We drove two versions of the LS 600h L, a Launch Edition and fully-loaded model with the executive rear seat package at a Lexus-sponsored event in Pasadena, Calif. The surrounding neighborhood is filled with potential buyers, as it is one of the more expensive ones in Southern California. Nearby is the Angeles National Forest with the famous Angeles Crest Highway, a twisty two-lane that is a favorite of motorcycle and sports car enthusiasts.

Performance
While the LS 600h L is the flagship Lexus and the most powerful sedan the company has ever built, its power to weight ratio is virtually the same as the 460 L thanks to the 700-pound handicap. Compare it against its V12-powered competition, and it begins to look a little weak-kneed. The Audi A8’s W12 and the V12s of the Mercedes-Benz S600 both generate more power (450 and 510 hp, respectively), and while the 6.0-liter V12 in the BMW 760Li has the same power as the Lexus, it spanks it in torque with 444 lb.-ft. versus the Lexus 385. That’s on paper. On the street, the LS 600h L is plenty quick, downright fast even, and we never found it lacking in power or torque, especially in passing maneuvers. The continuously-variable transmission stays in the meat of the powerband, which in small cars is annoying because of the engine drone, but here is gratifying because you get to hear the muted roar of the V8 at full song. The transmission features a manual mode that simulates the regular LS’s eight-speed automatic transmission. It’s fine for downshifting in turns, but we found that we could leave the 600h in drive most of the time and still enjoy hard driving, as the transmission was quick to respond with the right gear ratio. The in-town EPA-estimated fuel economy of 20 mpg and SULEV emissions rating are both superior to the Germans.

Ride and Handling
With the suspension switched to “Sport” and the driver on a twisty road, the LS 600h L acquits itself quite well when it needs to. The variable ratio steering is effortless in its action, too much so, but the imperceptible ratio changes resulted only in very responsive steering. The suspension’s “sport” mode reduces the float and roll we normally associate with Lexus handling. Grip is excellent, and the controls are so effortless that you could drive like this all day. But it’s like being in a high-speed train; there’s virtually no sensation of speed except for the tug of lateral g’s on your body. The tires remain mute, the steering is totally isolated, and the suspension absorbs bumps and dips while transmitting only subdued noise to the cabin. You have to look at the speedometer to realize that you’re clocking twice the legal speed limit. On the other hand, the highway ride is as creamy as you could hope for, and if your idea of luxury is a beautifully appointed isolation chamber, here’s your ride.

Comfort
Comfort is king in the LS, and especially the 600h L. The driver’s and passenger’s front seats are as adjustable as is possible, and are covered in the softest hides imaginable. The seats are heated and cooled, the steering wheel is electrically adjustable, and you’re left wanting for nothing. The back seat is equally comfortable, with reclining seatbacks an option, ample leg room thanks to the extended wheelbase, and enough buttons with the overhead entertainment system and climate control to keep occupants occupied for hours. Of course, for the truly pampered there’s the Executive Seating option, which turns the right rear seat into a recliner, literally, with vibrating and shiatsu massage built in.

Controls
Luxury cars require a huge amount of stuff these days to differentiate them from lesser vehicles. All that stuff requires buttons or switches to operate. The LS interior is awash in buttons, but they’re properly grouped and labeled to keep confusion to a minimum. Still, the car comes with a DVD on how to operate things; that should tell you something. Everything in the car exudes quality, from the window switches to the smooth glide of the seat adjustments to the coordinated opening of the various damped doors. The only major change to the dash is the addition of a hybrid-specific gauge to tell you how much power versus charge you’re making, and the in-dash LCD has been updated to include the engine-to-motor-to-battery power flow meter we know and love in hybrids.