Is this eco or ego? Getting to the core of the Lexus LS 600h L

The auto industry has rushed toward hybridization, and the once "pure idea" has turned into a powerful marketing ploy. Everyone seems to have forgotten about ecology and fuel economy—now it's all about image. That's exactly how the new Lexus LS 600h came into being. If you don't delve into the technical underpinnings of the "600," it's just a great car from all angles! The Japanese "six-hundred" can now easily stand alongside the old-school Germans, and its price has approached those competitors that used to be much more expensive. But what happens if you dig deeper? If you really think about it, not just for a minute? I thought about it. The first thing that catches the eye and should be noted: the fourth-generation LS is a significant milestone in the model's history. Previous versions were decent, high-quality, and comfortable, but they still suffered from being derivative. They became full-fledged rivals to the German trio only in the eyes of unsophisticated Americans. The older LS models lacked zest, style, charisma, and history. And in high automotive society, traditions are valued above all—without them, you don't compete for the leading roles. The main Japanese tradition is the development of Sakichi Toyoda's idea, which can be formulated as "Striving for perfection in everything." Even what is already good should become even better… And here I am, sitting in the white leather interior, examining the details. It's the little things that reveal a car's true class. I'm annoyed by the mix of fonts on the panel and instrument cluster, the silver plastic of the console, and the cheap electronic clock (again!). Yes, the LS 600h has top-quality leather, the richest equipment, and Alcantara on the ceiling—like its competitors. But still, there's a lack of style, that very designer flair. The instruments are excellent, the musicians are talented, but the melody isn't right. This isn't yet an Audi or a Mercedes-Benz. But it's close. A couple more generations—and it will be. Losing in style, Lexus wins with quality. Everything here is top-notch. Perfect seams, minimal gaps (they specifically worked on this when creating the car). The seats are soft, enveloping, gently holding. Pleasant! The control buttons are grouped and have different feedback. The stiffest ones are those responsible for safety. Drawers and compartments open at the same speed thanks to clever microlift settings. In the back—a seat with a fold-out footrest, a table, three types of massage that can be activated simultaneously. Sunshades, soft-close doors, refrigerators… And there's also a fun option to press a button and fold the front passenger seat, having a laugh at whoever is sitting there. Special mention should be made of noise and vibration insulation—it's beyond all praise! The quality here truly strives for perfection. All pluses, almost nothing to fault. Except for small but important details. But… recently I had the chance to drive a regular Lexus LS 460 L—without any hybrid gimmicks. And, switching to the LS 600h, I naturally compared them. The hybrid is noticeably more expensive than the gasoline LS 460 L. It's heavier, has a small trunk. And, oddly enough, worse acceleration and handling. But why? This is the top model! It should be the best in everything! And in what is it actually better? The "600" has only two… no, one and a half tangible advantages over the non-hybrid. All-wheel drive and fuel economy. The first is significant, and what about the "half"? In the form of savings? I can hardly imagine a buyer of a car for almost 200 thousand dollars who would look for the "fuel consumption" column in the brochure. So what are you overpaying for? It's simple. Money is paid for image! For the blue emblem on the grille, the hybrid inscriptions on the sills, the LED headlights, and, of course, the little letter h on the trunk lid. Yes, I almost forgot! Part of the money will be recouped by silent starts from a standstill, which give a feeling of exclusivity and amuse at first. But the truth of life is this: in terms of overall consumer qualities, the regular gasoline LS 460 L is no worse, and in some aspects even better than the older brother. That's it… What, even the electric motor with its instant torque (from 0 rpm) won't provide a smoother start? I didn't notice much difference between the cars—neither behind the wheel nor as a passenger. Everywhere and always—steamship-level comfort. Doesn't the transmission with a two-stage reduction gear make acceleration smoother? It does, but the 8-speed automatic in the 460 is not from a neighbor's Corolla. At the same time, the gasoline LS easily outdoes the "older" one from a standstill (5.7 vs 6.3 seconds). And it only loses in elasticity, and then only if the opponent's batteries are fully charged: from 80 to 120 km/h, the hybrid accelerates in 4.3 seconds, which is 0.4 faster than the gasoline version. Yes, the electric motor enriches traction across the entire rev range. But who, who will ask me about the elasticity of this engine? Everyone is interested in acceleration from a standstill! The engines in these cars are almost identical. The "600" has the same V8, but with the displacement increased from 4.6 to 5 liters. Power increased by 14 hp. How else to haul the layers of nickel-metal hydride batteries in the trunk, which almost halved the useful space of the "storeroom"?! To charge this setup with energy that the electric motor will then willingly "devour." And save those notorious, unnecessary three to five liters of gasoline per "hundred." By the way, our fuel consumption according to the onboard computer was 18 liters in the city cycle. And the best result recorded before us was 16 liters. Although, of course, all this hybrid paraphernalia is amusing. I don't start the car, I turn it on. I pull away in silent and therefore effective silence… And I drive as if inside a commercial. But the silence won't last long—on electric power you can only roll at "traffic jam" speed until the batteries run out. If more or less intense acceleration is required, the Lexus immediately turns to the 8-cylinder generator of sound, exhaust gases, and energy for recharging the batteries. The total power of the motors is 445 hp, since the electric motor never fully uses its potential—it's just an assistant. Lexus traditionally considered that such a number of "horses" is achieved by an average 6-liter engine. Hence the index—"600." The engine is five-liter, but the limousine became a "six-hundred"! Why then didn't the authors want to overcome this magical threshold too? What prevented them from making the world's first "seven-hundred"?