The Morning Call and Mcall.com's view

To many of us who grew in the back seat of mom and dad’s Detroit-built behemoth, owning one would be anathema — the memory of the back seat we rode in seems of another time.

As our parents drove us to freshly minted strip malls we sat in chrome-encrusted comfort on tufted seats that seemed more like stylish living-room furniture than car upholstery. You could hear the eight-track blast of some Carpenters’ song as Dad would take a corner too fast, making the car heel over, plastering its occupants against the fake wood and Naugahyde-trimmed door.

Certainly this is the image forever etched in the memories of boomers everywhere. It’s enough to send them running from a car like the Ford Crown Victoria, refusing to acknowledge the goodness inherent in this archetype.

But this ancient breed (Detroitus humongous) has been shipped off to Club Med and returns with a new lease on life.

For 1998, Ford has given the Crown Vic the same exact shape as its sister ship, the Mercury Grand Marquis. The formal roofline certainly gives the car a more important look. Up front, a big Ford grille returns. Out back, the trunk lid and taillights have been re-worked. (The lights look like a Mercedes’ on steroids.)

The overall effect is much more handsome, albeit conservative, than before.

But looks are secondary to what really makes this an easy sail, er, sale to those eligible for AARP. It shares its drive train and major components with the tonier Lincoln Town Car. (Actually, except for quality of materials and rear seat room, this car matches the Town Car at almost half the price). This means a similar driving experience, although one that’s not quite as sophisticated in feel.

New to the rear-drive Fords this year is a new Watts linkage rear suspension. This allows better handling with the seasickness-inducing side-to-side motions well controlled. Also aboard the test boat was the optional handling package. It includes a 3:27 axle ratio, performance tires, heavier stabilizer bars and dual exhausts. The dual exhausts mean an extra 15 horses are available.

The result is a firm, controlled ride that allows the car to be driven with some enthusiasm. Bumps will be felt, but the new suspension doesn’t allow that sickening body motion for miles after the bump. It’s firm enough to make the end swing out, but some rear-drive fanatics will love the twitchy tail.

Power comes from Ford’s 4.6-liter single-overhead-cam engine, good for 200 horsepower and 265 foot-pounds of torque at 3,000 rpm. There’s good grunt here to move this sled with authority. The steering is adequately quick, but it’s still very light with no road feel. You’ll feel more like a captain of a yacht than a driver. However, the result from input is good and the car is slingable despite its size.

If you think this big V-8 gobbles gas, think again. At almost 18 mpg, this is better than any sport utility vehicle I’ve tested, and not too far off the mileage of mid-sized V6-powered automobiles. Pretty good for a dinosaur.

Stopping this beast is better than before, since it benefits from a new brake system with improved stopping power. Anti-lock brakes, an important safety feature, are optional. They worked well on the test car when needed. They’re bundled with traction control, which this year is operational at all speeds. Traction control is a must-have for driving this car, since the standard rubber seems to lose grip — either that, or the traction control kicked in too aggressively. It can’t be turned off, so if you like to keep the tail hung out, the traction control kicks in, preventing you from doing it.

Inside, little has changed since its update in 1992. A digital instrument cluster takes some getting used to, but the cabin is comfy, complete with power seats covered in leather and automatic climate control.

The audio system, an AM/FM-cassette unit, has good sound and is lo cated in the top center of the dash. That seems handy, but it really isn’t, since that part of the dash is recessed. It’s a loooong reach.

Although it’s a big car, you might be surprised at the lack of room in the back. Check it out before you decide to buy.

The trunk, though, is gargantuan and can hold a season’s worth of clothes if you’re driving to Florida — but that’s the crowd this car appeals to.

Despite that, its newfound handling prowess is a real surprise, even if it is still the ultimate highway cruiser. Taxi drivers and law-enforcement types love them as well, so check out the profile closely. It might appearing soon in a rear-view mirror near you.

The Crown Vic is a wonderful car, one that is perfect for those who measure goodness in an auto by its size. Using that standard, it’s a lot of car for the money.

But personally, this is an awful lot like the car I grew up in.

1998 Ford Crown Victoria LX Standard: 4.6-liter single overhead cam V8, automatic transmission, power four-wheel disc brakes, speed-sensitive power steering, remote keyless entry, all-season black sidewall tires, dual air bags, anti-theft system, chrome wheel covers, tinted glass, dual power mirrors, interval wipers, split bench seat with armrest, air-conditioning, power drivers seat with lumbar support, power windows and locks, tilt steering wheel, automatic headlamps, rear seat heat ducts, auto parking brake release. Options: P225/60TRX16 tires, Handling and Performance Package, LX Comfort Group (electronic instrumentation, dual power seats, leather-wrapped steering wheel, anti-lock brakes, traction control, automatic climate control, premium audio system, 16-inch cast aluminum wheels), carpet mats, leather seats. Base price: $23,740 As tested: Not available EPA rating: 17 mpg city, 24 mpg highway Test mileage: 17.8 mpg