You climb out of the car and swing the big door closed behind you.
Press the lock button, the LED lights flash, and you begin to walk away.
One step, then two. Perhaps three.
Then you stop, spin around and take one last look.
Try as you might, you'll always steal that one final glance.
That's what driving the new Lexus LC500 feels like.
A car you just can't quite stop looking at.
Say what you like about Lexus, but the once famously conservative Japanese luxury brand has certainly shaken off that cardigan-clad reputation in recent years.
While their styling has become decidedly edgy across the range - from sleek sedans to out-there SUVs - this new LC super-coupe takes that to an entirely new level.
The sleek RC model, until now the brand's "halo" offering with its aggressive styling, is a beautiful looking thing. But sitting in the showroom beside the new LC it looks like a camel beside a thoroughbred.
So in its newly assumed role as the flagship for the new, exciting Lexus, the LC is certainly fit for purpose. It evokes an image that Lexus could scarcely have dreamed about a few years ago.
And of course that's precisely the point.
Over its almost three decades, Lexus has built an impressive market share, a loyal band of buyers and an enviable reputation for build quality, attention to detail and customer service.
But what Lexus really wants most of all is for people to stand and stare.
And despite the many qualities of their luxury sedans and SUVs, they remain as bland as oatmeal to a big portion of the cashed-up, brand-obsessed executive and premium vehicle segment.
The LC is aimed at grabbing attention of those buyers. It's a big task.
You certainly can't doubt Lexus' resolve.
Keep in mind that the company spent an estimated billion-plus dollars, and more than a decade, prototyping and then building its own supercar - the extraordinary V10-powered LFA which retailed in Australia for three quarters of a million bucks. They only built 500 and sold every one, including the dozen or so allocated to Australia.
Now comes the LC - essentially an extension of the LFA project - and it arrives at less than a third of the price.
It's nowhere near as fast or as exotic as the LFA - but it absolutely looks as if it might be. So the first part of the job is done.
Now for the hard part - selling the car in sufficient volumes to justify its existence.
And to do that, the LC will need to shoulder its way past an armada of high-tech, high-quality European metal. Everything from the BMW 6-Series, Benz SL and Jaguar F-Type V8 to Porsche's incomparable 911.
That's some impressive traffic for the Lexus to negotiate before it gets you to sign on the dotted line - although its $200,000 pricetag and massive features list give it a value edge over that coveted bunch.
On the downside, the Lexus would struggle to match most of the European offerings for sheer driving excitement.
The car's supercar-like street presence is not entirely matched by its performance.
The 5-litre all alloy V8 delivers a not insubstantial 351 kilowatts and 540Nm - good for a 0-100km/h sprint time of 4.7 seconds. That's quick without being particularly noteworthy these days, where 4 seconds is the benchmark of true high performance.
The big coupe's kerb weight, nudging two tonnes, has taken the sharp edge off that power-to-weight ratio.
That said, the Lexus in full cry is a thing of beauty and wonder.
The normally-aspirated V8 - as compared to the turbocharged technology mostly favoured by German rivals these days - is amply sharp and responsive and sounds absolutely superb. The induction note as it gulps down huge quantities of air - and the crescendo from the exhausts as it turns that into horsepower - is a visceral thrill.
Still, those imagining that the LC might deliver performance to rival the LFA are likely to be disappointed. I'd be amazed, though, if a lighter, more powerful and markedly quicker version of the LC doesn't emerge at some stage, wearing a LC-F badge like its high-performance Lexus siblings.
As it stands the LC will initially be offered in two engine configurations in Australia - the LC500 V8 tested here, or a less powerful, but decidedly greener, LC500H which mates a petrol 3.5 litre V6 engine with Lexus's well-established electric Hybrid Synergy Drive.
That model may well appeal to some buyers in Lexus' older demographic, for whom the hybrid's blend of economy, quietness and green cred is likely to appeal.
