When Ford Mustangs are pushing 300 ponies and even Hyundai Sonatas are putting out as much as 235 horsepower, a premium convertible with fewer than 220 horses may not sound terribly impressive. And, in fact, the 2006 Volvo C70’s 218 horsepower at 5,000 rpm is a little less than exhilarating, though 236 lb.-ft. of torque rolling on as low as 1,500 rpm adds some needed punch to off-the-line performance. After getting past the initial dead spot behind the accelerator, the driver doesn’t really feel any increase in power until about 1,800 rpm, but once the turbocharger gets the 2.5-liter five-cylinder engine worked up the C70 moves out with decent authority and minimal torque-steer. With the tach needle spinning higher and higher, the inline five resonates with its inherent groan, while not exactly as intoxicating as the rumble of a V8, and has a certain appeal in this application. All in all, there’s enough power under the C70’s aluminum hood, but a juiced up version (for the record, there are no plans for a racier R model anytime soon, if ever) would help the Volvo rise to equal or better competitors from BMW and Audi. Though the new C70 has 26 fewer ponies than the 2004 model it replaces, Volvo claims that the 2.5-liter engine, with its maximum torque available at a lower rpm, actually offsets the lower horsepower by providing a more immediate response, just what most drivers want when bolting from one red light to the next.

For managing the C70’s power, buyers can opt for the standard six-speed manual or a five-speed automatic to get the front wheels rolling. Enthusiasts will want the manual, which features a light-effort clutch, fairly short throws, and a comfortable shift knob, though rowing through the gears feels a bit rubbery. Nonetheless, we had a blast flicking the tranny between second and third gears as we jumped on any opportunity to flog the Volvo on the twisty and tourist-congested Hana Highway. The optional five-speed automatic provides clean, almost seamless shifts, and offered nary a hint of hunting during the ascent up the winding roads of Haleakala National Park. Pushing the shifter to the right allows for manual shifts, but there’s no real fun here as there’s a lengthy delay before the gears actually change.

If the ride up Haleakala was a test for the transmission, the 38-mile descent provided a good look at brake performance, as did the frequent sudden stops behind flatlanders mindlessly halting mid-road for a deer-in-the-headlights gaze at yet another waterfall. In both instances, the four-wheel antilock disc setup worked flawlessly, offering consistent and measurable feedback and exhibiting no fade.

Considering the law-limited speed on Maui seems to be 45 mph, and the abundance of aforementioned stop-and-crawl tourists, there was plenty of time to casually move along and evaluate the 2006 Volvo C70’s ride. Though not as stiff as a BMW, the C70 feels tight and secure, providing a good balance between comfort and impressive handling. The steering is a touch vague and could do a better job of relaying road feel, but pot holes and irregular pavement are well-absorbed and offer little intrusion into the cabin. Issues like body roll and understeer were hard to fully gauge at our relatively slow speeds, but a few quick corners indicated that all was in check.

That leaves a few points specific to convertibles that require discussion, the first being cowl shake. Put simply, the 2006 Volvo C70 is about as tight as convertibles get, with almost no shake or vibration while driving with the top down and the feeling that you’re driving a genuine hardtop with the roof raised. And aside from raindrops sounding like missiles as they land on the steel panels overhead, the interior is surprisingly quiet. Visibility, often a touchy subject when it comes to drop tops, is better than most if not all soft tops thanks to the large rear glass panel and expansive side glass. Demerits are given for small side mirrors, obtrusive rear headrests, and a rising rear beltline that makes backing up without doing damage a challenge – $400 for the rear parking sensor may be well worth it, especially considering that fancy hardtop is stacked tightly in the trunk.