2006 Ford Mustang Vs. 2006 Pontiac G6

Apart from their lids, the most obvious distinction between the two, on the scales and the road, is the power-to-weight ratio. The Mustang is 200 pounds lighter than the G6 and boasts an edge in horsepower and torque, translating to faster acceleration and sprightlier behavior in the twisties. Although the Mustang's raucous, shuddering, 210-horsepower v-6 under the hood sounds and feels like it belongs in a John Deere tractor, it pulled the car through the quarter mile in 15.5seconds at 89.9 mph and helped us record a credible 0-to-60-mph time of 7.3 seconds. The 240 pound-feet of torque peaks at a fairly low 3500 rpm. Just as well-this is one engine you don't want to rev.

By contrast the G6's v-6 is so docile it almost seems asleep. Rated at 201 horsepower, with less torque-221 pound-feet-it mustered a relatively lackluster quarter-mile run of 16.5 seconds at 84.6 mph, and it was slower to 60 mph by almost a second and a half. At least the Pontiac's powerplant was smoother and quieter than the Mustang's engine, though it makes do with a four speed automatic transmission against the Mustang's five-speeder.

A quicker steering ratio and better weight distribution contribute greatly to the Mustang's more athletic demeanor. While the Mustang is quite capable at carving up canyon roads, the G6's more sedate character and heavily weighted front end is better suited to leisurely tours through the countryside. The Pontiac's steering feels heavy at parking speeds, but it's well weighted when speeds pick up and turns the car into a corner with a good degree of accuracy. in comparison, the Ford's steering feels light, but it's no less precise when hustling through apexes.

What makes or breaks a convertible's appeal, however, isn't how fast it approaches the horizon but how comfortably it's done. A jiggling chassis or pummeling windstream can undermine all the fun, and both cars are engineered to counteract those negative forces. Ford claims the Mustang's chassis is more than twice as stiff as before: Almost gone is the cowl shake and steering-wheel shimmy that made the previous drop-top feel like it was heading in three different directions at once. Only the roughest of surfaces provoke quiver and shiver, but that's quickly stifled by the additional buttressing built into the platform, which includes stronger steel in the rocker panels and braces between the B-pillars and across the top of the front subframe. Even with these additional elements, the convertible is only about 125 pounds heavier than the coupe.

The G6 displays even less body wiggle than the Mustang, feeling impressively tight and composed even over the worst L.A. roads. like the Mustang, the G6's chassis integrity doesn't seem to depend on whether the top is up or down. Both cars also do a commendable job of wind management. To help calm the storm, the Mustang's windshield is more steeply raked than the coupe's, and the rear seats are modified to reduce buffeting from behind. Thanks to its front-drive architecture, the G6's windshield is steeper and extends almost over the front occupants' heads. Buffeting is minimal-roll the windows up, and only the top of your head gets ruffled at freeway speeds. Impressive. And there's no need to buy the optional wind deflector.