But Lexus no doubt secretly hopes the V8, with its uniquely compelling looks and ear-catching exhaust note, will appeal to a slightly younger, more adventurous buyer profile.
There's a heck of a lot to like - and quite a bit to absolutely love - about this machine.
As you'd expect, the style, detail and finish are, well, Lexus-like. Say no more.
And just as predictably, the list of gadgets is impressive - from the 13-speaker Mark Levinson sound system, the 12-way adjustable leather sports seats (which are amazing), nano-ion generator to freshen the air, heated and cooled seats, auto dimming mirrors, LED triple headlights and the door handles which pop out when you approach the vehicle and retract flush once you're safely inside.
Driver aides are extensive and make the Lexus all but uncrashable - while the sophisticated suspension delivers a heady balance of dogged grip (there's even a G-Force meter to track your cornering skill) and resolved, comfortable everyday ride.
The gorgeous 21-inch alloys, clad in wafer-thin Michelin Pilot Super Sport rubber, enhance that grip, if not the ride.
The Lexus debuts an extraordinary 10-speed automatic transmission that, when asked, will snort and snarl its way through the ratios to squeeze maximum performance out of the engine; yet when coaxed along is smooth as butter.
It also gives the LC incredibly long legs for highway cruising - in fact you can't even access 9th and 10th gears until the car is travelling beyond the Australian speed limits.
Hence its adherence to Euro 6 emissions limits, and its reasonably frugal 11.6L/100km thirst. The hybrid, by the way, manages 6.7L/100km.
Well, they're fairly minor, to be honest.
The boot is ridiculously small (197 litres)- about what you'd expect from a convertible, instead of a coupe. The doors are big and heavy and the rear seats are purely for show - unless you have two rather small children.
Not everybody will love the gaudy red suede-like treatment on the door fascias - which jars a bit with the otherwise sleek, modernist design of the LC's cockpit.
Personally, I'm not a great fan of Lexus' Remote Touch cockpit management system - which uses a touchpad-style mouse to scroll between icons on the centrally-mounted screen. It's a bit clumsy and not nearly as intuitive as others using a more logical knob, or a touchscreen, to navigate the same tasks. Not a deal-breaker, but not the best in class, either.
And the positioning of a couple of switches - including the drive mode selector - high up on the dash to the side of the instrument panel feels a bit old-school and not particularly user-friendly.
Still, inside the LC is a deliriously nice place to be - even when you're sitting still.
The cockpit has a fighter-pilot feel to it, and it's fitted with more buttons, wearing more acronyms, than just about anything else on the market.
The customisable instrument panel, with different display styles for the six different drive modes on the vehicle, is first class.
If the $202,080 driveaway price doesn't scare you, you may even opt for the Dynamic Enhancement Pack that, for an additional $15-grand, adds four-wheel steering capability, active rear spoiler, carbon-fibre roof and alcantera leather interior.
Otherwise, the LC delivers exactly what Lexus intended it should - refined yet exhilarating driving in a car that will make just about everybody's neighbours turn their heads in admiration.
Just don't linger too long in your driveway staring at it.
HOW BIG? Despite its 2-door, two-plus-two configuration it's a surprisingly big piece of metal. That means ample space for the two in the front - but someone, that space shrinks to provide precious little accommodation for your passengers or your luggage.
HOW FAST? It's a fast car, without doubt - reaching the speed limit in a blurry 4.7 seconds. That's a big modest by supercar standards, but the Lexus is probably aimed at a slightly less performance-obsessed market. And they'll be very happy, thank you.
HOW THIRSTY? The hybrid variant is quite miserly, the V8 less so at about 11.6L/100km. Still, that's reasonable for a car of this size and capability - particularly one weighing close to two tonnes.
HOW MUCH? Cheaper than many rivals at $202,080 drive away. Not exactly a bargain, but it will merit plenty of consideration for those seeking a head-turning, envy-winning grand tourer.