Was it really 40 years ago the Pontiac Grand Prix made its entrance on to the automotive scene? Starting life as a tricked out Catalina with a big, powerful V-8 you could get with tri-power (three, two barrel carburetors) and bucket seats, this car has evolved into something that tries to keep that memory alive.

Forty is a milestone birthday and a time people usually take stock of where they are in life. General Motors (GM) has done the same thing with the Grand Prix. To celebrate that milestone, Pontiac is offering a 40th

And at 40, just like a human, the Grand Prix has evolved. No longer just the sporty 2-door it started life as, it’s matured into both a 4-door sports sedan and a coupe that can still hold its own with many younger, higher priced imports.

As if it’s been working out regularly in the gym, the 2002 Grand Prix maintains a sleek body. Thanks to the sloping roofline, the sedan looks virtually as sporty as the coupe.

Typical of GM, the Grand Prix shares its rigid front-wheel drive chassis with the Oldsmobile Intrigue and Buick Regal, but only Pontiac offers it in a coupe.

The all-independent suspension has both front and rear stabilizer bars that provide very stable handling. The GTP, which is equipped with a more advanced traction control system, bigger wheels and high-performance tires, delivers a much more authoritive road feel, but does have a slightly stiffer ride.

The ride is smooth and steering is quick, with not as much of the typical understeer that has been the past trademark of GM front-wheel drive cars. With 4-wheel disc brakes, the Grand Prix stops with authority.

Under the hood, things have changed from 40 years ago. No Grand Prix has had a V8 — not to mention carburetors, one or more — in years. The standard powerplant is a 3.1-liter 175-horse V6 that offers adequate acceleration, but that’s about it. While no V8 is offered, the Grand Prix is available with a supercharged 240-horse version of GMs parts bin 3.8-liter V6. It offers excellent acceleration and performance equal to a number of competitive imports.

Both engines are married to a smooth 4-speed automatic transmission. The upshifts and quick downshifts and so smooth and effortless as to be almost imperceptible.

At the gas pump, all Grand Prix’s boast an estimated 28-29 mpg on the highway, and 18-20 in the city, depending on the engine.

Inside, there’s plenty of room for four adults, but because of the slopping roofline, the back seat is somewhat low and unsupportive. This is particularly evident in the coupe. Rear legroom is tight — especially when the driver moves his seat back. The rear windows don’t roll down all the way.

The trunk is big, but because of the racy styling the opening is high and narrow.

Interior materials are typical GM — which in my view is average when compared to many foreign competitors. However, even the base model SE is equipped with front bucket seats and a console — just like the 1962 Grand Prix. But the front seats lack the side support needed for hard driving.

Instrumentation comes with Pontiac’s signature red lighting and heads-up display, which can be quickly read at a glance. The Driver Information Center in the instrument cluster notes such things as traction system activation, need for an oil change or a door ajar. Optional are a trip computer that keeps track of driving range, oil life used, average fuel economy and fuel used since the last reset as well as the GM OnStar safety and information system.

Climate controls are large and simple, but the AM/FM CD/Cassette player is a little complicated until you get to know it. The pop-out cupholders in the console are designed to avoid beverage spills.

All Grand Prix models are pretty well equipped. Even the base-model SE has air conditioning with separate front controls, AM/FM/cassette, anti-lock brakes, traction control, a tire inflation monitor, power windows, door locks and mirrors, cruise control and a remote trunk release. The GT adds convenience items such as the remote keyless entry, a power driver’s seat and steering wheel radio controls for the newly standard AM/FM/CD system — not to mention the 3.8 V6. The GTP has the firmer sport suspension to support its 240 horses as well as a sound system graphic equalizer.

The $795 power glass sunroof is a popular option, available for the GT and GTP. A heated driver’s seat is only an extra $100 on those models, but demands leather upholstery that’s an extra $520 if not ordered in an option package.

Base prices are exceptionally reasonable for a car of this caliber, ranging from just under $21,000 to around $26,000.

Whines: I found the ignition key a bit hard to find quickly on the steering column. Rear seat entry and exit in the coupe is awkward and the seat belts get in the way. For many folks, this alone will make the sedan a better choice. I’d suggest upgrading the interior materials. The Dark Cherry paint is beautiful, but like any dark color, it looks awful with even just a little dirt or dust on it.

Applause: The Grand Prix offers sleek styling devoid of Pontiac’s penchant for that god-awful plastic cladding, and what there is, is at least painted the base color. More standard equipment — even for the base model SE — than many competitors. The supercharged GTP offers not only blistering acceleration, but also the ability to loaf at interstate speeds. With a serious V8 this car would do its heritage even prouder than it already does.

Bottom Line: A solid all-American car with 40 years of history behind it. Although not as refined as some of its import competition, the Grand Prix delivers lots of old fashioned American value for the price. No Grand Prix ever has ever been as stylish as the beautiful 1963 model, but the top-of–the-line Grand Prix GTP with the 40th Anniversary package could become a minor collector’s item.