And it really does handle well, in either base or SE configurations. I was actually surprised at how easily it negotiates
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| I was actually surprised at how well the Pursuit negotiated tight, undulating bends, no matter how corrupt the pavement beneath the tires. (Photo: Trevor Hofmann, Canadian Auto Press) |
tight, undulating bends, no matter how corrupt the pavement beneath the tires. I really shouldn't have been so shocked, being that the Pursuit rides on the same Delta chassis architecture that makes the ION Coupe Red Line so wonderfully engaging out on the open road. The Pursuit is not quite as "tossable" as the Red Line, which makes sense being that it's not a sport-tuned compact per say, but it is up near the top of its entry-level class while also offering a better than average ride. It's true, the Pursuit rides like a much larger car than it is. The fully-independent suspension setup has much to do with
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| Thanks to a more rigid frame, Pontiac was able to greatly improve panel gaps and fit and finish over the Pursuit's predecessor. (Photo: Trevor Hofmann, Canadian Auto Press) |
this, with added hydraulics/damping to the Boga suspension bushings, the rear bushings copied from one of its rivals according to Parks, absorbing impacts and enhancing quietness. Also, premium-level monotube shocks just like those used in the Corvette, another first for the small car segment. As mentioned previously the Pursuit is much more rigid than its predecessor, allowing Pontiac to close up exterior panel gaps and improve interior fit and finish, which makes it look much more refined, and also optimize handling while still maintaining a supple ride.
"Twenty-eight hertz is about as good as it gets," stated Parks, "which allows the suspension to do what it's supposed to, which is absorb the irregularities of the road."
