Just as it does with its exterior design and engineering, the 2005 Mustang convertible makes a statement with its interior. Thanks to intelligent engineering that resulted in a convertible platform with more than twice the torsional stiffness of the previous version, this is the most quiet and solid drop top Mustang ever produced. The squeaks, shakes and rattles to which convertibles typically are prone are startlingly missing from the 2005 Mustang convertible.

Also improved is the rearward visibility. The 2005 Mustang convertible comes with a wide glass backlite (including a defroster), full quarter windows and slim C-pillars, all of which offer a driver a better look out the back.

Both passengers in the back and front will appreciate the lack of wind-related buffeting and noise when the top is down. With the windshield header more steeply raked than on the coupe and a modified rear seatback, the 2005 Mustang convertible has no need for add-on devices to block the wind.

Aside from these touches, the 2005 Mustang convertible shares the coupe's look of a much more expensive car. Mustang's past is honored by the twin-pod instrument panel and the present is addressed via modern materials and Ford's acclaimed attention to interior design and details. Plus, there's an optional color-configurable instrument panel, an industry first, that gives the driver more than 125 different color backgrounds to illuminate the gauges and controls.

The payoff from "adding lightness" is evident. For one thing, the 2005 Mustang convertible shares its suspension geometry and virtually all its suspension tuning with the coupe. As a result, never before have the coupe and convertible ridden and handled so much alike. Another benefit of the convertible's sensibly managed weight program is that excess poundage does not sap acceleration.

Like the 2005 Mustang coupe, the convertible uses a MacPherson strut front suspension and a rigid rear axle that has surprised the automotive press with its composure and handling prowess. The secret for its success is a three-link setup with a Panhard rod that maintains precise control over the axle.

Disc brakes are fitted at all four corners. The Mustang GT rotors are the biggest ever used on a mainstream Mustang and the calipers are the stiffest. A 4-channel anti-lock braking system (ABS) is standard on the GT convertible and optional on the V-6. ABS also comes with traction control. This all-speed system can be switched off when the driver desires to "hang it out" a bit on dry pavement, or when a smoky burnout is in order for an acceleration run.

Standard tires on the GT are W-rated P235/55ZR-17 all-season performance radials on 17- by 8-inch alloy wheels. The V-6 convertible comes with 16- by 7-inch wheels with T-rated P215/65R-16 all-season tires.