Thanks to a dramatically enhanced chassis, the GNX is an excellent handling car with impressive road manners. The engineering breakthroughs employed on this marque represented a significant departure from the mediocre suspensions that characterized other so-called performance cars of the 1980's. First, the GNX's rear axle received a longitudinal torque ladder bar with a panhard rod to help prevent wheel hop and torque twist. This special assembly also absorbs rear axle side loads and keeps the rear axle properly located during hard cornering. In addition to assuring excellent handling characteristics, this suspension configuration actually causes the GNX to rise in the rear at pre-load and drop to a level stance – with the transmission and axle properly aligned – to deliver full power during high-energy launches. This five-link rear suspension is quite effective in diminishing undesirable axle/wheel vehicle motions and maintaining appropriate vehicle handling attitude under a range of driving conditions.
The GNX also received a special rear axle housing cover made of lightweight aluminum, appropriately embossed with “GNX” which serves as an additional strengthening element and mounting point for the torque bar. For even more body integrity and stability in handling its incredible drivetrain torque, the GNX body received special structural reinforcements, including bracing behind the rear seat as well as chassis bracing in the form of a steel cross member between the frame rails. Finally, to assure all this horsepower is properly planted to the pavement, the GNX came with among the biggest tires available at the time: performance P245/50VR16 Goodyear Eagle Razorbacks in front and P255/50VR16's in the rear. Of course, just as with its racing brethren, the GNX wheels/tires are specifically fitted and cannot be interchanged front to rear, nor can the directional performance tires be rotated left to right.