It's 57 degrees and the fog is rolling in off the Pacific, but we're not about to go top up in our 2007 Mitsubishi Eclipse Spyder GT. We crank the heat, fire up the seat heaters and pull on a dorky hat, because that's what you do with a convertible: You live life out in the open.

It feels good. The Spyder's seats are road-trip comfortable. Cockpit turbulence is minimal. The 3.8-liter V6 puts loads of torque at our command. Driven on the open highway with a maximum passenger count of one, the '07 Eclipse Spyder is nearly impossible to dislike. And with our tester's $31K price tag, it's a tad cheaper than a comparably equipped Mustang GT drop top.

Muscle weighs more than fat
Switched to the stiffer and wider Project America platform, the third-generation Eclipse Spyder is more muscular and robust than its flabby predecessor. Yet, it's also heavier. At 3,693 pounds, this front-driver weighs 365 pounds more than an '05 Spyder GTS, and over 200 pounds more than the current-generation coupe.

A chunk of the weight gain comes from the iron-block, single-overhead-cam 3.8-liter V6 stuffed up front in the GT. It earns its keep by churning out 260 horsepower and 258 pound-feet of torque accompanied by a full-bodied exhaust note that never fails to satisfy.

Hooked up to the slick-shifting, six-speed manual gearbox, the V6 delivers convincing results, launching our test car to 60 mph in just 6.5 seconds. This is actually a few tenths quicker than we've timed the GT coupe, which was tested on a warmer day. The Spyder went through the quarter-mile in 14.9 seconds at 96.4 mph, equaling the coupe's performance in that test. Among convertibles available at the $30K mark, only the V8-powered Mustang GT is faster.

Always a fight
Problem is, there are always complications when you put this much torque through a car's front tires. Full-throttle starts require delicate clutch work. Simply booting the accelerator off the line sends the Spyder's 235/45R18 Goodyear Eagle RS-As scrabbling for traction, easily squandering breaks in traffic. And once you're on your way, better be on guard for torque steer.

Plus, with the V6 helping to concentrate 60 percent of the Eclipse Spyder's weight up front, all the chassis tuning in the world can't make the Mitsu turn in like a rear-drive Mustang, much less a Miata. Running it hard on back roads is an exercise in front tire abuse.

"Understeers like a pig" was the assessment from the test track, where the Spyder managed only 0.76g on the skid pad and 64.4 mph through the slalom. These aren't bad numbers, but the Mitsu suffered the indignity of being beaten by the 115-hp Mini Cooper drop top we tested last month.

Braking, too, is affected by the car's heavy nose. The brakes are progressive in feel and fade-resistant, but the Spyder should stop shorter than 127 feet from 60 mph.

Easier does it
Back off a little and Mitsubishi's convertible is more enjoyable. It's composed through higher-speed turns, and steering response is spot-on.

On the highway, the ride is nearly as forgiving as a Camry Solara's. Around town, the only annoyance is an overly large 40-foot turning radius. U-turns can take weeks.

Chassis rigidity is average for a convertible in this price range. There's a little more flex than we'd like, considering this platform was specifically designed for roofless applications, but it's not enough to detract from the overall secure feel.

Leave it down
Should you choose to drive with the cloth top up, you'll find it well insulated from wind and road noise. However, with the top's tiny rear window, parallel parking is a faith-based maneuver.

Liberating yourself from the top's confinement doesn't take long. Undo the latches, press a button and the roof powers down and stows under a body-color lid. Although the windows aren't ordinarily one-touch, they lower as a unit when you drop the top.

Best of all, the nine-speaker, 650-watt Rockford-Fosgate sound system automatically adjusts volume and equalizer settings to compensate for open-air driving. Bass response cuts through the wind with crushing clarity.

Just enough inside
Every 2007 Eclipse Spyder gets this stereo standard, along with ABS and side airbags. Base price is $28,864 on a manual-shift GT, and you'll pay an additional $1,730 for the Premium Sport Package if you want leather, automatic climate control, heated seats and 18-inch wheels (17s are standard). Choosing this option obliges you to check off the $179 Accessory Package, which provides an aluminum fuel door and floor mats.

It's a decent amount of equipment for $30,773, though our Spyder's fresh-looking, light gray interior offered neither a navigation system nor an MP3 player hookup. Another conspicuous omission is stability control.

Inside, materials are a mix of attractive vinyls, acceptable leather and egregious plastics, but everything's put together with care. It's also spacious for two. However, if you load a couple toddlers into the tiny, bolt-upright backseat, the Spyder gags on their Gracos. Adults fare no better in back, as there's zero legroom available behind a 5-foot-10 driver.

At 5.2 cubic feet, the trunk is no more useful than a Miata's. At least there's plenty of room for suitcases to ride in the backseat.

More flavor than before
Although more athletic and personable than its predecessor, the 2007 Mitsubishi Eclipse Spyder GT isn't a threat to the Mustang GT drop top at the drag strip or in the hills. It's quick for this class, but its front-drive layout and excess curb weight limit its handling potential, and its rear seat is all but useless for friends under three or over 10.

Still, the Spyder does have more performance, and flavor, than a Camry Solara. And it's comfier than any Miata. We like driving it. Especially with the top down, heat cranked and our dorky hat donned.