter is reminiscent of an old-fashioned hot-rod setup. Stand on it at low rpm and there's a little lag as the turbo gets into the boost, but once it spools up it takes off decisively.

Even the base PT Cruiser handles more like a sedan than a minivan, maintaining its composure in the corners. With its big 17-inch wheels and tires, the GT hustles like a sports sedan, though it lacks the precision of one. Body lean is well controlled. The rear suspension design maximizes cargo space, but the twist-beam rear axle bounces a bit on rough pavement and the chassis does not feel rigid. In quick, hard, slalom-type maneuvers the PT Cruiser starts to feel top heavy, even with the GT's stiffer suspension and big wheels. You can almost feel the high mass of the car try to continue in one direction as the front wheels turn in the other. It feels tentative when turning in for high-speed corners and does not inspire confidence. It's more composed than the typical sport-utility or minivan in sudden lane-change maneuvers, but it really is more of a cruiser than a sports machine. We found it not particularly susceptible to cross winds at high speeds, though. There is little wind noise, almost no tire or road noise, and a just-audible whine from the drivetrain.

In terms of ride quality, the PT Cruiser feels like a compact car, with road vibration entering the cabin. The mirrors shake when the stereo is on. Generally, it feels a bit dated and not very refined. The convertible felt bouncy and jouncy on rough neighborhood streets.

Front disc and rear drum brakes are standard. ABS is available for base, Touring, and Limited ($595). Four-wheel-disc brakes with ABS ($825) are offered for Limiteds equipped with the 180-horsepower engine; that's the best setup and it also includes low-speed traction control.