Between drives in the Benz E63 and BMW M6 was a brief stint in the world’s most advanced production vehicle, the Lexus LS600h L. While I can imagine looking back with longing on the hedonistic days of horsepower excess represented by the European brutes, the Asian ubercar will be remembered by me as when the future really began. It is a probable indicator of the type of high-end driving experiences we’re all destined for over the coming years.

In designing a halo vehicle for the U.S.’s best-selling luxury brand, confident Lexus management decided to leverage their leadership in hybrid powertrains. Instead of going the conventional, large-displacement V12 route, they created a flagship that had all the sybaritic delights and performance of the competition, while still hewing to the environmental focus and value they’ve become known for.

The result is undeniably competent, and boundary pushing. Despite having the footprint of other top-tier players and more weight than almost any of them, the LS hybrid still returns the fuel economy of a midsize, V6-powered all-wheel drive sedan—20mpg combined—and garners a SULEV (Super Ultra Low Emission Vehicles) rating; the only thing cleaner would be a zero emissions vehicle such as a hydrogen fuel cell powered car.

Available in North America only in long-wheelbase form (hence the equally longwinded nomenclature), the LS600h L is visually distinguished by blue highlighted badges, a different wheel option, and LED headlamps—a domestic market production car first that subtly yet vividly drives home the message that this vehicle is a technological tour-de-force. Amongst the interior upgrades, most prominent is that Lexus now covers the dash in French-stitched, butterly soft leather; a wonderful visual reminder of the human master craftsmanship Lexus has reintroduced to the entire production process.

If the driving experience is in any way anticlimactic, it’s probably only in context to the overwhelming brilliance of the underlying engineering. Part of this lack of drama is due to the standard Torsen all-wheel drive hardware, as it channels the 438hp of the 5-liter V8 and electric motors to the pavement without the slightest bit of drama. Despite the credible 0-60 dash of 5.5 seconds, and the ferociously quick in-gear acceleration (50-70mph in 3.5), attributable to the instant-on nature of the electric motors, the Lexus-maximus’ quietness, mass, and mechanical makeup make it feel somewhat anodyne.

The clever planetary-gearset transmission is indeed super-efficient, but it robs the race-teched engine from the ability to scream through gears to redline in any type of evocative manner. And the variable ratio power steering, while accurate and polished, filters out any insight where the Lexus’ (undeniably high) limits are, once I take on the challenges of the Angeles Crest Highway test route.

There’s no doubt the LS hybrid acquitted itself with composure and competence over this incredible challenging terrain. Not once did the chassis ever cry out for mercy; credit this to a clever active antiroll bar system that keep the big flyer on an even keel, and an adjustable air suspension that maintains tight control over extraneous body movement. The brakes never tired either; nor do they have the early hybrids’ lack of linearity. There was always copious power, which didn’t wilt discernibly with increases in altitude (another benefit of the hybrid design over conventional, normally aspirated powertrains).

What was lacking was any sort of real dynamic brio; that ineffable soufflé of feedback, vocals, and interaction that eggs one on to drive for the sheer thrill of it. This lack of involvement is the price we may have to pay for the benefits the LS600h L makes possible.

What I can be unequivocally passionate about is an appreciation of Lexus’ commitment to moving the car into the future. They are exploring new ways to confront the challenges facing us, while still providing the level of performance and comfort that a discriminating clientele demands today.

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